Characterised by its cute appearance, known as the “Frogeye” in the UK due to the positioning of its headlights, the Sprite became a symbol of economical enjoyment on winding country lanes. They manufactured this low-cost model with a keen focus on simplicity and reliability, ensuring running costs remained within the means of an average buyer. The appeal of the Sprite extended well beyond its home shores, earning a favourable reception internationally, with an enthusiastic cohort of admirers drawn to its unpretentious charm and relative affordability.

“My first real car was a 1959 Austin-Healey ‘frogeye’ Sprite, which I bought from a colleague, Jack Badley, who had fitted it with a Shorrock supercharger. By the standards of the time, it was quite exciting.

A couple of years later though, I had a mishap whilst on holiday in Barcelona. It involved a collision with a friend, and the frogeye bonnet was too damaged to repair economically, so I had to sell the blower to pay for repairs. I replaced it with a fibreglass ‘Sebring’-style bonnet, which were very popular at the time. Sadly though, without the blower, and having lost its frogeye look, much of the appeal had gone out of it, so I sold the frogeye and bought a much-modified Sebring Sprite.”

Allen Harris, owner

With a production span that stretched from 1958 until 1971, the Sprite underwent several iterations. Although it never purported to be the most powerful machine on the road, its lightness and responsive steering conferred a sense of agility that made it a joy to drive. Today, the Sprite endures as a beloved member of the classic car scene, its legacy preserved by a dedicated community of owners who continue to celebrate this piece of British automotive heritage.

Historical Context and Design

Who Designed This Car

Gerry Coker, a stylist at the Donald Healey Motor Company, was the principal designer of the Austin-Healey Sprite. His vision was realised through the creation of a car that combined simplicity with charm, which later manifested as the iconic ‘bugeye’ or ‘frogeye’ in Britain, due to its distinctive headlamp design and cheerful smile.

Inception and Evolution

The Sprite’s journey began under the British Motor Corporation (BMC) in 1958. Initially equipped with the 948cc Austin “A Series” engine, the Sprite was a demonstration of practical sports car engineering. Over time, the Austin-Healey Sprite evolved through various marks:

• Mark I (1958 – 1961): Popularly known as the ‘bugeye’ in the US and ‘frogeye’ in the UK, this model featured the unique headlamp design and a 43hp engine.
• Mark II (1961 – 1964): Introduced more conventional and family-friendly design changes and a slight power increase. It was then joined by it’s sister car, the badge-engineered MG Midget, reviving a model name used by MG from the late 1920s through to the mid-1950s. Enthusiasts often refer to these later Sprites and Midgets collectively as “Spridgets.” 
• Mark III (1964 – 1966) and Mark IV (1966 – 1971): These brought in more refinements and a larger 1275cc engine, similar to that of the Mini Cooper S, improving performance and comfort.

John Sprinzel, a notable racing driver and motor sports figure, was instrumental in creating the Sprinzel Sebring Sprite, a modified version that made the Sprite competitive in racing during the 1960s.

This car was good fun, very basic inside, with a special one-piece aluminium roof and windscreen frame. There were lots of holes in the body panels for lightness, and the seats were just crudely shaped aluminium tubs with a block of foam to sit on. It was immensely noisy, and almost impossible to drive in traffic. It would oil up spark plugs every couple of miles, so I kept a stock in the car, and after each journey visited the local garage to have them sandblasted clean!

Allen Harris, owner

See Allen Harris’s film of it.

As ownership transitioned to British Leyland in the 1970s, the Austin-Healey collaborative era came to a close, marking the end of the Sprite’s production.

Engineering Marvels

The Austin-Healey Sprite handling has charmed motoring enthusiasts for decades.

The Powertrain

The Sprite was initially fitted with the robust Austin A-Series engine, which, in its early iterations like the Sprite Mark I, had a displacement of 948cc. It was later upgraded in the Sprite Mark II to a 1098cc engine, providing a notable boost in power. This had 2 inch main bearings to handle the long stroke, unlike the MG 1100’s crankshaft. This engine was paired with a manual 4-speed gearbox that allowed drivers to make the most of the engine’s capabilities. The car’s top speed and performance were spirited for its time, with even the standard models capable of making quite the impression on both road and track. Later models had a 1275cc engine like that of the Mini Cooper S.

Handling and Performance

The Sprite’s monocoque construction was a major departure from the separate chassis/body construction that was common at the time. This monocoque design significantly enhanced the rigidity of the Sprite’s bodywork, which in turn contributed to its nimble handling characteristics. The inclusion of front disc brakes marked a significant advancement in the Sprite’s braking performance, a novelty in small sports cars of that period. Additionally, the Sprite underwent continual improvements with later models, such as the Sprite Mark III and Sprite Mark IV, often benefiting from engine swaps and upgrades courtesy of companies like Speedwell, which specialized in performance enhancements.

Distinctive Features

The Austin-Healey Sprite captivates with its unique character marked by specific design elements and interior details. This section will delineate the vehicle’s notable external and internal attributes that distinguish it from other classic sports cars.

Exterior Styling

The Sprite’s headlights are perhaps its most defining feature. Affectionately known as “frogeye” in the UK and “bugeye” in the US, these prominent rounded lights sit atop the bonnet, accentuating the car’s quirky visage. Unlike most vehicles, where headlights integrate into the wings, these protrude, giving the Sprite a friendly yet impish appearance. The bonnet opens by pivoting forward, revealing the engine and contributing to the Sprite’s unique frontal aspect.

The design choice not to include a boot lid initially meant that access to the luggage area was only through the interior of the car. The Sprite typically did not come standard with a front bumper, which reinforced its minimalist ethos.

Interior Appointments

Moving inside, the interior retains a level of simplicity. The lack of door handles internally adheres to the minimalist philosophy—doors are operated by pull cords. This feature, while spartan, does not detract from the vehicle’s charm. Instead, it complements the straightforward approach taken throughout the car’s design.

In terms of function, the convertible top is a no-frills, manually operated system. While providing necessary protection from the elements, it also underscores the Sprite’s primary purpose as a driver’s car—a vehicle more about the experience of the open road than luxurious accommodation. Despite its compact cabin, the Sprite is designed to maximise the enjoyment of driving rather than extensive travel comfort.

Cultural Impact and Legacy

The Austin-Healey Sprite enjoys a status among classic sports car enthusiasts. Its unique design and impressive racing pedigree, particularly at events such as the Alpine Rally and Sebring, render it a vehicle of significant cultural and historical value.

Market Valuation

The Austin-Healey Sprite and its close relative, the MG Midget, have seen a fluctuating market valuation over the years. As vintage sports cars, they often fetch higher prices at auctions when in good condition or with notable racing history. Data from recent years illustrate that pristine models, especially those with a verifiable history in racing, may command prices well into the tens of thousands.

• Sebring Models: Notably higher in value due to their racing history.
• Alpine Rally and Le Mans: Provenance from these events significantly increases valuation.

Restoration and Preservation

The restoration of an Austin-Healey Sprite can be a meticulous endeavour, reflecting a commitment to preserving automotive history. Enthusiasts who undertake such projects typically aim to adhere to original specifications, which can involve sourcing period-correct parts and employing traditional restoration techniques.

Restoration Highlights:

• Originality: Staunch emphasis on maintaining factory specifications.
• Parts Availability: Decent, with some specialists providing reproductions.

The Sprite’s legacy, fuelled by its distinctive “frogeye” appearance and racing history, has ensured that it remains a cherished classic, with communities dedicated to its preservation.

Conservation and Rarity

The Austin-Healey Sprite is a classic British sports car whose conservation and rarity are of considerable interest to collectors and enthusiasts of vintage automobiles. They navigate the challenges of rust and the pursuit of original parts.

Surviving Examples

The Austin-Healey Sprite, recognised for its distinctive ‘frogeye’ headlamps, has become increasingly rare due to issues such as rust, which can severely compromise structural integrity. The Sprite’s market trends show a steady interest, with surviving examples prized for their historic and nostalgic value. The number of surviving Sprites is around 1,400 licenced and 471 SORN registered off the road.

What are they worth?

Average: $19,382

Top price: $95,700.

The top sale price of $95,700 was for a 1959 AUSTIN-HEALEY SPRITE CONVERTIBLE ‘SHELBY SPRITE’. See classic.com

After the petrol engine had arrived the first practical car had to be invented by someone and it may as well have been Karl Benz, who had a formidable training but little luck in his early working life.

He was trained in mechanical engineering at the Polytechnikum Karlsruhe by Ferdinand Redtenbacher, who also taught the great engineers Franz Reuleaux and Emil Škoda (who gave his name to the cars).

Benz set up a company with a friend who proved unreliable, and so it was his fiancé Bertha Ringer who saved the day by buying the partner out with her dowry.

Karl Benz was lucky in his choice of wife. Not only did Bertha provide funds for the enterprise, she had a good business head, she understood machinery and she knew how to promote the product. Karl’s business prospered, and he started producing static internal combustion engines.

He also started tinkering with a combination of bicycles and engines, and eventually came up with his 1886 Benz Patent Motorwagen.

It didn’t look anything like a modern car, more like the offspring of a pram and a lawnmower. It had three, huge wire-spoked wheels which, incidentally, had been invented by Sir George Caley. The 954cc single cylinder 2/3rds horsepower engine (500W) was mounted flat at the rear, with its crankshaft open to the air, clearly visible.

This was vertically mounted because Benz feared gyroscopic effects might influence the steering. An enormous red flywheel hung horizontally below the crankshaft.

At the upper end of the crankshaft, a pinion gear drove a right-angled shaft, which drove a belt, which drove both wheels through a differential and chains and permitted speeds of up to 10 mph (16 km/h).  

There was a big spark plug and a trembler coil to provide ignition, and a basin of fuel-soaked fibres to provide the explosive mixture of petrol and air. The fuel tank was located under the rear seat bench.

The cooling system was not as we would recognize it today, depending on the evaporation of water to cool the engine, and this total-loss system meant frequent stops to replenish the water tank.

The single front wheel was steered by a lever connected to a rack-and-pinion system which would have sounded modern in 1960. A single tube ran backward from the steering head to a tubular frame chassis.

The rear axle was mounted on fully elliptic springs, and the seat had additional coil springs. The brakes were rather like those found on horse-drawn carriages, with wooden blocks pressing onto the solid rubber tires. And the whole contraption was remarkably light at just 120 kg.

Karl Benz applied for a patent on January 29, 1886, and this patent, No. 37435 is generally regarded as the birth certificate of the viable motor car. His machine was shown to the public on July 3, 1886 on the Ringstrasse in Mannheim, Germany. The first car was difficult to control and collided with a wall!  

Benz’s car was for sale, and it cost 600 imperial German marks, approximately £3,200 or $4,000 today. The next year Benz made an improved model, anticipating the yearly model change of future car makers. But no one knew about it so no one wanted to buy it.

But Bertha Benz was a remarkable woman, with a sharp eye for publicity. While her handsome husband slept, exhausted by his work on the strange new machine Bertha crept out of the house before dawn.

Without telling Karl she took his newly-built motor car on a 65-mile drive to visit her mother on 5 August 1888. With her were her two sons, Eugen, 15 and Richard, 14.

It must have been a huge adventure for all three of them. It was the world’s first road trip by car, and on the way they visited the world’s first petrol filling station (a chemist’s shop), Bertha cleared a clogged fuel pipe with her hat-pin and she invented brake pads when she asked a cobbler to nail leather onto the worn-out wooden brake blocks.

The family car arrived at nightfall, with Bertha announcing their arrival to husband Karl by telegram.

Bertha Benz’s road trip in her husband’s new invention was a master stroke of publicity. In 1889 Karl’s Model 3 with wooden wheels was shown at the Paris Expo.

The “Benz Patent Motorwagen” was the first commercially available motor car. “Bliss was it in that dawn to be alive, but to be young was very heaven!” Once they heard of it all the inventors of Europe raced to improve the new horseless carriage.

The Cadillac Eldorado was a personal luxury car manufactured and marketed by Cadillac from 1953 to 2002 over ten generations. It was at or near the top of the Cadillac line during its lifetime.

The 1959 Cadillac Eldorado was the sixth generation of the Eldorado and featured distinct styling and luxury features that made it an aspirational vehicle of its era.

How Many Were Made?

General Motors produced 17,000 Eldorado convertibles and coupes for the 1959 model year. This was a substantial increase from the 5,400 Eldorados made in 1958 as Cadillac ramped up production to meet rising demand for the redesigned model.

The Eldorado comprised about 11% of Cadillac’s total production of 150,000 cars in 1959.

What Makes It Special?

The 1959 Cadillac Eldorado was revolutionary in terms of styling and featured many technological innovations that cemented its status as an iconic American luxury car. Some key features that made the ’59 Eldorado special include:

• Distinctive styling featuring shark-like fins, dual bullet tail lights, and a canted headlight design that emphasized length and gave the car a futuristic look. The styling was inspired by fighter jets and represented the jet age aesthetic of the late 1950s.
• Introduction of the tallest tailfins yet on a Cadillac, culminating in the iconic exaggerated rear fins that became a Cadillac trademark in the late 1950s and early 1960s.

• Three custom interior trim options – Eldorado Biarritz, Eldorado Seville, and Eldorado Brougham – offered exclusive features and the highest luxury touches available in a Cadillac.
• First power vent windows and 2-way power seats were introduced as standard equipment on an American production car.
• High-tech quadrophonic surround sound speaker system was an option, an early example of premium audio in an automobile.

Who Designed It?

The 1959 Cadillac Eldorado was designed by Dave Holls, Chuck Jordan, Ed Taylor, and Bob Cadwell under the leadership of GM styling chief Harley Earl.

Earl pioneered the yearly styling update (“planned obsolescence”) strategy at GM and commanded the team that designed the Eldorado as a showcase for the extreme tailfins and sharp angles that came to define late 1950s automotive styling under his watch.

The 1959 Eldorado design represented the culmination of “high styling” trends Earl promoted throughout the 1950s before his retirement later that year.

The Specifications

The 1959 Cadillac Eldorado rode upon a 129.5-inch wheelbase and had an overall length of 220.2 inches. It had a width of 79.9 inches and a height of 55.3 inches. Curb weight was 4,743 pounds for the coupe and 4,947 pounds for the convertible.

The ’59 Eldorado was originally powered by a 390 cubic inch (6.4 L) V8 engine with 345 horsepower mated to a 4-speed Hydramatic automatic transmission. Tri-carburetors were standard.

Notable options included: air suspension, automatic headlight dimmer, Autronic Eye (automatic headlight control), cruise control, high-fidelity sound system, electric door locks, power windows, power seats, power trunk release, automatic climate control, aluminum alloy wheels, and white sidewall tires.

The Engine

The 1959 Eldorado was powered by Cadillac’s 390 cubic inch (6.4L) V8 engine, which was exclusive to Eldorado that year.

The 390 V8 was part of GM’s new generation of OHV V8s introduced in the late 1950s to replace the prior generation of flathead engines.

The Eldorado’s 390 V8 featured a bore and stroke of 4.00 x 4.06 inches. It was nicknamed the “Chipmunk” engine by engineers due to its high-revving nature compared to other Cadillac V8s.

The standard engine setup included a Rochester 4GC four-barrel carburetor, 10:1 compression ratio, and Hydra-Matic four-speed automatic transmission. It produced 345 horsepower at 4,800 rpm and 458 pound-feet of torque at 3,200 rpm.

Optional was a tri-carburetor setup with three two-barrel carburetors that increased output to 350 hp and 460 lb-ft of torque.

The engine was longitudinally mounted and mated to an innovative air suspension system that leveled the ride height automatically. The Eldorado engine represented the height of V8 power and refinement in American automobiles of the era.

The Interior

The 1959 Cadillac Eldorado featured luxurious and lavish interior appointments that cemented its status as Cadillac’s ultimate halo vehicle. Customers could choose from three distinct interior trims:

• Eldorado Biarritz – Offered luxurious broadcloth fabric upholstery along with hand-rubbed walnut trim. Standard equipment included a center console, power windows, 6-way power seats, power steering, and a front and rear “memory seat” system.
• Eldorado Seville – Had slimmer body side chrome trim and different rear quarter motifs. Interior featured custom leather upholstery and hand-crafted real wire wheels.
• Eldorado Brougham – The most luxurious interior trim option. Highlights included pillarless, brushed stainless steel roof, brushed alloy trim, lambskinleather upholstery, dual center consoles, high-fidelity sound system, magnetized whiskey glasses, perfume atomizer, and passenger-side vanity case.

Other interior amenities included available automatic climate control, Autronic Eye dimming system, cruise control, and a quadrophonic speaker sound system.

The ample interior space along with the air suspension delivered a smooth, comfortable ride.

How Many Are Left?

As a collector car, the 1959 Cadillac Eldorado is quite rare today. According to a 2015 report by Hagerty Insurance, there are an estimated 1,500 remaining examples of the 1959 Eldorado. Of those, about 824 are operational and roadworthy.

Part of the reason for the low survival rate is that American luxury cars of the 1950s were prone to rust issues which claimed many Eldorados over the years.

Additionally, the intricacy of the air suspension system and trim features made repairs challenging and expensive, leading some owners to scrap cars with mechanical issues.

While thousands were originally built, the iconic styling and sophistication of the 1959 Eldorado convertible and coupe make the remaining examples highly sought-after among collectors today.

Low build numbers paired with strong enthusiast interest ensures that those still around are well-preserved.

How Much Is a 1959 Eldorado Worth Today?

Based on analysis by Hagerty Insurance, current market values for the 1959 Cadillac Eldorado in excellent restored or original condition are:

• 1959 Eldorado Biarritz Convertible – $115,000-$145,000
• 1959 Eldorado Seville – $95,000-$125,000
• 1959 Eldorado Brougham – $175,000 – $225,000

These valuations apply to concours quality examples or extremely well-maintained original cars with minimal wear.

The Brougham model commands the highest prices due to its rarity and over-the-top luxury features. Values have steadily risen over the past decade as collector interest in 1950s American classics continues to grow.

Pricing will vary based on the condition, originality, documentation, and whether the car has matching numbers. The most pristine, low-mileage examples in like-new condition can sell for significantly more at auction.

Given its enduring popularity with collectors, the 1959 Cadillac Eldorado is poised to remain a blue-chip classic car investment in the years ahead.

The 1947 Cadillac convertible coupé is one of the first American luxury cars of the post-war era.

With its sweeping lines, massive proportions, and opulent styling, the ’47 Cadillac defined what a luxury car should be in the prosperous years following World War II.

This full-size convertible stands out for its timeless elegance and remains a highly coveted collectible classic car today.

Cadillac convertible coupe 1947

The official model designation was the Cadillac Series 62 convertible coupé. It was part of GM’s Cadillac Division and was marketed by Cadillac as a prestige vehicle.

“Convertible coupé” referred to its dual nature as both a full four-seat convertible and a hardtop coupé for all-weather driving.

How Many Were Made?

GM produced a total of 6,755 Series 62 convertible coupés for the 1947 model year. This included both V8 and straight-6 engine models.

Total Cadillac production across all model lines for 1947 was around 70,000 cars, so the convertible coupé made up a significant portion of Cadillac’s output that year.

What Makes It Special?

The 1947 Cadillac convertible coupé had an instantly recognizable and highly influential design. It was one of the first pillarless hardtop coupés ever made, giving it sophisticated styling reminiscent of the elegant coachbuilt cars of the 1930s.

The low, sweeping profile with uninterrupted body lines was a major departure from previous models and set the tone for GM styling for years to come.

Some key attributes that made the ’47 Cadillac convertible coupé special:

• Pillarless hardtop design with sophisticated coupe styling
• Massive proportions with long hood and tail
• Iconic front grille design
• Futuristic-styled rear fenders that extended beyond the rear wheels
• Low, wide stance for dramatic profile
• Powerful V8 and luxury features
• Design evolution of Harley Earl’s groundbreaking 1938 60 Special

The ’47 convertible coupé was the first step in what would become Cadillac’s signature look in the 1950s. It directly influenced the iconic 1959 Cadillac, cementing the brand as a style leader.

Who Designed the 1947 Cadillac?

The 1947 Cadillac was designed under the direction of GM’s design chief Harley J. Earl.

Earl began GM’s Art and Colour design section in 1927 and went on to lead GM Styling starting in 1937. He was the dominant force in shaping GM’s brands through the late 1940s and 1950s.

The direct designer of the 1947 Cadillac was Franklin Q. Hershey, who worked as a designer under Earl at GM from the late 1930s through the 1950s.

Hershey helped develop the flowing forms and aircraft-inspired elements that characterized GM styling in the post-war era. The ’47 Cadillac convertible coupé was one of his most noteworthy designs.

The Specifications

The 1947 Cadillac convertible coupé had the following key specifications:

• Wheelbase: 129.5 inches
• Overall Length: 205.3 inches
• Width: 75 inches
• Height: 63 inches
• Curb weight: 4,370 pounds
• Powertrain: L-head V8 engine, 3-speed manual transmission
• Power: 150 horsepower with 5.7 liter V8 engine

The car rode on a ladder frame and had an independent front suspension with coil springs. The rear was a live axle with semi-elliptic leaf springs. The brakes were hydraulic drums.

Luxury features included a modular instrument panel, cloth and leather seats, assist straps, a clock, and a cigarette lighter. Custom options included two-tone paint, fender skirts, and a continental tire mount.

The Engine

The 1947 Cadillac convertible coupé came equipped with Cadillac’s famous V8 engine. For 1947, it was Cadillac’s 5.7 liter “346” V8.

This L-head (flathead) V8 had a 3.25″ bore x 4″ stroke, for a total displacement of 346 cubic inches or 5.7 liters. It featured cast iron cylinder blocks and crankcase, hydraulic valve lifters, and a 2-barrel carburetor.

In baseline form, the 1947 346 V8 produced 150 horsepower at 3,800 RPM. Optional dual carburetors boosted output to 165 horsepower.

This engine delivered smooth, quiet operation. Its torquey powerband enabled effortless highway cruising speeds even for the massive 4,370-pound convertible. Fuel economy was around 15 mpg.

This reliable and proven V8 design formed the basis for Cadillac’s engines well into the 1950s, gaining displacement and more advanced technology along the way. It gave the ’47 convertible coupé potent, refined performance worthy of the Cadillac name.

The Interior

The interior of the 1947 Cadillac convertible coupé exemplified luxurious postwar styling. It featured:

• Expansive fabric and leather front seats
• Rear bench seat for 2-3 passengers
• Thick cut-pile wool carpeting
• Leather-wrapped steering wheel
• Analog gauges, clock, and radio in dash
• Courtesy lighting, assist straps, sun visors for passengers
• Cigar lighter and ashtray
• Separate climate controls for rear seat passengers
• Abundant chrome trim and handles
• Deep pile wool headlining in roof

The interior space was generous, befitting the car’s overall size. The flowing lines of the exterior were echoed in the curved dashboard and door trim panels. Materials were high-quality, with wool broadcloth or leather seating surfaces.

The interior was designed for comfort on long journeys. Occupants rode in sofa-like seats, surrounded by soft textures and materials. Even rear-seat passengers enjoyed climate control and lighting – hallmarks of a luxury automobile.

How Many Are Left?

As an over 70-year-old collector’s item, the 1947 Cadillac convertible coupé has dwindled down to just a few hundred remaining examples. The exact numbers are not known.

According to most sources, it is estimated there are between 200-400 of the original 6,755 ’47 convertible coupés still in existence.

Many were driven into the ground decades ago. Some were modified heavily as hot rods or customs. Others rusted away or were wrecked over the years. Parts for restoration can be difficult to find.

Low survival rates combined with very high demand among collectors means any remaining original 1947 convertible coupés are tightly held in collections or museums today. They rarely come up for public sale.

When they do, it generates significant interest among wealthy classic car collectors looking to acquire an icon of post-war American luxury.

How Much is a 1947 Cadillac Convertible Coupé Worth Today?

The original price was $2,902, but because so few original examples remain, the 1947 Cadillac convertible coupé has become an extremely valuable collector’s item.

Pristine, fully-restored examples trade hands in the $250,000 – $350,000 range at auction or private sale. Certain rare factory options or custom features can push values even higher.

Poor condition project cars begin around $40,000-60,000 but require extensive restoration work to bring to show quality due to the scarcity of parts. Concours-level award winners can fetch well over $500,000 at times.

The high valuations reflect the ’47 Cadillac’s status as an instantly recognizable symbol of postwar prosperity. For enthusiasts of American automotive history, the flowing forms and elegant styling make it one of the must-have classics from this era.

In summary, the iconic 1947 Cadillac Series 62 convertible coupé stands out for its landmark styling, luxury features, and collectability today.

It retains immense prestige nearly 80 years on as a prized symbol of Cadillac in its prime – the Standard of the World. This exclusive convertible coupé is a treasured gem from 20th-century American automotive history.

He had also designed that most British of cars, the 1948 Morris 1000.

The Mini was a response to the fuel shortages following the Suez Crisis, offering an alternative to some fairly horrible scooter-based contraptions.

The boss of BMC, Leonard Lord loathed the German microcars that were a consequence of the 1956 petrol rationing.

But he liked the look of the Fiat 500, so he recruited Issigonis back from Alvis and asked him to build a small car that could fit in a 10-foot by 4-foot by 4-foot box.

Six feet of it were to be devoted to the passengers, and the little car had to use an existing power unit.

Rejecting le système Panhard, used on his Morris 1000, and virtually every other car since 1909, which consisted of radiator, engine, clutch, gearbox, and back axle all in a line, Issigonis managed a miracle of packaging.

This depended on six innovations: ten-inch tyres from Dunlop which allowed the Mini tiny wheels, turning the engine sideways, forcing the gearbox to live in the oil sump of the engine, specifying front-wheel drive, using progressive rubber cones instead of suspension springs, and using a mysterious new joint to drive the front wheels.

Front wheels have to turn through a sharp angle to steer the car, and previous front wheel drive joint designs like those of the 2CV had led to jerky transmission.

It was discovered that Unipower was making a secret Birfield constant velocity joint for conning towers in British submarines, and this made Issigonis’s Mini possible.

The Birfield joint revolutionised small cars as it now permitted the use of transversely-mounted engines.

Imagine a ball and socket joint “lubricated” by ball bearings. As a result, the 10-foot-long car gave 80% of its volume to its occupants and their luggage. It also gave a new word to the language: Mini.

The little car revolutionised the motor industry, influencing even the Lamborghini Muira, which also had a transverse engine, a side-on clutch, and a gearbox beneath.

The compact front-wheel drive car with transverse engine has become the industry norm for sixty-five years, although BMC got precious little credit for it.

Issigonis started work in March 1957 and had a running prototype by July, dubbed the “orange box” due to its colour. Even the body seams were everted to the outside to gain half an inch of space inside.

Lord drove the car and shortly turned to Issigonis: “Alec, this is it, I want it in production.” Issigonis pointed out the expense of his design innovations but Lord placated him:

“Don’t you worry about that; I shall sign the cheques, you get on with getting the thing to work.”

Leonard Lord, 1957

Those innovations cost BMC a fortune and it was this, together with poor cost controls that ensured the Mini never made much money for its parent company.

Ford stripped down a Mini, costed everything out, and discovered the little car could not possibly make a profit.

Ford reckoned that BMC was losing £30 per unit and could have charged another £20 for the Mini without losing sales, but BMC denied the calculations were correct and refused to listen.

Ford went on to make a bigger car, the 1962 Ford Cortina, as a result of this analysis. This was rather good-looking and designed by no less than Roy Brown, designer of the Edsel.

The social significance of the Mini was that it was the first truly classless car.

Middle-class English families, familiar with wood and leather were at first unsure of the Mini, but the little giant-killer became hugely popular in 1964 when the Cooper S version triumphed in the Monte Carlo Rally.

Eventually driven by Dukes and cleaners, pop stars and estate agents, the little Mini is still loved by all.

How can we understand the Mini today? Remember, it was a car designed and built in the 1950s when there were only four million cars on British roads compared with more than 34 million today.

85 percent of households didn’t have a car compared with 25 percent today and everyone used public transport.

Safety wasn’t much of a consideration, and road deaths were heading towards their 1966 peak of 8,000 per year compared with 1,800 today. Marc Bolan of T Rex was killed in a Mini.

It had a fuel tank filler that stuck out of the side, and if you rolled the little car this wiped the filler cap off and disgorged five gallons of petrol in amongst the sparks.

The Mini Cooper “S” was successful as both race and rally cars, winning the Monte Carlo Rally in 1964, 1965, and 1967.

In 1966, the first-placed Mini (along with nine other cars) was disqualified after the finish, under a controversial French rule-makers decision that the car’s headlights were against the rules.

The French Citroen DS was declared the winner. The Mini had its revenge when a drunk driver in a Mini took out a DS as it was leading the 1968 London–Sydney Marathon, just 98 miles from the finish line.

I was lucky to be given a scrap Mini at the age of 15 by a kindly neighbour, and my friend Duncan and I were able to drive it on the farm tracks surrounding my family house. It was considered beyond repair at seven years old!

It had terrific traction in the mud and handbrake turns were enthralling. We couldn’t afford a new throttle cable and so one of us had to stick his hand through the speedometer hole into the engine compartment and operate the carburettor by hand.

We cut our teeth on this little Morris and eventually had the engine and gearbox in pieces. One of the Issigonis shortcuts was revealed: the gearbox was effectively running in the engine sump.

This meant that the long chain polymers in the engine oil were chopped up by the gear teeth and the oil was swiftly degraded. The oil pump was scored by a gearbox swarf. The result was that the engine bearings wore out quickly: at around 65,000 miles.

Another design compromise was that the side-mounted radiator blew hot air over the left-hand front tyre, further heat stressing what was already a small tyre.

Also, the ignition distributor stuck out at the front of the car just where rainwater would soak it, causing the engine to stop suddenly in a rainstorm.

A “Marigold” rubber glove fitted over the distributor cap with the cables sticking out the fingers solved that particular problem.

We moved on to a Mini pickup which we bought with no engine for £5. These cars now sell for around £20,000…

This mini pickup would have a fuel range of around 3,698 miles. A bit more than a Tesla.

We ended up with road Minis with bored-out engines using Triumph pistons and three times the horsepower, and a hot Mini Cooper S was a delight: the rubber-cone progressive suspension gave sharp handling, and the small body could squeeze through gaps in the traffic that no one else could follow.

When I bought a Jaguar XJ6 with a blown engine I towed it through London with my 1380 cc Mini Cooper S, spinning the front wheels in clouds of blue smoke to spare the clutch. It was like a Duchess taking a terrier for a walk.

Facts: Mini Cooper S (1963-1971)

The original Mini Cooper S is an automotive icon that has captivated car enthusiasts for decades.

Produced by the British Motor Corporation from 1963 to 1971, the Mini Cooper S combined performance and handling in a small, lightweight package. This nimble little car left a lasting imprint on motoring history.

How Many Were Made?

The Mini Cooper S was produced for 8 years from 1963 to 1971. During this time, a total of 109,275 Mini Cooper S cars were manufactured. This included both the Mk I model made from 1963-1967 and the Mk II made from 1968-1971.

The Mk I accounted for 58,179 units, while 51,096 Mk II Mini Cooper S cars rolled off the production line. Most were built at the BMC manufacturing plant in Birmingham, England during the car’s heyday in the 1960s.

The Australian Mini Cooper S – the rarest Mini of them all.

Mini Cooper S cars were also built in Sydney, Australia in BMC’s Victoria Park/Zetland factory. Approximately 4,986 MK1 Cooper S cars and 2,500 MK2 Cooper S were produced.

These cars featured wind-up windows to cope with the Australian climate, well before the Mk III UK home market featured wind-up windows. Very few of these right-hand drive cars are left, making them the most valuable examples of the Mini Cooper S.

With around 100,000 made in total, the Mini Cooper S had relatively low production numbers compared to many mainstream models. But its enduring popularity has meant that many of these classic Minis have survived over the decades.

What Makes it Special?

The Mini Cooper S had several unique qualities that made it stand out from the typical small economy cars of its era:

Performance – The Mini Cooper S packed a powerful punch thanks to its tuned 1275cc 4-cylinder engine. In S form, the engine was enhanced with a modified cylinder head, bigger carburettors, and a higher 9.75:1 compression ratio.

This boosted horsepower from 34 h.p in a base Mini to 70 h.p in the Mini Cooper S, allowing for a 0-60 mph time of just 11 seconds. The Cooper S was nimble, quick, and fun to drive.

Handling – The Mini had excellent handling thanks to its compact size, short wheelbase, lightweight, and front-wheel drive layout.

The race-tuned suspension gave it sharp, go-kart-like handling that allowed the Mini to corner smoothly. This made the Mini Cooper S popular for racing and rally driving.

Innovative Design – The original Mini was a groundbreaking small car thanks to its transverse engine and front-wheel drive configuration.

This allowed 80% of the car’s footprint to be used for passengers and luggage while leaving lots of interior space despite the tiny exterior dimensions. The Mini Cooper S had the same revolutionary layout.

Customizable – The Mini Cooper S was extremely customizable, with owners adding trim packages, racing modifications, and customized paint jobs. From a basic commuter car to a modified hot rod, the Mini could be tailored to any taste.

Cultural Icon – As one of the definitive symbols of 1960s style and culture, the Mini Cooper S holds an esteemed place in pop culture.

From winning the iconic Monte Carlo rally to appearing in movies like The Italian Job, the Mini has a special place in motoring culture.

Who Designed the Mini Cooper S?

The original 2-door Mini and its high-performance Cooper S version were both designed by Sir Alec Issigonis.

An automotive engineer for the British Motor Corporation (BMC), Issigonis was commissioned to create a fuel-efficient, affordable small car in the late 1950s.

His innovative design incorporated front-wheel drive and a transverse engine layout to maximize interior space in the smallest possible footprint.

Issigonis applied his engineering background to craft a car that was only 10 feet long, yet could still seat 4 passengers and luggage.

The sporty Mini Cooper S variant built upon the base Mini’s handling strengths. Racing enthusiast John Cooper of the Cooper Car Company worked with Issigonis to boost the Mini’s power, performance capabilities, and rally racing suitability.

The pairing of Issigonis’ creative engineering and Cooper’s racing experience resulted in the high-revving Mini Cooper S that swiftly dominated rally racing.

The Specifications

Here are some key specifications for the classic 1963-1971 Mini Cooper S:

• Length/Width/Height: 120″/55″/55″
• Wheelbase: 80″
• Weight: 1,375 lbs
• Engine: 1071cc inline 4-cylinder 970cc, or 1275cc inline 4-cylinder
• Power: 70 hp @ 6,000 rpm (Mk I), 76 hp @ 5,500 rpm (Mk II)
• 0-60 mph time: 11 seconds
• Top speed: 93 mph
• Transmission: 4-speed manual
• Suspension: Rubber cone suspension (front and rear)
• Brakes: Disc (front), Drum (rear)
• Wheels/Tires: 10″ wheels, 165×10″ tires

The compact dimensions and impressive power-to-weight ratio gave the Mini Cooper S an edge over many rivals. It achieved spirited acceleration despite an engine under 1.3 liters thanks to having just 1,375 pounds to move.

The Engine

The engine that powered the Mini Cooper S evolved between the Mk I and Mk II versions but provided plenty of eager acceleration in both.

Mk I (1963-1967):
The original Mini Cooper S had a 1071cc inline 4-cylinder engine, with a bore x stroke of 2.78″ x 3.20″. Major modifications transformed the standard Mini’s 34 hp mill into a high-revving 70 hp engine in the Cooper S:

• Cylinder head was reworked by Harry Weslake for increased compression and airflow
• Larger twin 1.25″ SU carburetors
• Higher 9.9:1 compression ratio
• Higher rev limit of 6,000 rpm

This improved 1071cc engine enabled sharp throttle response and a 0-60 mph time of around 11 seconds.

The 1071 cc engine had a 70.61 mm bore, a nitrided steel crankshaft, and strengthened bottom end to allow further tuning; and larger servo-assisted disc brakes, 4,030 Cooper S cars were produced and sold until the model was updated in August 1964.

Cooper also produced two S models specifically for circuit racing in the under 1,000 cc and under 1,300 cc classes respectively, sized at 970 cc (59 cu in) and 1,275 cc (77.8 cu in), both had a 70.61 mm (2.780 in) bore.

Mk II (1968-1971):
Displacement was increased to 1275cc for the Mk II Mini Cooper S via a longer 3.44″ stroke. The top speed remained similar, but mid-range acceleration improved:

• 1275cc displacement
• 76 hp at 5,500 rpm
• 76 lb-ft torque at 3,000 rpm
• Twin 1.25″ SU carbs (or optional 1.5″ SUs)
• 9.0:1 compression ratio

The Cooper S 1275 engine provided increased flexibility while maintaining the eager revving nature of the 1071cc.

The Interior

The Mini Cooper S had a fairly basic interior, but one focused on driving enjoyment. Despite the tiny exterior, clever packaging allowed seating for 4 adults.

• Front bucket seats
• Full-width rear bench seat
• Basic instrumentation: speedometer, fuel, and temperature gauges
• Large steering wheel
• gear shifter on the floor

How Many are Left?

Due to rust issues and many Minis being thrashed or crashed when new, the remaining number of original Mini Cooper S cars is dwindling fast.

But enough survives to make these classic British sports cars a popular collector’s item. Rarity has pushed values upward in recent decades.

According to one enthusiasts’ registry, there are:

• approximately 9,000 Mini Cooper S Mk I models are still registered/accounted for worldwide. Of these, around 5,000 are certified as roadworthy.
• about 15,000 Mk II Mini Cooper S models still exist globally. Roughly 7,500 are in roadworthy condition.

So while there are still drivable classic Mini Cooper S cars, they are increasingly hard to find. Many have been squirreled away by collectors or modified for historic racing.

Pristine original examples fetch strong prices at auction, with mint condition cars exceeding £63,000 or $81,000. You might find a nicely restored one in a private sale for £50,000 or $64,000.

An ex-John Cooper collection car, a 1965 1275cc Mini Cooper S in green with a white roof is being sold for £120,000 or $152,000.

The rare Australian Cooper S is worth a bit more, around £60,000, or $76,000.

The popularity of the new MINI Cooper S produced by BMW since 2000 has also shone a spotlight on the classic original, driving up values.

The Mini Cooper S retains an enthusiastic worldwide fan base thanks to its enduring popularity as a historic performance car. Expect to see these British motoring icons appreciating in value and collectability as time goes by.

The 1964 Abarth Simca 2 Mila Corsa is a legendary Italian sports coupe. It was produced by Abarth, the racing division of Fiat, in cooperation with Simca, the French automaker.

How Many Were Made?

The Abarth Simca Coupe was produced in limited numbers, with only 278 units manufactured in total between 1964 and 1967. Its rarity and racing pedigree have made it a highly sought-after collector’s item today.

What Makes It Special?

The Abarth Simca stands out for its lightweight construction, racing-tuned engine, and bold styling. It took an ordinary Simca 1000 economy car and transformed it into an aggressively styled pocket rocket.

Several features contribute to the Abarth Simca’s uniqueness:

• Tuned High Revving Engine: The engine was eventually increased to two litres, the cylinder head was equipped with twin camshafts and twin Weber 45DCOE double-barrel carburettors; it delivered 192 hp. The lubrication was dry sump with two oil pumps and a radiator was fitted in the front. The engine was mated to a 5-speed manual gearbox.
• Lightweight Aluminium Body: The coupe body was made from aluminium to reduce weight compared to the standard steel body. This helped the Abarth Simca achieve a very impressive power-to-weight ratio for the time.
• Performance Upgrades: The suspension, brakes, and tires were upgraded to match the increased engine performance.

Who Designed It?

The Abarth Simca was designed by Mario Revelli de Beaumont, head of Abarth’s racing department.

Revelli de Beaumont had an extensive racing background, both as a driver and engineer. He used this experience to design a competition-inspired coupe that placed a strong emphasis on the essentials for performance – lightness, power, and handling.

His skillful upgrades transformed the mundane Simca into the thrilling Abarth.

The Engine

The A-S 2000 was powered by a four-cylinder Abarth engine of 1947 cc, rated at 202 h.p. (149 kW). Its maximum speed was 168 mph (270 km/h).

Its overall length was 12 ft (3.61 m), overall width was 5 ft (1.48 m), height was 4 ft (1.20 m), its wheelbase was 7 ft (2.09 m), and its track was 4 ft (1.270 m).

Its fuel tank held a tiny 6.6 imperial gallons, although optional tanks of 12.1, 18.7, and 24.2 imperial gallons were also available. Its empty weight was 1,518 lb (689 kg).

Combined with the car’s low weight, the Abarth Simca had a better power-to-weight ratio than exotic supercars of its era like the Lamborghini Miura.

The Interior

The interior of the Abarth Simca focused on reducing weight and embracing the car’s sporting spirit:

• Lightweight Bucket Seats: Thin racing buckets provided ample lateral support while saving weight over the regular seats.
• Minimalist Dashboard: A small simple dash does away with unnecessary trim and switches to pare down to the essentials. The important gauges – tachometer, speedometer, fuel, and temperature level – were right in front of the driver.
• Small Racing Steering Wheel: The tiny three-spoke wheel provided quick reflexes and enhanced the race-car feel.
• Manual Windows and Locks: Power windows and locks added unwanted weight, so the Abarth stuck to basic manual ones.
• No Back Seats: The rear seats were ditched entirely, as befitting the car’s racing mission.
• Spartan Door Panels: Lightweight vinyl door panels had the minimum material needed.
• Exposed Metal Surfaces: The roof, inner doors, and other sections used exposed metal instead of trim pieces to further reduce pounds.

While spartan and lacking creature comforts, the interior embodied the pure driving focus of a 1960s hot hatch. Form followed function, an ethos still seen in lightweight performance cars today.

How Many Are Left?

As a very limited production vehicle from the 1960s, the Abarth Simca Coupe is an extremely rare car today. Of the approximately 278 units originally built, it is estimated only around 50 examples survive today.

Most of the surviving Abarth Simcas remain in Europe, particularly in Italy, France, and the UK. There are believed to be fewer than 10 currently in the United States, making the car virtually unseen on American roads.

How Much is an Abarth Simca 2000 Worth Today?

Thanks to their rarity and significance, Abarth Simca 2000 cars command lofty prices in today’s classic car market. Low-mileage, original examples in good condition can easily fetch over $250,000 at auction.

Cars with desirable options like the 5-speed gearbox or 140hp engine command even higher prices approaching $400,000 to $500,000. Exceptional concours-quality examples have sold for up to $600,000.

The new record for an Abarth Simca 2000 is believed to be the $605,000 paid for a meticulously restored 1964 model in 2021. That car had special one-off Abarth alloy bodywork.

Even worn, non-original cars without the rare 5-speed or high-output engine can still sell for $100,000 or more. Prices continue to rise as the Abarth Simca 2000 becomes even more collectible.

The Abarth Simca 2000’s blend of exclusivity, Italian flair, and sporting pedigree make it highly sought-after today.

These rare Franco-Italian sports cars represent an important milestone in the evolution of post-war performance cars. For automotive enthusiasts, they remain a must-have collector’s prize.

The remaining examples are treasured by their owners. Many make appearances at vintage rallies and shows to be enjoyed. Others remain tucked away in private collections, brought out on nice sunny days to exercise their high-revving engines.

Distinguished by its long, wedge-shaped design, the 400 was one of Ferrari’s most commercially successful models from the 1970s and 1980s era.

No less than three of the Rolling Stones owned these cars.

Let’s take a closer look at one thing that made this classic GT so special: the tuneful howl of the 12-cylinder engine.

Ferrari V12 engines always seemed musical, and there was a reason for this.

I had a 1977 Ferrari V12 400 GT and I was working on the engine when I noticed an extra exhaust tube exiting after the confluence of the individual exhaust pipes from the exhaust ports.

It re-joined the system in the silencer. It was the same on the other side. Curious, I blanked it off and discovered that the engine had lost its tuneful howl.

Further research suggested that Ferrari had added this extra pipe on each side of the engine to enhance the odd harmonics in the exhaust sound.

As any classical musician knows, a clarinet is a cylindrical bore instrument closed at one end by the vibrating mouthpiece (and in the car, the exhaust valve provides the source of vibration).

The normal resonant modes have a pressure maximum at the closed end (the mouthpiece) and a pressure minimum near the first open key or the bell. These conditions result in the presence of odd harmonics in the clarinet’s sound.

A saxophone with its conical tube provides even harmonics, which is why the saxophone has a bright sound, and a clarinet produces sounds that are warm and dark.

This is maybe one reason why a good piston engine can arouse musical feelings.

How Many Ferrari 400s Were Made?

In total, Ferrari produced around 1,300 examples of the 400 over its 8-year production run. This was a relatively high number for a Ferrari model at the time, as most of their cars were produced in very limited quantities.

The higher production numbers of the 400 allowed more enthusiasts to own and experience Ferrari’s Grand Touring pedigree.

What Makes the Ferrari 400 Special?

The 400 was significant in Ferrari’s history for being the company’s first true Grand Tourer. It represented a shift in focus from pure sports racing cars to more comfortable and practical road cars.

As a front-engine V12 coupe, the 400 provided an optimal balance between power and usability.

The Pininfarina-designed body gave the 400 a distinctive look that set it apart from Ferrari’s sportier Berlinettas like the 246 GT and 365 GTB/4 Daytona. Its design was optimized for aerodynamics and stability at high-speed cruising.

Overall, the 400’s blend of performance, comfort, and stylistic elegance made it a landmark Ferrari Grand Tourer.

Who Designed the Ferrari 400?

The body of the 400 was designed by legendary Italian design house Pininfarina, who had a long history of collaborating with Ferrari.

The effort was led by Leonardo Fioravanti, one of the most acclaimed automotive designers of the 20th century. He helped create an elegant and timeless body that was both aerodynamic and unmistakably Ferrari.

The Ferrari 400’s Specifications

The 400 was powered by a 4.8 litre (4,823 cc) V12 engine mounted up front, an evolution of Daytona’s engine. Initially, it produced 340 horsepower in the 400 Automatic model.

The 400i model introduced in 1979 boasted more power, producing 340 HP in the American market and 360 HP in the Euro market.

My Ferrari 400 GT had no less than six twin-choke Weber carburettors, and the likelihood of all twelve cylinders receiving the correct fuel/air mixture at all times was vanishingly small.

The 400 had an advanced suspension system, with independent front suspension by double wishbones and coil springs.

At the rear was an independent suspension setup by single coils over Koni shock absorbers. Disc brakes provided excellent stopping power, with ventilated discs at the front and rear.

Inside the Ferrari 400

The interior of the 400 was elegantly trimmed in leather and featured power-adjustable seats. The usable cabin space made it suitable for longer trips compared to a traditional sports car.

It could seat up to four people comfortably, though the rear backseat was quite cramped. The luxurious cockpit was yet another element that made the 400 such a refined grand touring machine.

Survival Rates: How Many Ferrari 400s Are Left Today?

It’s estimated that around 600 examples of the Ferrari 400 still exist today. That means nearly half of the original production run has been lost over the decades, which is typical of most older Ferrari models.

The 400’s survival rate is slightly better than the Daytona, of which only about 40% are still around. The remaining examples of the 400 are coveted by collectors and enthusiasts.

What’s a Ferrari 400 Worth Today?

The original price was £32,000. Because of its pedigree as a classic V12 Ferrari GT, the 400 maintains strong value on the collector car market. Low-mileage, pristine condition examples can fetch over $600,000 at auction in some cases.

Average sale prices tend to range from $150,000 to $350,000 for driver-quality cars. Even though over 1,000 were built, the survival rate means the 400 remains somewhat rare.

The combination of scarcity, status, and driving enjoyment gives the Ferrari 400 enduring value today.

The Ferrari 400: Summary

The 400 played an integral role in Ferrari’s evolution from a sports car company to a premier luxury automaker.

Its grand touring credentials, stylish Pininfarina design, and smooth V12 performance make it a cherished classic to this day, overcoming a slightly lacklustre reputation when new.

For Ferrari enthusiasts, the 400 represents the ideal blend of speed, comfort, and Italian flair that defines the brand. Its reputation as Ferrari’s pioneering Grand Tourer model solidifies its place in automotive history.

The 400 showcased Maranello’s ability to build not just great sports racing machines but also refined road cars capable of long-distance journeys in great style.

If the 1908 Ford Model T was made as cheaply as possible, the Rolls-Royce Silver Ghost was made with no expense spared. The Rolls-Royce cost seven times as much as the Model T and didn’t even come with a body.

The 1907 Rolls-Royce 40/50 “Silver Ghost” was described as the “Best Car in the World”, an epithet bestowed on it by the magazine Autocar:

“The running of this car at slow speeds is the smoothest thing we have experienced while for the silence the engine beneath the bonnet might be a silent sewing machine

…at whatever speed this car is being driven on its direct third, there is no engine as far as sensation goes, nor are one’s auditory nerves troubled driving or standing by a fuller sound than emanates from an eight day clock.

There is no realisation of driving propulsion; the feeling as the passenger sits either at the front or the back of the vehicle is one of being wafted through the landscape.”

Autocar 1908

The chassis was originally called the 40/50 and the power output was a rather relaxed 48 hp from just over 7 litres of capacity (the current Rolls-Royce Phantom V12 car develops 563 hp from 6.75 litres, nearly 12 times the power).

The gentle state of tune of the Rolls-Royce 40/50 made the engine delightfully flexible and the ability to drive almost everywhere in top gear was of great importance to Edwardian motorists, many of whom could not manage the “crash” gearboxes of the day and were unable to change gear on the move.

Claude Johnson, Rolls-Royce’s managing director realised that excellent though the new model was it needed to be brought to public attention if the newly floated Rolls-Royce Ltd was to succeed.

Johnson had an unerring eye for publicity. He used to balance a glass of water on the bonnet of the new 40/50 while the engine was taken up to 1,600 revolutions per minute, and not a drop would be spilled.

He would also balance a penny on the end of the chassis and the penny would remain where it was.

He then had an even better idea. He persuaded the factory to build a special “demonstrator.” This was chassis no. 60551, the 12th 40/50 to be made.

An open-topped Roi-des-Belges body by Barker was fitted which was specially finished in aluminium paint with silver-plated fittings.

On the dashboard was a plaque with the name that Claude Johnson had chosen: “Silver Ghost”. This actual car, registration number AX 201 features largely in the film “Those Magnificent Men in their Flying Machines”.

It is now considered the world’s most valuable car and is insured for around $35 million US dollars.

Silver Ghost was a name that was to resound down the years in the Rolls-Royce Hall of Fame, a name that at first referred to that particular car but eventually became applied to all 40s/50s.

Going so far up the market meant that the only individuals who could afford a 40/50 Silver Ghost were royalty, dictators, and the very wealthy.

Vladimir Lenin’s Rolls-Royce Silver Ghost was purchased on 11 July 1922. It cost £1,850 which included a 15% discount due to an Eagle aero-engines deal that the new Russian Government had signed with Rolls-Royce.

Because of Moscow’s deep winter snows the car was fitted with caterpillar tracks at the rear and skis on the front wheels so that the dictator could be driven from his Gorki mansion to the Kremlin.

His chauffeur was Adolphe Kegresse, also Tsar Nicholas II’s personal driver (the Tsar had two Silver Ghosts).

Lenin showed just how much of a Bolshevik he was by owning eight more Rolls-Royce cars. At the same time as the Russian people were dying of cold, Lenin installed heated garages for the Rolls.

Lenin’s crimes were many; when famine swept his native Volga region in 1891, killing 400,000 peasants he propagandised against charitable relief efforts from America because the spectacle of death might prove a ‘progressive factor’ in weakening the Romanovs.

Stalin and Brezhnev also owned Rolls-Royces. Wherever history was being made there seemed to be a Rolls-Royce parked around the corner.

The Ford Model T and the Rolls-Royce Silver Ghost shared much the same lifetime, being produced between the years 1908 to 1926, which enables some comparisons to be made. They both had four wheels and a petrol engine.

They could both carry four or five people.  But the chassis price for the 1921 Rolls-Royce American version was US $11,750 ($192,779 in today’s dollars), and the American car cost $300 or $4000 today.

AX 201, the original Silver Ghost is now valued at $35m, and a Ford T is around $10,000.

At least two of Lenin’s Silver Ghosts were converted to half-track drives by Kegresse. They both survive. Kegresse later worked for Citroën for whom he designed halftrack vehicles for use in the desert.

What was the Rolls-Royce Silver Ghost like to drive? As you climb aboard you notice a large, cranked windscreen with a view over the bonnet which makes it look surprisingly short.

The Grecian radiator constantly reminds you that you are driving a Rolls-Royce. On top of the unsupported upright steering column is a big, 4-spoke wheel with a polished wooden rim.

On that is a control cluster with two levers, labelled Fast/Slow and Early/ Late, and the Governor.

The plain-speaking Henry Royce thought that “early/late”, referring to the spark timing, was more understandable than the more usual “advance/retard”.  A plate on the scuttle reads: “Rolls-Royce Ltd., London & Manchester” and gives the car number as 551.

The driver has a snake-like bulb-horn and the front passenger is also provided with a Desmo bulb-hooter, mounted outside below the left elbow.

Outboard of the driver’s door, and between it and the spare tyre are the silver-plated gear and brake levers.

The gear gate is unusual, as 1st is forward and left but 2nd and 3rd positions are both down and back, then with a short movement forward into the overdrive top; the reverse is between bottom and top.

The hand brake operates the cable-applied rear-wheel brakes, which are fairly quiet. The foot brake is little used; it works on the transmission and is likely to bind in hot weather and lock the back wheels in a skid.

The accelerator pedal is to the right of the brake, unusually for those days- it was often between the clutch and brake pedals.

Beside the spare wheel, there is a Cowley speedometer reading from 10 to 80 m.p.h., with a little clock next to it. The engine is idling silently.

When you drive off the Ghost will perhaps feel rather lorry-like, with a heavy clutch and the odd crunch of gears, but the flexible engine soon gets you up to 30 mph which is a comfortable cruising speed even on main roads.

The ride is surprisingly good. The passenger sits high in a comfortable leather armchair and they have to maintain 1 lb. fuel pressure with a vertical floor-mounted bicycle-like plated air pump, watching the gauge that reads to 4 lb/sq. in.

This needs constant attention or else the engine will stop. Otherwise, you glide along in silence. This is the best of Edwardian motoring.                                                         

For a while, the “Silver Ghost” really was the most famous car in the world. Not everyone was an admirer, though.

Laurence Pomeroy of Vauxhall described the Rolls-Royce as a triumph of workmanship over design, by which he suggested they placed too much reliance on correcting errors other manufacturers would have avoided in the first place.

History of the Rolls-Royce Silver Ghost

The Rolls-Royce Silver Ghost was a luxury car produced by Rolls-Royce Limited from 1906 to 1926. Over its 20-year production run, it established Rolls-Royce as the ‘Best car in the world’, setting new standards in luxury, refinement, and reliability.

Name of Vehicle

The Silver Ghost name refers to the silver paintwork as well as the car’s smooth, quiet running.

Early models were officially called the 40/50 h.p. but the Silver Ghost name stuck after one particular car completed a non-stop endurance run, leading Claude Johnson to refer to it as ‘the silver ghost’.

How Many Were Made

Approximately 7874 Silver Ghost cars were produced between 1906 and 1926. Over 6173 of these were built in the Rolls-Royce Derby factory in England. The remainder were produced in Springfield, Massachusetts in the United States.

What Makes It Special

The Silver Ghost established Rolls-Royce as the undisputed manufacturer of the finest motor cars in the world. Key factors that made it stand out include:

• Refinement – The engine ran so smoothly and quietly that at speeds below 20mph it was difficult to tell if it was running at all. This led to the ‘silver ghost’ nickname.
• Reliability – The car set new standards in reliability and endurance thanks to detailed engineering and extensive testing. In 1907, a prototype Ghost completed a 15,000-mile non-stop run, cementing its reputation.
• Quality – The craftsmanship and materials were unrivalled. The coachbuilding was done by external coachbuilders who created beautifully crafted luxurious bodies for the chassis.
• Performance – It was capable of speeds up to 65-70 mph, very fast for the time. The ample 40/50 horsepower engine provided great flexibility and torque at low speeds despite its silence.
• Luxury – The well-appointed interior housed the latest innovations like electric lighting. The ride quality from the sophisticated suspension system was unmatched. It appealed to royalty, aristocrats, and the super wealthy.

Who Designed It?

The main people involved in designing and engineering the Silver Ghost were:

• Henry Royce – Co-founder of Rolls-Royce. He was the engineering brains behind the car, involved in the meticulous design and testing of the chassis, engine, and other mechanical parts.
• Charles Rolls – Co-founder who contributed design ideas, marketing skills and had the vision to realise Royce’s engineering excellence could be turned into the ‘best car in the world’.
• Claude Johnson – Businessman and promoter who led Rolls-Royce in its early years. He was the key driver behind the Silver Ghost model and convinced Royce to go ahead with production.

The Specification

The Silver Ghost had the following key specifications:

• Engine – In-line 6 cylinder, 7668cc displacement, overhead inlet, and side exhaust valves. The rated output was 48 bhp at 1,250 rpm.
• Transmission – 4-speed manual gearbox, with direct drive 3rd, overdrive 4th. Rear wheel drive via the open driveshaft.
• Suspension – Front, half-elliptic leaf springs. Rear, 3/4 platform cantilever springs.
• Brakes – Rear wheel drum brakes only, operated by hand or foot lever.
• Chassis – Long tapered chassis made from pressed steel and wood supports. The wheelbase was 142 inches.
• Body – Made by external coachbuilders. Typically 5-7 seats. Limousine and Tourer bodies are common.
• Dimensions – Length 14 to 15 feet. Width 5 to 6 feet. Height around 6 feet. Weight between 3600 lbs and 2 tons.

The Engine

The Silver Ghost was powered by a six-cylinder, 7668cc engine designed from scratch by Henry Royce. Key aspects:

• Inlet-over-Exhaust – The inlet valves were positioned above the combustion chamber, the exhaust valves on the sides.
• Aluminium Cylinder Head – Gave excellent cooling.
• Detachable Head – The head could be unbolted for easy maintenance and repairs, unusual for the time.
• Pressurised Lubrication – Oil was pumped to critical components for reliable lubrication.
• Extensive Testing – The engine design benefited from rigorous testing and refinement. The patented crankshaft vibration damper ensured the reliability of a component that regularly snapped on rival six-cylindered cars.
• Flexible Power – Abundant torque, especially at low rpm, gave effortless acceleration.

The Interior

The Silver Ghost interior represented the pinnacle of luxury in the early 1900s. Key features included:

• Luxurious Upholstery – The finest leather and wood veneers adorned the interior. Coachbuilders lavished great attention on their creations.
• Comfortable Seating – Deep buttoned seats with generous padding and springs provide unrivalled comfort, even on long journeys.
• Electric Lights – Electric lighting was still a novelty at the time. The Silver Ghost made great use of it to provide illumination at night.
• Comprehensive Instruments – An array of gauges and dials monitored all aspects of the car’s operation. Reliability was paramount.
• Intricate Detailing – From engine-turned aluminium dash panels to embroidered upholstery, no detail was overlooked. Customers could specify their own options.
• Amenities – Later cars had wind-down windows, map pockets, mirrors, heaters, and other amenities to pamper occupants.
• Custom Coachwork – Custom coachbuilders created limousines, coupes, tourers, and more. The Silver Ghost chassis was the perfect canvas for their imagination and skills.

How Many Are Left?

As a car produced over 100 years ago, the number of Silver Ghosts remaining is diminishing as time takes its toll. However, over 200 examples are believed to still exist. Of these:

• Around 180 are in the hands of private owners and collectors. They are highly sought after at auction.
• 20 or more are still road registered and driven on occasion. Well-maintained examples can still be used.
• A number are in museums like the Louwman Museum in The Netherlands which has an excellent collection.
• Some are undergoing or awaiting restoration by specialists. The challenging task keeps craft skills alive.

Parts availability and the dedication of owners have kept more Silver Ghosts on the road than might be expected. Many will remain pristine museum exhibits and investments, reminding us of the pioneering early days of Rolls-Royce.

Originally intended to replace the company’s flagship 911 model, the 928 combined the power, poise, and handling of a sports car with the refinement, comfort, and equipment of a luxury sedan. Here’s a deeper look at this wonderful GT car.

The 1977 Porsche 928 was an all-new design. Instead of placing the engine in front of the rear wheels as on the Ferrari, or behind them as on the 911, Porsche decided to put the big V8 at the front of the 928 and the heavy transaxle containing clutch, gearbox, and differential at the other end, weighing down the driven rear wheels.

The two masses were connected by a long steel tube containing the engine driveshaft, rather like a weightlifter’s dumbbell.

The result was one of the best-balanced sports coupes you could drive. I had two of these, a manual, then an automatic, and the latter gearbox suited the 928 much better.

Unlike the Ferrari 308 the concentration of masses at either end of the car made the polar inertia high, so it felt less likely to suddenly swap ends.

This gave the 928 good directional stability, as I was about to find out. The big V8 performed even better than an American muscle car’s V8 as it was properly made out of aluminium alloy and had (eventually) four camshafts and 32 valves.

The 928 also had a cunning rear axle which steered the rear wheels inwards under heavy braking in a corner. This avoided the heart-in-mouth feeling you had in the Porsche 911 if you braked hard on a downhill corner in the rain.  

The whole car was clothed in a curvy body with a useful hatchback and minimal rear seats. It was voted 1978 European Car of the Year.

Coming out of an Alpine tunnel in the 928 at speed one winter’s night I hit a long stretch of ice. The car began gliding along with no steering, no brakes and no grip.

The high polar inertia kept it going straight though, and I looked for friction at the other end. The car kept tracking straight and when we hit the dry tarmac I was lucky enough to regain control.

I am reasonably sure I would not have survived the incident in either of the other two cars: we would have been spinning like an ice skater.

Sadly the 928 was never appreciated by the market, possibly because it looked a bit like a Dover sole. Intended to replace the ageing Porsche 911, it was pensioned off in 1992 and the older rear-engined car outlives it still.

How Many Were Made?

Over the course of its 17-year production run, Porsche built approximately 61,000 928s. This pales in comparison to the 911, of which over 1 million have been produced. But the 928 enjoyed a respectable run given its higher price.

Most were built between 1978 and 1986, with production winding down sharply after the late ’80s. The figure of 61,000 units sold makes the 928 one of the lower-volume Porsche models, but it still carved out its niche during the ’70s and ’80s.

What Makes It Special?

When it debuted for the 1978 model year, the Porsche 928 was radically different to anything the company had built before. It featured a front-mounted, water-cooled V8 engine in place of the rear-mounted, air-cooled flat-six that powered the 911.

The body was aerodynamic and contemporary, with a low, sloping hood and pop-up headlights. At the time, it represented Porsche’s attempt to move upmarket into the luxury grand touring segment.

In addition to the revolutionary design, the 928 also boasted robust performance from its 4.5L or 5.0L V8 engines.

It was praised for its near 50/50 balanced weight distribution and low centre of gravity, which gave it sports car-like handling despite the larger proportions.

The combination of power, polished handling, luxury, and innovative technology is what made the 928 stand out from its contemporaries in the late ’70s through the ’80s.

It stretched Porsche’s capabilities beyond purist sports cars and previewed the company’s evolution into a broader performance brand.

Who Designed the Porsche 928?

The Porsche 928 traces its origins to work initiated in the early 1970s by Ferdinand Piëch, Porsche’s head engineer at the time and grandson of founder Ferdinand Porsche.

He spearheaded the company’s efforts to produce a new flagship model to supersede the 911.

Porsche designers Wolfgang Möbius and Anatole Lapine are credited with creating the 928’s distinctive shape and style, while Robert Fachler is acknowledged as the engineer responsible for the chassis and suspension design.

The result was a responsive grand tourer that balanced sporting reflexes with luxurious comfort, affording Porsche greater freedom to craft a more holistic driving experience.

The 928’s design has stood the test of time, maintaining a sleek, contemporary look even by today’s standards. It also influenced Porsche’s later Panamera four-door saloon.

The Specifications

The original Porsche 928 featured a 4.5L aluminum V8 engine producing 219 horsepower, allowing 0-60 mph acceleration in 7.3 seconds and a top speed of 143 mph.

For the 1980 model year, displacement increased to 4.7L and then 5.0L by 1985, boosting power to over 300 hp. Transmission choices included a three-speed automatic or five-speed manual gearbox.

The front-engine, rear-wheel drive 928 had a kerb weight of 3,216 pounds. It utilized aluminum for the doors, hood, and front fenders in order to save weight. Other specifications included:

• Wheelbase: 98.4 inches
• Length: 176.8 inches
• Width: 70.7 inches
• Height: 50.7 inches
• Drag coefficient: 0.36 Cd

By today’s standards, these specs don’t seem extraordinary. But considering when it debuted, the Porsche 928’s combination of potent V8 performance, refined grand touring comfort, and nimble handling made it a unique proposition.

The Engine

As noted, the Porsche 928 was powered by an all-aluminum, 4.5L (4474 cc) V8 engine for its initial model years. This engine used a single overhead cam design with two valves per cylinder.

Horsepower output was 219 h.p at 5,250 rpm with 288 lb-ft of torque. This was a reasonable performance for the late 1970s, enabling 0-60 mph sprints in around 7 seconds.

For 1980, displacement was bumped up to 4.7L (4664 cc). The 928S model arrived in 1986 in the US boasting 5.0L (4974 cc) and 32-valve DOHC cylinder heads, generating 320 hp. The 928 GTS followed after with an even higher 348 h.p output from the 5.0L V8.

Variable intake runners, forged pistons, and a dual-resonance intake system helped optimize the V8’s power delivery across the rev range. These capabilities earned the 928 respect as both a rapid grand tourer and a capable sports coupe.

The Interior

As a true Gran Turismo, the Porsche 928 came generously equipped and trimmed in leather and other upscale materials. The wide hatchback body style afforded easy rear seat access while retaining a coupe-like profile.

Early cars had fairly sparse dashboards, but appointments grew more luxurious as the years went on.

Some distinctive interior features included its traditional Porsche instrument cluster with five round gauges, extensive leather upholstery, and later on, a premium Blaupunkt stereo system.

From a driver’s perspective, the 928 has been praised for providing excellent visibility thanks in part to its low dashboard, thin pillars, and expansive glass area. The front seats are widely regarded as comfortable thanks to their firm, well-bolstered design.

Altogether, the 928’s interior expertly blends luxury with driver-oriented ergonomics.

How Many Are Left?

Given that more than 61,000 Porsche 928s were built over a 17-year period, it’s reasonable to assume a fair number have survived into the modern day.

However, as a relatively complex grand touring coupe, wear and tear have likely claimed quite a few cars. Porsche 928s also suffered from some electrical issues as they aged, making some less attractive for long-term ownership.

According to one registry, it’s estimated that approximately 10,000 to 12,000 Porsche 928s are still on the road today, suggesting roughly 80% have been scrapped, totaled, or are otherwise no longer on the road.

Other estimates suggest maybe 15,000 units remain globally. So while still not an ultra-rare car, they are less common to spot today versus when 928 production ended in the mid-1990s.

Survivors tend to be lovingly maintained by enthusiasts given the car’s inherent appeal.

How Much is a Porsche 928 Worth Today?

For a well-kept Porsche 928 in good drivable condition, pricing averages $15,000-$30,000 depending on factors such as mileage, maintenance history, factory options, and whether it’s one of the more coveted S or GTS models.

The most pristine, low-mileage examples can still fetch upward of $50,000 or more, but that represents the high end.

In general, 928 prices are still reasonably affordable relative to other vintage Porsches like the 911 or Boxster. However, values are trending upward after having been fairly stagnant for a number of years.

As 1980s and 90s-era Porsches grow in collector status, the 928 seems poised for greater appreciation – especially in mint condition and rare variants. For both Porsche enthusiasts and collectors, the 928 represents an attainable slice of the brand’s history.

The 1950s Jaguar D Type: A Racing Legend

The Jaguar D-Type achieved tremendous success in racing, including winning the 24 Hours of Le Mans three years in a row from 1955 to 1957.

But it was not just a great racing car – the D-Type was also a technological tour de force that showcased Jaguar’s engineering prowess. In this article, we’ll take an in-depth look at this legendary car.

How Many Were Made?

Total production is thought to have totaled just 71 D-Types, including 18 for factory teams and 53 for privateers (plus an additional 16 D-Types were converted into road-legal XKSS versions).

Jaguar’s initial plan was to build 100 examples that were intended solely for motorsports use. These competition cars were hand-built at Jaguar’s Browns Lane factory in Coventry, England.

However, once the D-Type started winning races, particularly at Le Mans, wealthy customers came calling looking to purchase road-going versions.

Jaguar responded by modifying some of the original race cars into road cars by adding full-width windscreens, passenger seats, and luggage racks. About 18 of the original 75 chassis were converted this way.

Jaguar also constructed approximately 16 all-new cars between 1956-1957 that were specifically built as road cars from scratch.

So in summary, the D-Type production can be broken down as follows:

• 71 competition examples built 1954-1956
• 18 converted to road use from 1956-1957
• 16 road cars newly constructed 1956-1957

This means that today, of the original 100+ cars, only a handful remain with perhaps 60-70 examples that are either in private collections or museums around the world.

Their rarity and racing pedigree make D-Types highly sought after by collectors with prices easily exceeding $10 million at auction.

What Makes it Special?

There are several aspects of the D-Type that made it noteworthy in the 1950s and still make it special today:

Innovative Monocoque Design – The D-Type pioneered the use of an aircraft-style monocoque chassis design in racing cars.

This did away with a separate body bolted onto a ladder frame and instead provided an integrated structure that was lighter, stronger, and more rigid.

The monocoque was fabricated from aluminum alloy for weight savings. This gave the D-Type an advantage over competitors such as Ferrari still using traditional construction.

Aerodynamic Shape – Its flowing, aerodynamic shape was wind tunnel tested, making the D-Type one of the first race cars designed with a focus on aerodynamics. This improved high-speed stability and reduced drag.

Distinctive features included the large covered headlights, tail fin, and elongated rear to house the spare tire tail fairing.

Independent Rear Suspension – The D-Type was among the first race cars to utilize an independent rear suspension. This allowed each rear wheel to react independently for better traction and handling.

The advanced rear suspension used wishbones and coil springs adapted from the C-Type.

Powerful Engine – Power came from Jaguar’s race-bred straight-six XK engine enlarged to 3.8 liters and featuring triple carburettors. In racing tune, it produced 250 horsepower in standard form.

Further enhanced Special Equipment (SE) models made nearer 300 horsepower for added performance.

Successful Racing Pedigree – Although Jaguar withdrew from motorsport at the end of the 1956 season, 1957 proved to be the D-Type’s most successful year.

3.8-litre engine Jaguar D-Types took five of the top six places at Le Mans, and Ecurie Ecosse, with considerable support from Jaguar, finished first and second, the best result in the D-Type’s racing history.

Who Designed It?

The man credited with designing the D-Type was Malcolm Sayer. Although not formally trained in engineering or automotive design, Sayer brought an aeronautical perspective to Jaguar.

He started with the company in 1950 after working for Bristol Aeroplane Company during WWII. Bristol was one of the most intensely scientific factories of the war.

Applying principles of aerodynamics and lightweight construction technology from aviation, Sayer was responsible for crafting the elegant, wind-cheating shape of the D-Type.

Some of his concepts proved too advanced for manufacturing at the time, requiring Jaguar’s engineers to simplify aspects of his designs. However, it was Sayer’s vision that defined the essential elements that made the D-Type unique.

Sayer went on to design other landmark Jaguar sports cars over the next two decades, including the E-Type introduced in 1961.

Just as the D-Type established Jaguar’s racing reputation in the 1950s, the E-Type would cement the company’s sporting and luxury credentials throughout the 1960s and beyond. Sayer retired in 1968 and died in 1970 at the age of 53.

The Specifications

Here are some key specifications for the Jaguar D-Type:

• Engine – 3.4 liter inline 6-cylinder, DOHC, 3 Weber carburetors
• Power – 250 hp (standard), ~300 hp (SE competition models)
• Transmission – 4-speed manual
• Chassis – Monocoque aluminum construction
• Suspension – Front: double wishbones, torsion bars, Rear: independent with wishbones, coil springs
• Brakes – Dunlop disc brakes
• Weight – ~2,240 lbs
• 0-60 mph – ~6 seconds (estimated)
• Top Speed – On the Mulsanne Straight, D-Type could achieve a speed of 192.4 mph (309.6 km/h).

The D-Type evolved over its racing tenure from 1954 to 1957, with Jaguar continually making enhancements.

Later SE models featured more powerful engines, five-speed gearboxes, and larger disc brakes for improved performance. Dunlop developed special tires to handle the increased power and speed.

On the exterior, changes included a full-width front windscreen on the 1957 Longnose cars that improved aerodynamics. These later specification D-Types were the ultimate expression of the model’s design and helped Jaguar achieve continued success.

The Engine

The D-Type was powered by a development of Jaguar’s proven XK inline six-cylinder engine first launched in 1949. For the D-Type application, the engine was enlarged to 3.8 liters from the road car’s 3.4-liter displacement.

Additional modifications were made to raise power output for racing, including:

• Lightweight aluminum construction
• Triple Weber carburettors
• Higher compression ratio (8.5:1)
• Special crankshaft
• Racing camshafts with stiffer valve springs
• Dry sump lubrication system with oil cooler

This engine produced about 250 hp in standard race trim. The later Special Equipment models boosted output to nearly 300 hp thanks to further tuning tweaks.

The responsive, free-revving engine provided tremendous performance in the lightweight D-Type, with its shrieking exhaust note becoming one of the car’s defining auditory characteristics.

Relatively few modifications were needed during the D-Type’s career, demonstrating the inherent strength and development potential built into the XK design by Jaguar founder Sir William Lyons and his engineering team.

It was this outstanding powerplant that helped drive the D-Type into the winner’s circle time and again.

The Interior

The minimalist interior of the D-Type reflected the fact it was built foremost as a purpose-built race car. Speed took precedence over comfort and amenities in the tight, Spartan cockpit.

Racing essentials were prioritized while extraneous creature comforts were discarded to reduce weight.

The cramped driver’s seat was scooped out for shoulder room within the monocoque body. A strut to the driver’s left ensured the integrity of the monocoque.

Early cars had only a single bucket seat, with a passenger seat added in later road cars. The seats featured leather upholstery and four-point harnesses for containment while cornering.

Controls were ergonomically laid out for the driver’s access, dominated by the wood-rimmed steering wheel, metal gear lever, and pedals.

The dashboard contained only the most necessary gauges monitoring rpm, oil pressure, fuel level, water temperature, oil temperature, and speedometer.

Interior fittings were minimized with no headliner or carpet. Aluminum panels lined the cockpit instead of conventional trim. A small storage shelf behind the seats could hold a tool kit and battery, or the spare tire in racing setups.

For racers, a stripped-down barren cockpit enabled unobstructed visibility and reduced distractions.

The absence of soundproofing also meant the driver could clearly hear the engine’s pitch to optimize gear changes. Spartan yes, but ideally suited to the D-Type’s function as a thoroughbred racing machine.

How Many Are Left?

Due to the high-risk nature of motorsports in the 1950s, many D-Types were destroyed or wrecked during competition.

Of the 100+ examples originally built, about 60-70 cars are estimated to survive today. Out of those, approximately 25-30 are still the original competition chassis rather than the later road cars.

Many surviving D-Types have a long and colorful racing history. Some models competed for a decade or more, changing hands between privateer teams and undergoing extensive repairs or modifications in their careers.

A few examples boast racing pedigrees covering hundreds of events.

Over the decades, D Types have become among the most valuable collector cars in the world. In 2015, a 1955 longnose D-Type sold at auction for over $21 million – one of the highest prices ever paid for a British car at auction.

Even corroded wrecks or barn-find chassis lacking engines can command seven-figure price tags due to the exclusivity and historical importance of surviving examples.

Active preservation and vintage racing activities have helped maintain original D-Types in running condition. The Border Reivers team operates a three-car squad of D-Types restored to exact period specifications, still competing in historic events.

Factory continuation cars constructed by Jaguar have also helped fill out concours show fields, though all the cars with actual 1950s racing provenance remain exceptionally rare and precious.

There are many replicas around, some better than others.

For all of these reasons, the 1950s Jaguar D-Type occupies an elevated status as one of the most iconic sports racing cars ever produced.

Its advanced design, success on the track, and rarity today have cemented its legendary reputation. The D-Type remains a high-water mark for Jaguar’s racing heritage.