As a 17 year old who was attracted to European sports cars and who was making a very good living as the member of a successful rock band, in 1970 the decision was made to purchase his first car. To his parents’ displeasure he acquired a 1967 Alfa Romeo Giulia Sprint GT Veloce for the grand sum of $3000. It is unclear whether the parents’ displeasure came from the fact that Dad’s brand new Holden Kingswood had been purchased for $2200, or that the 3 year old Alfa was already starting to rust. The car sparked a lifelong love of the marque for Gary, and he certainly enjoyed proving to his Holden-owning mates that the little 1600cc car could indeed do 115mph. In 1970, an all alloy twin cam engine, five speed gearbox and four wheel disc brakes were the preserve of pretty special cars.

That his early experiences with the car turned Gary into a lifelong devotee of the marque is clearly evident upon entry of his garage, although to call this a garage is perhaps underselling it slightly, it is more like a shrine/studio. Amongst the memorabilia in a glass case, and the TV with Alfa videos on constant loop, the award winning GT Veloce that is the subject of this tale shares space on the carpeted floor with Gary’s other concours winning car, one of only 99 rhd GTCs ever made (the convertible version of the GTV), a Group S race-prepared GTV 2000 and a stunning green Montreal. Perhaps it’s true that Alfa does indeed stand for ‘Always Looking For Another’.

When the time was right to tackle a restoration, Gary just happened to spot a GT Veloce in a neighbour’s carport as he was out for a run near his home in 1999. The very same model as his first car, it was too good an opportunity to pass up, and since it was only ‘slightly’ rusty, and with only ‘slight’ panel damage, this GTV was acquired and became the project car. Anyone who has owned an older Alfa will no doubt have a smirk on their face at the mention of a ‘slightly’ rusty car, because we all know there is no such thing. These cars can have some nasty rust traps for the un-initiated, including but certainly not limited to the triple layer sills, the area below the rear parcel shelf, and the base of the A pillars, all quite difficult to find if you don’t know what to look for.

The long process of dismantling the car in preparation for restoration began, and as so often happens during this process, another Giulia was acquired for various parts, as well as other bits and pieces when they popped up for sale.
In the meantime, someone else in Melbourne had the same idea of restoring a ‘slightly’ rusty GTV. Upon dismantling this car it was found to be worse than first thought, but not beyond saving, so the decision was made to do a full strip and rebuild. Costs soon escalated on this project and the owner was keen to offload the car. The work was being done by Leo Parra at Extreme Body Works in Dandenong, which happily enough was where Gary was having some work done on his car at the time. Gary had the opportunity to take over the project in place of continuation of his own car and eventually decided it was the better option. It seems like that was an excellent decision, as not only had the car been completely stripped, down to separating the frames and skins of the doors, boot, and bonnet, but it had already been rust proofed and zinc dipped.

While the body was off being expertly manipulated back into shape, a job which took more than two years, Gary set about the difficult task of tracking down the rest of the parts needed for the finished product. Right from the start Gary was determined to make this a car that could at the very least be regarded as a ’new’ car, if not something even better than the factory turned out in 1967. As such, every single component was taken apart, and every part had to be either brand new, or an old part refurbished to a new standard. This was to be a true ‘nut and bolt’ restoration.

As the car was exactly the same as the one Gary had owned in 1970, he knew exactly how he wanted the car to turn out, and he knew exactly what equipment was standard at the time. Some genuine parts for these Alfas are getting very rare indeed, so the search took Gary literally years, and thousands of phone calls and emails. Many parts had to come from overseas, such as the original type Magnetti Marelli rubber cased battery. Gary spent years locating one of these, and when finally it was located, it had to be gutted and sent to Australia as just an empty case with a battery built inside it to suit when it arrived in Melbourne.

An example of the dedication needed to finish a car to this standard is the search for original tyres. It’s pretty hard to find a 1967 pattern tyre in 165-R15, but luckily Gary eventually discovered that Michelin will do a run of any of their old tyres, but only once they have a sufficient number ordered. Gary got lucky and only had to wait 14 months for his to be delivered, and he was smart and ordered a couple of sets, because the next run may not have been for another three years.

Probably the most difficult part of the project was the dash. “The only new dash I could find was overseas and about $2000. All the others around were good second-hand, but whichever way you look at it they’re all 35 years old,” recalls Gary. “I firstly had the dash re-covered in black vinyl which finished looking similar to the way GTAs looked in 1966, but I kept searching for a better solution to having a close looking wood grain dash. The Dash Doctor in Clayton, who is unfortunately out of business now, provided me with the solution with a woodgrain appearance as installed in modern cars. He had the contract for doing some factory Mitsubishi Veradas I think.”

“The trouble is the process required the dash to be suspended in water and the finish is applied under pressure. Of course the original cardboard type dash would have disintegrated or at the very least distorted, so the way around it was to have a fibreglass copy made and have that coated. I found a perfect condition dash, made a negative mould and then formed up a new dash. I had 3 units made so I could pick the best one and sold off the others. I still have the mould for future jobs if I need to. Of course the total cost was at least as expensive as the new old stock dash I found in Italy, but at least I got some change back for the other dashes.”

The final assembly of the oily (or not so in this case) bits was done by Lee Lanzillotti of Knights Automotive in Dandenong. Lee rebuilt the mechanicals, and then bought everything together to be fitted to the completed bodyshell, which I can only imagine was a stressful job. Not only could no scratches be tolerated, obviously, but this car had to be as tight as a brand new one – no rattles, and everything fitting and working perfectly. It was obviously a great job, as this car has won two Alfa Club Concours in Melbourne, and one at Autoitalia in Canberra. The car would have won many more in Melbourne but winning cars are not allowed to re-enter the next year. Gary has also won this event with his GTC.

I’ve driven a few old cars in my time, but nothing had prepared me for driving this car. Gary’s original aim was for this car to be just like a new one, and from where I was sitting he’s done a superb job. Everything feels as tight as a drum and there is no sloppiness to any of the controls. Which is what you’d expect I guess for an essentially new car that has only covered 1500 miles in the six years since it was completed, and has been driven in rain only once. Gary admitted that he spent months underneath the car with a toothbrush to clean it up again after that mistake.

Often when driving a classic car some allowances need to be made, and some things are forgiven because it’s an old car and ‘they all do that’. It might be something as insignificant as an ashtray that doesn’t move as smoothly as it should, or a doorhandle that sticks slightly. I’ll admit that I’m a big Alfa Romeo fan and have three of my own at home, so I was prepared to forgive this 42 year old car almost anything. As it turned out, no allowances or excuses were needed, the car was absolutely magnificent and was nothing like I had expected. The weighting of all the controls are perfectly matched, the gearchange is absolutely intuitive, and unlike 99.9% of other GTVs the synchros were perfect, with not one hint of undue noise. The steering is excellent, with little effort required, and with as much feel as you could ever want this side of a racetrack. The only thing that dated the car to me was the steering wheel, which by modern standards is very large and thin-rimmed.

On the road, it has no problem at all keeping up with modern traffic, helped no doubt by its real willingness to rev. As Gary points out to me now, and as he did to his mates back in 1970, these engines are happy to rev to 7500 in standard form. Although Gary was happy for me to ‘drive it a bit’ (I think his actual words were “Come on, you can go faster than that!”), I was happy just to take it easy in such a beautiful and well-loved car, but it was still easily capable of speeding past the other traffic on our short drive. The car gets a lot of admiring glances as we motor past, and it’s hard to tell if it’s the stunning looks or the sublime sound that gets their attention. It really is a wonderful sounding car, but doesn’t have that ‘raspy’ sound that many Italian cars produce.

And as Gary took the wheel of his multiple concours winning car, a car which took him many years and much sweat and toil to finish to the highest of standards, and which would arguably be one of the best 105-series Alfas in existence, he revved it to 6000rpm in every gear and hung the tail out around every corner, I could understand why Gary would choose this car to restore…

I have owned it over the last 2 years, but with a new house and some other projects on the way I just can’t justify keeping it around, lovely as it is.

Some basic details:
-Comprehensive history folder including all maintenance and upgrade receipts from Maranello Motors under my ownership.
-2 litre engine on 40mm Webers (rebuilt early 2007), 2 litre gearbox, diff and brakes, upgraded cams (previous owner didn’t have specs available).
-Koni Red shocks (new fronts, rebuilt rears).
-Lowered suspension with stiffer springs.
-Electronic ignition and thermo fan.
-Semi-comp brake pads and braided hoses.
-Near new 185/65 Bridgestone tyres.
-Retrimmed Black vinyl seats (no cracks in the dashboard either).
-Autotecnica steering wheel with spacer to improve driving position.
-Fire extinguisher.

It has also just come back from having some small patches of rust removed and a couple of small dings ironed out and repainted.

My intention was to enjoy this car on country roads and also on the occaisonal track expedition. In actuality, I have enjoyed the roads immensely but it has only gone on track once, at Winton for the driver development day earlier this year.

The car has been completely reliable and is ready to be enjoyed on road or at the club sprints. It will come with a Victorian RWC and is registered until August 2010.

This is a truly regrettable sale.

Some pictures are attached, I can send more information and photos on request. The best way to contact me is via email: adam@lautista.com.au

Car is located in Craigieburn.

Asking for offers around $14,000 with RWC. Negotiable.

Ferrari Classiche, the specialist division set up in Maranello to provide owners of historic Ferraris with restoration, maintenance, supply of parts and issues Certificates of authenticity, has completed the restoration of the unique Corsa Indianapolis single-seater, a one-off built in 1953.

Chassis 0388 was built with the specific intention of competing in the 1953 Indianapolis 500 and, had it competed, would have been Ferrari’s first attempt at America’s greatest race. Nevertheless, it was raced across the USA with motorsport luminaries such as Carroll Shelby behind the wheel. Historically, it represents a step away from the Formula One cars of the same era and indicates the rapidly growing importance of the American market to Ferrari.

The restoration included not just the unique Corsa Indianapolis, but also tracking down all the documentation for the car to ensure its full and accurate heritage.

The Monoposto Corsa Indianapolis project started 1953 with the idea of participating in the Indianapolis 500, which eventually wasn’t completed, probably due to the numerous other motorsport projects in which the Scuderia department was involved. On 21 January 1954 the car was sold to Luigi Chinetti, then Ferrari importer for North America. The following month the car was shown at the New York Motor Sports Show. The Daytona Speed Week GP, in February 1955, was the car’s first official appearance in a race, where it was driven by Bob Said.

1956 was the busiest year for the Monoposto Corsa Indianapolis: in May Giuseppe Farina used the car for a test in Indianapolis, on 15 July it was driven by Carroll Shelby at the SCCA Mount Washington hillclimb and on 22 July at the SCCA Golden Jubilee hillclimb in Indianapolis. In the year 1958 the car returned to the factory for modifications for the Monza/Indianapolis race, with Harry Schell behind the wheel.

After the competition the car returned to Maranello for repairs and further modifications, for a new coachwork in Formula 1 style in 1960 bodied by Carrozzeria Fantuzzi. In the same year the car was tested by Cliff Allison on the Modena race track. The Monoposto Corsa Indianapolis concluded its motorsport activities and changed the owner several times.

HISTORIC RESEARCH

The historic research for such a particular project started with the identification of the assembly sheet 250/I (Indianapolis). The tubular chassis with extra tubular bracing (with no existing designs) was made by the chassis supplier Gilco.

Naturally it is important to underline the existence of a specific list of components dating from March 1953, entitled “250 Indianapolis”, encompassing components that were specifically designed and identified as “250″. These included clutch, suspensions, hubs, braking system, fuel tank, oil radiator and tank (the car also had a double Houdaille shock absorbers rather than the usual single absorber).

In that context, the design in February 1953 of the Tipo “250 I” engine had an identical bore and stroke (68 mm) yielding an overall displacement of 2963.45 cc. The engine was initially equipped with a single-stage supercharger, then with two superchargers and twin Weber carburettors (various types were tested: twin Weber 40 IF4Cs, 46 DCFs and 42 DCFs).

Probably because of the many different racing projects dealt with by the Racing Division at the time, the development of this design didn’t go according to schedule and it was only bench-tested at the end of September 1953. A few days before the other test, a 375 engine was tested, while this was subsequently fitted when the car was delivered to Chinetti.

RESTORATION ACTIVITIES

The restoration of such a highly unusual car involved followed Ferrari Classiche’s usual methods for restoration work carried out at the factory, while the running gear was stripped down and verified in correspondence to the original design and state of deterioration, to determine whether the parts could be re-used.

The car’s similarity to the original design and eventual modifications made by the factory over time were verified through the analysis of the assembly sheet, analysis of the list of components (all of the components, divided by group, required to complete the car). Following a verification of the components installed and correspondences of the same to the original design was carried out, followed by a verification of the components’ treatments (engine, gearbox, differential, suspension, brakes, transmission assembly, timing gear, ignition, lubrication, cooling system and exhaust system) to ensure that the same were rendered compliant with the initial specifications.

FERRARI CLASSICHE

Ferrari Classiche provides owners of historic Ferraris with restoration, maintenance and supply of parts, thanks to a process that involves researching the cars’ original designs which are held in the company’s own technical-historical archive and issues Certificates of authenticity to road-going Ferraris over 20 years old as well as to all competition cars (such as the Monoposto Corsa Indianapolis), including Formula 1 single-seaters, regardless of the year they were built.

The Company’s body, responsible for evaluating the cases presented, is the CO.CER (Comitato di Certificazione), chaired by Engineer Piero Ferrari. The certification document officially attests to the cars’ authenticity and also provides a further guarantee for buyers should the vehicles ever be sold. Introduced in 2009, the Attestation for vehicles of historic interest is now available to Ferrari cars that, although they do not fully comply with the strict Ferrari authenticity certification criteria, have been deemed, as a result of their competition and/or international recognized show history, to be of historic interest.

Based in the original old factory building, Ferrari Classiche opened its doors in July 2006 and has since become a major player in the protection of the unique Ferrari heritage. In fact, it has already issued around 1,200 certifications of authenticity and has completely restored a total of over 30 cars at its workshop.

This car was to become the Mini, which was introduced to the world in August 1959 and reshaped the small car segment forever. Its engine (an 848cc ‘A-Series’ Austin unit producing 34bhp (25kw)) was mounted transversely with the gearbox situated in-sump, creating a super-compact unit. Initially available under Austin (called the Seven) or Morris (Mini Minor) badges and driving the front wheels, the 3.05m long Mini incorporated many ingenious tweaks, such as the sliding windows which allowed storage inside the doors and the rubber cone suspension which removed the need for conventional springs. The result was a car that could, at a squeeze, seat four adults. In fact, the 80% of the floor pan was available for passengers and their luggage.

By 1961 the car’s reputation was well established. John Cooper, creator of the first ever Formula 1 championship winning mid-engine chassis and friend of Alec Issigonis, had taken a keen interest in the Mini project from the start. Its space conscious layout had maximised the car’s wheelbase (the 10-inch wheels are spaced at the outer corners of the car) and this did great things for chassis balance. He convinced BMC to build a run of 1000 Mini Cooper’s with tuned 55bhp (41kw), 997cc engines and front disc brakes. This in turn led to the full-on Cooper S of 1963, initially of 1071cc and 70bhp (52kw), with a little known 998cc, 65bhp (48kw) screamer also being developed. 1965 saw the ultimate spec ‘S’- with a 1275cc motor and 76bhp (57kw) coupled with vastly superior torque to the smaller capacity, oversquare layouts previously used.

In its various guises the S conquered all before it on circuit and rally stage alike, with Monte Carlo rally victories in 1964, ’65 and ’67 (being disqualified from victory in 1966 due to a lighting technicality). A 1275cc version even won Australia’s most prestigious motor race, the 500 mile Gallagher 500 at Bathurst in 1966. The car was so popular that several companies (including Leyland in Australia) began building Minis tailored to their local market and offshoot models such as the Clubman van were put into production.

1972 saw the demise of the Cooper S, with the second generation “square nosed” bodywork taking over. This series was not as well received by purists and a round nose shape was re-established 8 years later.

The Mini then continued under BMC/Rover direction, with appropriate updates to reflect increased safety and standard equipment requirements as time drew on. By the year 2000 the British car industry was struggling again with little development funding available. BMW saw an opportunity to modernise the concept for the 21st century and acquired the naming rights for a Mini of their own.

It is only fitting that we have an example of the original style Mini to set off the celebration. This Cooper has been modified to S specification and is owned by Ron Simmonds, who raced them in period.

Ron is a true character of the historic racing scene in Australia. As chief commentator of the VHRR, his authoritative voice presides over our nation’s most prestigious historic race meetings including the Phillip Island Classic and Historic Sandown. It was perhaps inevitable that Ron would be a racer, as he called Stan and Alan Jones neighbours growing up in suburban Melbourne. He recalls beating Alan in a soapbox derby race before they were old enough to drive, both harbouring dreams of Formula One world championships. “Obviously only one of us achieved that!” he laughs.

He first raced a Mini in 1965, competing with a 998cc Mini deluxe. “I started at Sandown that year and won the handicap race, just beating Bob Jane in his Mustang who was bearing down on me,” he recalls.

In 1969, after a run in a Cooper S at the Datsun 3 hour race at Sandown, he entered for Bathurst in the same car but was turned down as the entry list was oversubscribed- a regret as he never managed to get on the grid at Mount Panorama.

After a stint racing in the UK to chase his open-wheel dream, Ron returned to Australia and continued campaigning Minis in hill climb and race events through the seventies.

Today he participates in club level regularity events in this 1964 Cooper. Its 1275cc S spec engine is fed via an unsilenced 45mm Weber. Of course, with the Mini’s transverse engine mounting, the Weber is located just ahead of the firewall and the car’s occupants are treated to a barrage of induction noise as the revs ramp up.

As a passenger to Ron, effortlessly familiar with the car as he is, you gain more of an understanding as to how these tiny machines could hold their own against any competitor on any surface. It leaps for the inside of a corner and clings there like an angry dog gnawing a postman’s leg.

This ‘dartiness’ is re-confirmed when I climb behind the wheel and settle into quite an upright driving position. From this vantage point, it feels as if you are directly presiding over the front wheels, which goes some way to explaining the millimetric precision with which the better Mini drivers can place them on circuit. From a driving position comfortable for my legs, the gear lever is quite a reach, though Ron explained that “there were shifter extender kits available in period.” On initial feel, the gear selection is vague with a long throw and I am extra careful in selecting the non-synchro first gear in traffic.

Once underway, the steering does a great impression of feeling wired to the impulses of your brain. Pick the line as you approach a corner and it’s almost telepathic as those 10-inch wheels will the car into the corner and cling; a flat and adjustable stance enhanced in this car by quite firm springing (cone suspension in this car) as it’s set up for club events. Its diminutive stature allows you to maximise the available road, making these winding country lanes appear as though they are freeway wide, and the vision afforded by the thin a-pillars brings a confidence to drive through poorly sighted corners that is hard to replicate in more modern machinery. Contemporary road tests that refer to the mini’s handling as ‘go-kart like’ are certainly not far from the truth even today.

The obvious handling prowess is well matched by a surprisingly willing and torquey engine, which again feels connected to the driver, reacting with precision to the pressure of your right foot. No wonder it was such an accomplished race and rally machine.

When BMW introduced their modern interpretation of the Mini in 2000, the media who were at the unveiling immediately questioned the link to its illustrious forbearer based on sheer size differential alone (not to mention the 17inch wheel option!). Today, parking the 1964 version between its newer brethren, they may have had a point. From a driving perspective, though, many discovered there was some magic to be found, particularly in the higher powered Cooper S which ran a supercharged version of the standard car’s 1.6 litre Chrysler sourced motor, producing 125kw @ 6000rpm and 220nm @ 4000rpm.

The feature car owned by David James links further to the Minis past accomplishments with its number plate paying tribute to a major victory of the original S in the sixties (first reader to decipher it wins a prize!). As I climb into the cabin, there is obviously more room and more creature comforts in keeping with modern progress, but as we pull onto the road following Ron and co-editor Sheldon in the ’64 car, David makes an important observation: “When I first bought the car, it had the awful run-flat tyres on it which just destroyed the steering feel. I went back to a normal performance tyre and it transformed the handling.”

Seating position adjusted nicely, it’s time to take off. Wow, the clutch kicks back quickly once you start letting it out! This edginess is endearing for it suits the car’s character perfectly. It clings to the surface, and takes in direction changes with aplomb even on the pugnacious surface of our test route.

The difference in scale when compared to the ’64 becomes further apparent as we watch Ron darting from apex to apex but the driving experience offers up a modernised version of mini-magic, enhanced with a decent dose of accelerative performance.

The linearity and punch of the motor nicely compliments the chassis, responsive as it is to your throttle inputs, which in turn allows you to focus on refining lines and exploiting the excellent grip and poise provided. Understeer is not an issue, and only a particularly nasty, cambered kick in the road causes a momentary scrabble of torque steer as the suspension regains composure.

Unfortunately the same can not be said of the newest car here. Gary Timms has brought along his 2009 S, complete with 6-speed automatic gearbox (though it does have paddles for manual shifting) and run flat tyres. This second series of the BMW-Mini was introduced in 2007 and houses a more efficient and powerful turbocharged 1.6l four that is shared with Peugeot. This engine provides 128kw @ 5500rpm and 240nm from 1600-5000rpm. Usefully there is an over-boost function on full throttle which allows a brief dose of 260nm.

The exterior is quite similar to that of the previous generation, but the interior has more of a quality feel to its controls. It is well laid out and has a feel of European quality as dictated by the parent company. A particularly funky touch of the newer car is the button that allows you to change the colour of the interior lighting- a bit distracting when the passenger plays with it while driving! Of course the large, centrally mounted speedometer and ancillary gauges carry on the tradition of the BMC cars.

On the road, and a couple of things quickly become apparent- perhaps it’s the autobox masking it, but the car doesn’t feel as instantly strong as the supercharged version, despite the torque figures. Once over 2500rpm though, the newer car sprints its way through the rev range, losing the supercharged whine (a matter of aural personal taste) but gaining in smoothness and revability. As is trendy in 2009, there is a sport button, which we leave well enough alone on this challenging drive, the roads demanding finesse from the damping. Besides, those stiff side walled run-flats do more than enough to make the ride more jarring than it should be. It feels as though we are bouncing over the surface rather than flowing along, as in the other Minis here. There are mixed messages feeding back through the wheel so you lose confidence upon turn-in; it gives the impression that it will understeer quite readily, even though you know ultimate grip is there. It makes you less inclined to throw it at a corner- an assumed pleasure in the other cars.

It’s the same once the throttle is picked up- it scrabbles for traction well before the DSC cuts in to quell the onset of torque steer. The nose also readily chases cambers, adding to the degree of discontent behind the wheel. As proved by David’s car, regular performance tyres would work wonders.

On the positive side, the new model’s paddle shift ‘box works wonderfully well, allowing you to brush the rev-limiter without changing up, and snapping in downshifts on corner approach without dancing heel-toe on the pedals. The turbo motor revs smoothly and is stronger through the top end than the supercharged car, even with the autobox dimming the motor’s responsiveness. A manual must be a rocket.

On the final strop back to our base, the afternoon autumn sun allows time for reflection. Through 50 years and 2 parents, the Mini DNA remains intact. Sure, the moderns tower over the almost fragile looking original, their size dictated by changing customer requirements and the need for ‘filling out the arches’ with gargantuan wheels, but the basic keenness for cornering that is at the core of any Mini experience shines brightly through. Now, if only BMW would throw some resources at a factory Mini rally team for the 21st century…

1. 117,000km 1999 Porsche Boxter 2.7 Manual in Blue. $40,000
2. 211,000km 1990 Porsche 964 Carrera 2 Tiptronic in Red. $40,000
3. 89,000km 1998 Jaguar XJR Auto in BRG. $41,000
4. 95,000km 1999 Mercedes Benz E55 AMG Auto in Green. $41,000
5. 150,000km 1990 Mercedes Benz 500SL Auto in Silver. $42,000
6. 70,000km 1999 BMW M Coupe Manual in Silver. $42,500
7. 26,000km 1999 Subaru Impreza WRX Sti 6 Manual in Grey. $42,500
8. 80,000km 1998 Maserati Ghibli GT Manual in Black. $44,950
9. 49,000km 1997 Ford Falcon EL GT Manual in Burgundy. $45,000
10. 200,000km 1999 BMW E39 M5 Manual in Black. $45,000

There is some very tasty kit in that lot. For mine, the most intriguing is the low kilometre M Coupe, but it’s hard to ignore a manual Ghibli at that price (forgetting about running costs!). Even the Boxster looks great value. Not so impressed with the early Tiptronic 964, particularly at those kilometres and the 500SL, a technological marvel in its time, looks poor value next to the mega E55, roofless or not.

What do you think? Any other suggestions within the criteria? Let us know!

Rewind back to 1962, when the Elan was brought into the Lotus lineup to replace the jewel like and very expensive to produce Elite. Colin Chapman needed a vehicle that was cheaper to build yet still with the sprightliness his cars were famous for. Gone was the Coventry Climax engine, in its place a production Ford four-cylinder block with a Lotus designed twin-cam cylinder head. Initially available only as a roadster and with 1500cc, with 2 years a hardtop and a 1558cc engine were introduced. In 1965 a proper coupe was available while the Plus 2 coupe with extended wheelbase and 2 + 2 (or 2 + 0.5 if you are thinking an adult can fit in the back) seating debuted in 1967. And, true to form, if you were handy with the spanners you were able to purchase the Elan in kit form to lose a few pounds (from the price and your sweat soaked waistline presumably).

The elegant fibreglass bodywork covered hardware that was cutting edge in the early sixties, with a steel backbone frame providing the base for all independent wishbone suspension and disc brakes all round. The initial design was refined and updated through 4 series up to 1970, when due to slowing sales and a feeling among the contemporary press that the Elan was falling behind younger sports cars, the Sprint was announced at the Earl’s Court motor show in October. With this announcement came details on a revised engine spec, a head redesign incorporating lumpier cams and a higher compression ratio of 10.3:1. Larger inlet valves lead to the engine being called the “Big Valve”- complete with signage on the cam cover. Net power was stated at 126bhp (94kw) @ 6500rpm with torque of 113 lb-ft (153nm) @ 5500 rpm on twin Weber (later Dellorto) 40mm carburettors, a good increase over the 110bhp quoted for the standard S4 Elan on Strombergs. This gave the 700kg kerb weight Sprint a power to weight ratio of 7.45kg/kw.

To cope with the extra urge the Sprint had a strengthened driveline. Particular attention was paid to the differential bracing and controversial Rotoflex couplings between the driveshafts to increase durability. Body-wise, special two-tone paintwork was offered with ‘sidewinders’ emblazoned with “Elan Sprint” separating the top colour from the White bottom, all the better to cover up a sometimes poor paint blend between the two tones. The 13 inch knock-off wheels were initially offered in Black, but Grey was also common, and the Sprint generally made do with a flat bonnet as there were no Stromberg clearance issues with either band of Italian carburettor.

Lotus released some performance figures just before the official February 1971 on-sale date, claiming the new Sprint, with a 3.77:1 final drive (3.55:1 was optional) could live up to its name with a 0 to 60mph time in 5.9 seconds. This figure was never matched by contemporary road tests but times to 60mph in the mid-6 second range were commonplace, thus embarrassing several exotics on the way.

Driving one today
Having read of highly respectable men openly gush over the Elan driving experience, and being fortunate to have driven a couple of Plus 2’s previously, it was with much anticipation that I took the keys to our feature Sprint from Brooklands dealer principal Paul Sabine. Echoes of Gordon Murray stating “my biggest disappointment with the McLaren was that no matter what we did we couldn’t get the steering to match an Elan…” echoed through my head as we went over the cockpit controls (beginner’s tip: The Sprint’s ignition barrel is on the steering column not the dash as on earlier Elans.)

Easing into the superbly kept interior of this example, dropping in over the high side runner, initial impressions are of a generally tight squeeze in the lower sections but surprising headroom. The way the console contours towards the pedal box adds to this feeling, and you have to make a conscious effort to space your feet adequately so as not to hit two pedals at once.

The overall feel of the interior is one of minimalist quality, supportive leather bucket seats and a wood finish dash complete with switches for electric windows which are curious in such a light car but go some way to justifying the Sprint’s price premium- when new, even in component form, it was more expensive than a complete Triumph TR6.

Pump the throttle a couple of times before cracking it slightly open. After a couple of cranks the twin cam catches and settles to an irregular beat as it warms through, the single exhaust outlet of the Sprint burbling away.

A few moments later, and it’s time. Grip the evocative steering wheel, Colin Chapman’s signature on the lowest of 3 spokes. Let the left hand fall naturally to the gear shifter, somewhat dainty to look at, almost fragile like the other switchgear and indicator stalks. A little recalcitrant in its selection until absolutely warm, the selector takes a couple of prods of the clutch before first gear snicks in. Release the intuitively weighted clutch with its highish bite point, and feel the note harden with revs as the twin cam pulls us away on an instantly reactive throttle.

Once moving, that word dainty comes to mind once more. You can feel it laced throughout, a feeling of lightness mixed with a sense of vulnerability by being in something so small and clothed in fibreglass. “I wouldn’t want to be having an accident in one of these!” is fellow autiste Greg’s blunt summation when the popped bonnet flaps loosely in the breeze whilst admiring the engine later on. On the topic of safety, period brochures suggested the Elan’s most prominent safety feature beside the 4 wheel discs was its brisk acceleration- to get one out of trouble. A fair point, really, but there concluded the topic. At racing speed it would not be for the faint of heart.

Seek out a bend and immediately that wonderful unassisted steering arouses your interest. The themed delicacy continues here, the rim writhing in your fingers as it passes each nuance of road surface back, information completely undiluted from the 155/75 tyres on 13 inch wheels. Greg notes that there is a small amount of free play in the wheel, but once passed that point there is nothing that does it better. At one stage I breathe an audible “ahh” as I turn in to an open second gear corner and feel the magic of the keen, short-wheelbase chassis and its love of direction change. Of course this was deeply embarrassing when I realise photographer Daniel is alongside! This magic evolves further when you have a chance to play slightly with the throttle whilst turning, the resulting weight transfer being communicated cleanly and quickly. The chassis then poses a simple question: “What do you want to do now?” There are myriad options; delve deeper into the right pedal’s travel and the rear will help push the nose into an apex, feather slightly and you simply grip and go. There is tangible body roll, the Chapman era Lotus philosophy of soft springing but taut damping control coming to the fore in tighter corners, but it does not lead to understeer as one may expect. In fact, the way it shifts across on the springs to load the outside front tyre assists seems to assist turn-in at respectful road speeds.

Once in a straight line, the alacrity with which the Sprint gathers speed is deeply impressive for a 36 year old car with a 1.6 litre engine. Of course that low kerb weight and ‘semi-close’ ratio gearing help here, but the twin cam does kick it up a notch when the tacho swings past 3500rpm, to the accompaniment of hungry dellortos snaffling the cool air. Daniel, who took the pictures for this review, was shocked at the way it picked up speed: “I’ve been in modified 2 litre Escort’s that wouldn’t match this!” he enthuses. Matching the top end was the vigour with which the engine pulled from 2000rpm in a higher gear. Several times while resting in 4th gear at 60km/h, a prod of the throttle met with eager low end response that was just as impressive as the higher end kick. About the only time the engine failed to sparkle was when holding a constant speed just off-cam, at around 3250rpm, at which point a slight vibration created a feeling of the car straining at an imaginary leash, demanding throttle and revs and just more fun. It also wants- no, demands- airflow, as a brief session in stop start traffic proved. As the temp gauge increased, the cockpit also warms up and the engine starts misbehaving. Again, it wants to be moving crisply to truly shine.

So, upon reflection, it would be rude not to give the Sprint its head on occasion, and it is pleasing to note that when you indulge the car the disc brakes are always ready to assist when required. We all know that a car weighing 700kg has an inherent mass advantage, but the way the brakes haul the flyweight down still surprises. This is enhanced further by the brake feel, the pedal soaking your instep with information from the tip of its travel, tyres biting into the road. The narrowness of the footwell allows the obligatory throttle blip on downchanges as the springy, short-throw lever warms to the task as our familiarity increases. Compared to the aforementioned TR6, and even an Alfa GTV of similar vintage, the Elan feels so much more modern in its braking capability, yet it loses nothing in character.

As I turn back towards Brooklands, where this particular Elan is for sale at $34,950, there is time for reflection. The combination really is irresistible- light weight and all its benefits to acceleration, turning and braking, spritely engine, keen handling and that steering feel. Even at 185cm tall, my head fits in comfortably though I would like some more width to manipulate the pedals. Living with one day to day would prove difficult with modern traffic, but if you are looking for a great classic to while away a gorgeous weekend afternoon sampling some feisty country lanes the Lotus Elan approaches perfection.

Of course the star attractions were the smattering of highly significant Grand Prix Lotus vehicles once owned by John Dawson-Damer. Standing out among these was the ex-Jim Clark 1963 Championship winning Lotus 25. On an estimate of $1.1-1.8 million it was hammered down at $1,350,000. The other championship model, an ex-Andretti and Reutemann 79, sold for $510,000 (est: $480-620,000). However the best Lotus performer was an immaculate example of a 1957 Eleven Le Mans Series 1. Pre-sale figures suggested a range of $90-110,000 but the hammer dropped at $120,000, indicating continued strong interest in the more usable and just as significant Le Mans Sports sector.

Indeed of the 8 Lotus racers put up for sale, 7 sold and all on estimate or better. An ex-Gregory and Bonnier 1961 18 was sole Lotus unsold.

Of the more sedate road going offerings, some value was realised by one enthusiastic punter who picked up a ‘diamond in the rough’- 1913 Sunbeam 12/16hp Tourer chassis, with other parts in pieces and a replica torpedo body frame all supplied for $15,250 (est: $20-30,000). Another below estimate deal, albeit in a different price range, was completed when a 1961 Rolls-Royce Silver Cloud 2 with desirable Mulliner Park Ward convertible coachwork and a wonderfully plush red leather interior found its bidding stall at $145,000 against an estimate of $160-200,000.

Arguably the brightest light on the night for Bonhams was the 1951 Alta GP car, resplendent in red and selling for $40,000 above its top estimate, capturing a cool $200,000. This could prove an astute purchase for the new owner given the cars undeniable rarity (only 2 two-stage engines of this type were ever built) and the historic racing world’s constant fascination with early post-war GP cars.

Another red racer, the ex-Lex Davison Alfa Romeo 6C 1500 went for $345,000.

Back to road cars and the Pre-sale star was the 1967 Aston Martin DB6 Vantage Volante. In Aquamarine, and one of only 29 to this spec, it realised $430,000 ($400-500,000).

Of the 25 lots Bonhams & Goodman listed, 20 were sold, an 80% success rate. Only 6 of these were below estimate. Overall it was a reasonable result for their slick production. It is difficult, however, to ascertain the current condition of our Australian classic market as a whole. The small sample size and the fact that the majority of lots were heavily marketed to an international audience meant the more bread and butter type cars you generally see at Australian auctions were not consigned. Hopefully a more accurate measure of our classic industry will be demonstrated at Shannons on the 24th November. L’autista will be there to bring you the news straight from the floor.

Figures quoted are exclusive of Buyer’s premium. Bonhams & Goodman’s current premium is 11.5% of the purchase price.