CCW-BWS-New-Issue-Post-29th-Nov.png

NEW ISSUE: Classic Car Weekly – 29th November

CCW-BWS-Article.png

Enjoy 6 issues of Classic Car Weekly for just £6!

Classic Car Weekly – 4 October 2023

Untitled-1.jpg

Classic Car Weekly – 21 April 2021

CCW7AP.jpg

Classic Car Weekly – 7 APRIL 2021

cccccwwwwww.jpg

Classic Car Weekly – 24 March 2021.

ccw17.jpg

Classic Car Weekly – 17 March 2021

CCW10.jpg

Classic Car Weekly – 10 March 2021

24febccw.jpg

Classic Car Weekly – 24 February 2021

ccw3rdmarch.jpg

Classic Car Weekly – 3 March 2021

ccwweb1.jpg

Classic Car Weekly – 17 February 2021

Classic Car Weekly – 10 February 2021

CCW3FEB.jpg

CLASSIC CAR WEEKLY – 3 FEBRUARY 2021

CCW27.jpg

CLASSIC CAR WEEKLY – 27 JANUARY 2021

ccw20jan.jpg

CLASSIC CAR WEEKLY – 20 JANUARY 2021

CCWJan13.jpg

CLASSIC CAR WEEKLY – 13 JANUARY 2021

Magazine

Issues

Meet The Teams

Offers and Competitions

Latest Competitions

Latest Offers

Features

Value My Classic

David's Picks

Five Trials

CCW'S Top Tips

Myth Busters

Cash-Free Classics

Classic Risers

Well Bought

 3 REASONS WHY SERVICE HISTORY IS EVERYTHING

hhhhhh.jpg

3 REASONS WHY SERVICE HISTORY IS EVERYTHING

WTR-CCW-Website.jpg

How to buy Classic Car Weekly

We have a fantastic blend of cars flooding this week’s issue of Classic Car Weekly, so be sure to pick up your copy now! Nick Larkin puts the Hillman Hunter to the test, while we pit the Integra Type-R against the Corrado VR6 with a bouquet of buying tips to boot. Plus, there’s the usual spread of news, reviews and expert opinions.

Don't want to miss an issue? Why not subscribe to Classic Car Weekly today? Find out more :a[here]{href='https://www.greatmagazines.co.uk/classic-car-weekly?utm_source=bws&amp;utm_medium=referral&amp;utm_campaign=bau_classiccarweekly&amp;utm_content=promo_new_issue_post' target='_blank' rel='noreferrer noopener'}.

Choose a subscription to Classic Car Weekly as a treat to yourself, or as a gift this festive season.

Every issue of Classic Car Weekly features the latest news and analysis, allowing you to keep up to date with the classic car world, and how new developments affect you. You will also find top buying guides full of expert advice on buying your dream classic car plus product reviews, road tests, the ultimate classic cars event guide and so much more.

Make the most of our seasonal special offer and get the first 6 issues of Classic Car Weekly for just £6 when you subscribe. Plus, get FREE UK delivery every week. If you're purchasing as a gift, you'll have the option to send an e-card to let them know their gift is on their way.

#### Here are the ways you can download a digital edition or subscribe to Classic Car Weekly {#h-here-are-the-ways-you-can-download-a-digital-edition-or-subscribe-to-classic-car-weekly}

Classic Car Weekly is the UK’s must-read classics newspaper, packed with thousands of classic cars and parts for sale every week and the news stories that matter to real classic car enthusiasts. Every week our team of expert journalists cover the latest news from the classic car industry, market analysis, auctions, event reports and we have the most comprehensive and up-the-minute classic car events guide. We can also help advise you on your next purchase via our Buyer’s Guides and road tests, so you know what to look for on your chosen model.

The new issue of Classic Car Weekly is out now! Packed with all the biggest news stories, the latest classics that you can buy, top tips from our experts and much, much more, make sure that you don't miss out on your copy. Here’s what to look forward to this week:

**PLUS** all the best classics to buy from around the UK

Car-lovers rejoice! Here’s your chance to win tickets to this year’s cinch presents CarFest

The brainchild of radio presenter Chris Evans, CarFest is the UK’s largest family fundraising festival. The star-studded three-day festival is now hosting a whopping seven festivals in one, including its namesake ‘CarFest’...

As the name suggests, cars take centre stage at CarFest, with three themed shows taking to the track every day. These exhilarating shows flaunt the best of modern motorsport, featuring over 100 cars from all eras of motoring. There is something for every car fan, from modern track stars and old-school heroes to the famous vehicles of the silver screen (think the Batmobile and the DeLorean!).

For a closer look at your favourites from the show, head to the Kwik Fit-Michelin Paddock to browse over 120 cars from the past, present and future. Or, if you’d rather get behind the wheel, head to Sporting Bears for the once-in-a-lifetime opportunity to take one of your dream cars for a spin!

And it’s not just the adults that can get their petrol-head on - budding drivers aged 10-17 can get in the driver's seat with Vauxhall’s Young Driver (accompanied by a qualified instructor).

We’ve got one family camping ticket for this year’s cinch presents CarFest taking place at Laverstock Park Farm, Hampshire on 26th-28th August 2022 to give away.

Terms and conditions: The prize draw closes at **midnight on 31st July 2022**. This competition is open to UK residents aged 18 or over. There is one prize consisting of one family camping ticket (2 x adults and 2 x children) at CarFest South, on Friday 26th – Sunday 28th August 2022 at Laverstoke Park Farm, Hampshire. The prize includes entry to the festival site and pitch allocation. It does not include travel to and from the event, camping equipment, any food or drink or any other costs at the Festival. The winner will be the first name drawn at random from all valid entries after the closing date and notified by email and has 5 days to respond before an alternative winner is chosen. This prize may be offered in a limited number of other promotions. No purchase is necessary. Full terms and conditions can be found at :a[www.bauerlegal.co.uk/competition-terms.html]{href='http://www.bauerlegal.co.uk/competition-terms.html' }

Win a family weekend camping ticket to CarFest South

https://xd.wayin.com/embed/7987a5c4-2718-4c07-9b6b-5f5a4d6581d8?mode=responsive

Win A Workshop 2022

I bought my 911 Carrera 4 from a motor trade dealer in 2013 for £14,000. It’s a Type 996 Porsche, which was the first series of 911 to get the water-cooled engine. That puts out 300bhp and the ‘4’ part of its name signifies that it has a permanent four-wheel-drive. I found the car after it was advertised online. It has a six-speed manual gearbox and a grey leather interior is in excellent condition and performs great. I was hoping that you could give me an idea of its current value. The current insurance valuation is £20,000 and I want to make sure that it is correct.

The car has had six previous owners, which isn’t unusual for a 911 of this age, and came with full-service history along with the original book pack plus two keys. Its current mileage is around the 54,000 marks and there is plenty of paperwork from day one to the present day to support that figure as being genuine.

The car has had an aero kit fitted and had a complete strip-down and professional repaint in orange prior to my ownership. It was also kitted out with GT3 stripes to make it look like Porsche’s later high-performance model.

The car has just had general servicing during my ownership when needed. So far no other work has had to be carried out beyond that and there is nothing outstanding at the moment. I must say that it has been a really easy car to own.

### WHAT WE THINK IT’S WORTH - £22,000

### Russ Smith, CCW’s price expert: ‘As you are probably aware, the big selling point of this car is the mileage, and you did well buying it while they were still just seen as used cars. Values have risen since and I’d pitch this even higher without the non-standard paint and decals. I love the way it looks, but it does limit the market for the car, which in turn holds the value back. Even so, I’d say your old valuation is a couple of grand short.’

Want to get your classic valued? Send Classic Car Weekly an email :a[editorial@classiccarweekly.co.uk]{href='http://editorial@classiccarweekly.co.uk' target='_blank' rel='noopener noreferrer'}with details of your car and we’ll be in touch.

VALUE MY CLASSIC – Porsche 911

Anglia Car Auctions’ :a[two-day sale]{href='https://angliacarauctions.co.uk/classic/saturday-1st-sunday-2nd-may/' target='_blank' rel='noopener noreferrer'}kicks off tomorrow, with more than 120 classics looking for new owners. Everything from a Brighton-assembled BMW Isetta bubble car to a Peugeot 504 that starred alongside Martin Freeman in a Vodafone TV ad is set to go under the hammer – but the one that’s caught my eye is this tiny Suzuki from the late Seventies.

The SC 100 – better known to some classic fans by its nickname, the Whizzkid – is one of the most entertaining small cars that I’ve ever driven. When I hopped out of the cherished example that Suzuki carefully maintains as part of its UK press fleet I declared it as an addictive cross between a Mini and a 911, sharing the former’s immediate steering and appetite for corners and the latter’s rear-engined layout. Despite having just 47bhp to call upon it was a beautifully balanced giant killer of a car, and has developed a cult following ever since it was dropped back in 1981.

When I drove Suzuki’s example back in 2013 there were an estimated 25 survivors still on the road, but now it’s reckoned that number is down to just seven, so ACA’s 18,700-mile:a[example]{href='https://angliacarauctions.co.uk/classic/saturday-1st-sunday-2nd-may/1979-suzuki-sc-100-gx-whizzkid/' target='_blank' rel='noopener noreferrer'} is a rare opportunity to snap one up. It looks like a decent example and has recently had £618 spent on it, and I reckon that with a £7-9k estimate it should attract plenty of would-be owners.

I’ll be interested to see what it goes for this weekend – and with the sale being streamed live on YouTube, you’ll be able to catch up with all the action.

David’s pick of the week: Suzuki SC100

There’s currently a global appeal for Allard owners to take part in a 70th anniversary parade at this year’s Silverstone Classic. Trouble is, the fine vehicle before us – and, indeed, the company that made it – seems to have faded from the general car consciousness.

But here, to quote a well-period catchphrase of one Arthur Askey, ‘before your very eyes’ is an Allard P1, the product of a relatively tiny company run by engineering genius, Sydney Allard. A P1 with the man himself at the wheel won the 1952 Monte Carlo Rally, scattering Citroëns, Simcas and Jaguars in its wake.

Despite undoubted engineering excellence, the cars relied on sidevalve V8 engines and other components from Ford.

The P1 is a fascinating sight in the metal today, with huge wings flowing and a lovely sweeping waterfall grille. The sloping bonnet is practically a sculpture in its own right, even if it is a little tarnished by the massive air intake that looks like something from an amateurishly customised Ford Escort. However, the lovely wheeltrims wouldn’t look out of place on a Rolls-Royce.

Aft of the bonnet, the car looks beautiful from some angles yet a little ungainly from others; it’s almost as if the Daimler Conquest-ish back end was only put on out of necessity.

This is undeniably a superbly craftsman-built car, however. Open the huge door and an interior of high-quality fittings await. The blue leather seats are cosseting and the dash comprises a lovely piece of walnut.

There’s all the instrumentation you need, and even a radio. The oil and water gauges are together, and there’s a separately-housed ammeter. The speedometer is calibrated in kilometres as well as miles, and incorporates a clock. Perhaps surprisingly for a 1951 car, the wipers are activated, pre-war style, by two large knobs, one for each side, towards the top of the dash. There’s also an outward opening windscreen, plus working trafficators.

Activate the starter and grasp the magnificent, spoked Bluemels steering wheel, with its Bakelite centre boss incorporating sliding switches, top and bottom, for the indicators and dim/dip respectively. Then locate the huge column-mounted gear lever, which looks like a floor change with a kink in it, ease into first (oops that’s reverse) release the under-dash handbrake and we’re off.

Crumbs, we’ve never heard a Ford V8 sound like this before – it’s almost like a Cooper Brabham in heat. Ease the (quite heavily sprung) gear lever into second and the 3622cc V8’s power and torque make themselves felt. Was there ever a more flexible engine than this? Progress from 20-70mph in top is as smooth as it is rapid.

The steering is quite heavy but beautifully weighted. There’s some understeer but the car handles superbly overall, despite its straightforward suspension with (on this later P1) front coil springs and transverse leaves at the rear. There’s also an astonishing lack of body roll, even in fast bends. Excellent visibility further inspires confidence, likewise the strong and progressive Lockheed drum brakes.

No doubt about it, this is a car of many surprises.

We would have no qualms about submitting an Allard P1 to a spate of regular use. The Ford mechanicals are virtually bomb-proof and the engine is beautifully flexible; certainly, there would be absolutely no worries about keeping up with modern traffic. The controls aren’t exactly fingertip light, but they’re not so heavy as to cause real problems. The steering is very good and the brakes are excellent. The car also offers excellent visibility, despite those sweeping wings, and it’s also extremely comfortable and well equipped. The only real problem is that the downside to muscular Ford V8 power is around 18mpg at best.

As previously mentioned, Allard relied heavily on Ford components for the P1, including the suspension. It’s all straightforward stuff and any spares you need that you can’t find in the UK are likely to be readily available in the US. Servicing is certainly straightforward enough, with no known hidden horrors to worry about. That said, be wary of a rotten car – body panels are going to be pretty thin on the ground, and we certainly wouldn’t want to foot the bill for a pair of remanufactured front wings. Repair is definitely the name of the game with these cars. At least the aluminium panels and strong chassis should stand the test of time.

We can’t imagine any show organiser who wouldn’t welcome an Allard P1 to a show. Just 559 P1s were built between 1949-1952, and the unique styling is sufficiently jaw-dropping to elicit the odd ‘what on earth is that?’ The Allard’s performance is enough to surprise plenty on road runs or hill climbs and there would also be many surprises when you open the bonnet. Some will recognise that Ford V8, though marvel at its unfamiliar surroundings, while others may well be convinced that it’s an Hispano-Suiza unit built under licence by Allard. You wouldn’t tell them any differently, though, would you?

An Allard weekend would be excellent, unless you’re a rear seat passenger, in which case you might feel a little cramped on anything other than short trips. Otherwise this is a comfortable car in which you can make much progress – 70mph cruising isn’t a problem, and handling and ride are good over long distances. The V8 sounds wonderful, but some unenlightened types may find it a little noisy on longer journeys. There’s plenty of storage and cubbyholes dotted around the cabin for maps, barley sugars, jelly babies and so on. The boot is more than big enough to swallow a weekend’s worth of luggage, too.

This rally winner would be great fun on B-roads, where you could experiment with all that delicious V8 torque on the straights and while squirting out of bends. Handling is extremely reassuring, the steering inspires confidence and the brakes feel in complete control at all speeds. Push it reasonably hard and the resultant understeer is controllable, unless you’re mercilessly thrashing the car; at no point within its normal limits did we feel any sensation of the rear of the car beginning to drift away. The three-speed gearbox doesn’t like to be rushed – what column change does? – but this doesn’t really impede progress.

BEHIND THE WHEEL – ALLARD P1ALLARD P1

I have owned my XJS for seven years now and it remains in excellent condition, having covered a genuine 36,000 miles from new. In fact it had only got 32,556 miles on the clock when I bought it and it is only used for special occasions. I bought the car from a specialist car dealer in the York area. I read CCW every week and enjoy trying to guess the valuation of the cars that you highlight. I have been meaning to send my Jaguar’s details in for a while but have only just got round to doing it.

The car comes with plenty of history in its file, including all the service history, every MoT certificate from 1998 onwards and numerous invoices detailing the servicing and so on. These include an invoice for a new differential that was fitted at around 29,000 miles. The VIN number indicates that the car is fitted with the AJ6 engine, making it one of the last of those before the more complex AJ16 engines were introduced in April 1994.

The car remains totally original and has recorded six owners over its 27 years. Interestingly, the file shows that the car was used as a Jaguar management car when it was new.

During my ownership I have had the car serviced four times by a local Jaguar specialist and the only item currently outstanding is a suspension bush on the offside front that needs renewing. That is due to be replaced this month.

### WHAT WE THINK IT’S WORTH - £25,000

### Russ Smith, CCW’s price expert: ‘This is an outstanding example of what has become one of the most desirable models from the XJS’s long history. The four-litre six-cylinder engine has plenty of power but is easier to live with (and less scary to fuel) than a V12. The history and notably low mileage add to its value, of course. You don’t mention its current insurance valuation, but this is certainly where I’d put it.’

Want to get your classic valued? Send Classic Car Weekly an \[email \](http:// :a[editorial@classiccarweekly.co.uk]{href='mailto:editorial@classiccarweekly.co.uk' })with details of your car and we’ll be in touch.

VALUE MY CLASSIC – Jaguar XJS

They are glorious passports to an era bereft of national speed limits, traffic wardens and motorway congestion, resplendent in their chrome detailing and bouncy seats, and yet you just don’t see as many as you did at shows 10 or 20 years ago.

They’re also, with the possible exception of Jags and Bentleys of this era, cheaper than many of their later counterparts, and I’m often flicking through the CCW classifieds, wondering whether I should be picking up one of the temptingly-priced Rover P4s or Standard Vanguards.

But if you really thinking of picking up a rare Fifties survivor then I think it’s well worth keeping an eye on this 1953 Vauxhall Wyvern, which is being hammered away at Manor Park Classics’ inaugural :a[classic sale]{href='https://auctions.manorparkclassics.com/auction/search?au=2' target='_blank' rel='noopener noreferrer'} next Tuesday. This:a[E-series mode]{href='https://auctions.manorparkclassics.com/auction/lot/lot-128---1953-vauxhall-e-type-wyvern/?lot=100&amp;so=0&amp;st=&amp;sto=0&amp;au=2&amp;ef=&amp;et=&amp;ic=False&amp;sd=0&amp;pp=48&amp;pn=3&amp;g=1' target='_blank' rel='noopener noreferrer'}l is one of nine classics being offloaded by Vauxhall from its heritage collection while a new home’s being found for the rest of them – but don’t be fooled into thinking this is some sort of manufacturer cast-off. You’ll probably have seen this Wyvern, and many other old Vauxhalls like it, in the pages of motoring publications, including CCW, because they've kept up and running for publicity purposes. That means that Vauxhall’s heritage cars haven’t spent decades in a museum somewhere, gathering dust – they’ve been maintained, on the button, by the company that originally made it and fettled by the people who know them best.

So this Wyvern should be in good nick and – like the rest of the ex-Vauxhall cars – in this collection, it’s no reserve too. If you’re looking for a Fifties saloon to take to shows when they eventually return this summer, I think you’d struggle to top this one.

David’s pick of the week: Vauxhall Wyvern

## :a[ORDER YOUR COPY NOW]{href='https://www.greatmagazines.co.uk/single-back-issues/motoring-single-back-issues/car-magazines-single-back-issues/classic-car-weekly-single-back-issues?utm_source=ccw_site&amp;utm_medium=bws&amp;utm_campaign=ccw_singles&amp;utm_content=marketing' target='_blank' rel='noopener noreferrer'}

7-page Porsche special - the company's greatest

groundbreakers, 968 Club Sport driven and how to buy a 914

Car SOS - the exclusive inside story! Fuzz Townshend om rescuing a Peugeot 106 Rallye

How to get your car into CCW for our Drive-It Day special

Keith Adams on the time he save a Vauxhall Carlton for just £20

Industry experts pay tribute to the man who saved Ford

Our Classics - the latest on our MGB GT and Volvo 940

PLUS all the latest cars for sale from across the UK, we test-drive the latest buys, and all the latest news - don't miss out on your copy...

Cars have objective qualities, such as handling, performance and build quality, but there’s really only one true barometer of a car’s success – how well it sells. In this crucial regard, the 1100 is one of Britain’s most significant cars and a landmark in front-wheel-drive’s rise to pre-eminence.

The 1100 (known across the marques as ‘ADO16’) was the first front-driver to become Britain’s best-selling car, which it did for an astonishing seven years. The Mini was the trailblazer, but had the 1100 not been such a runaway success, who’s to say that transverse FWD wouldn’t have been regarded as a quirk, rather than the industry standard it is today?

The 1100 looks much like any other early Sixties saloon, but while the car’s basic shape was laid out by Alec Issigonis, Pininfarina was brought in on a consultancy basis, with most of its input going into the handsome front end. From the profile view, however, you realise that the 1100 wasn’t far from what we’d now consider a modern ‘two-box’ hatchback shape – it’s a shame that Issigonis never thought to include a lift-back.

It’s these proportions, however, that go a long way towards explaining how such a small car can feel so cavernous inside. With almost 360-degree glass, it’s incredibly airy, too, with a low waistline that affords exceptional visibility.

It’s no bad thing that the view outside is so good, though, because the Austin’s dashboard is undoubtedly one of its less appealing points. Issigonis’ obsession with utilitarian purity meant that he never seemed able to design luxury, something that is evident in the 1100’s austere interior. An uninspiring strip speedometer sits on what might as well be a floorboard nailed across the car, for all of its non-existent design complexity. The switchgear is also utterly mismatched, in both individual design and layout. And that’s a shame, because other fundamentals like the seats, steering wheel and door cards are all appealing. Sadly, they can’t redeem what is a truly bland interior when compared to contemporary rivals such as the Ford Cortina, Triumph Herald and Vauxhall Viva.

Fortunately, the experience is wholly positive once you’re on the move. The 1098cc A-series engine springs eagerly to life, the clutch is pleasantly weighted and the gearbox is light and slick, with no ambiguity between the ratios. The throttle and clutch are quite binary in operation, so setting off smoothly from rest can be initially difficult, though familiarity and practice do improves matters.

The 1100 isn’t fast – its engine is just over a litre in capacity, after all – but it feels brisker than its 22-second 0-60mph time suggests. That said, there isn’t much power left over 60mph, at which point the engine starts to get quite noisy. You might want to consider the 1300 if you’re going to do lots of high-speed driving, but the 1100 is more than capable on twisting country roads. It sounds sweet too, emitting a delightful ‘parp’ from an exhaust tailpipe that appears far too small for an engine even of this size.

All good so far then, but little different from a Mini. It’s only when you tackle a less than perfect surface that the 1100 shows off its party piece. Finely pockmarked surfaces that would destroy a Mini owner’s spine simply don’t trouble the 1100; indeed, the Hydrolastic system copes with small-scale, high frequency bumps much better than some luxury steel-sprung setups, which simply can’t react with the same immediacy. Conversely, though, a succession of large, undulating bumps can cause the car to become amusingly bouncy. It’s never uncomfortable, but doesn’t do much for the roadholding and detracts from what is an otherwise sporting and engaging drive.

Fortunately, the 1100 shares much of the Mini’s famed steering. It’s light, even at low speeds, but always communicative. It changes direction almost as quickly, too, and while its extra weight dampens its ultimate agility, it has that same feeling of immediacy and fun.

Today, the 1100’s mix of old and new characteristics make it a very approachable classic, and one that is easy to use every day.

The 1100’s ease of use was its key selling point when new and remains so today. Light steering and excellent visibility make low-speed manoeuvres incredibly easy, while the Hydrolastic suspension is reasonably comfortable. You can expect good fuel economy, too, and the car genuinely seats four, despite its small size. There’s nothing inherently unreliable about the Austin, but it may be worth upgrading to electronic ignition to ensure good running. Later cars came with plastic splash guards for the engine – it’s worth retro-fitting these to an early car if you’re planning to drive on wet roads.

As an everyday classic of increasing rarity, the 1100 is welcomed at most classic car shows. You’ll need there to be something special about your car if you want to be the centre of attention, though. GTs have a particular cult following thanks to their proto-hot hatch looks, and Vanden Plas 1300s often fool people into thinking you’ve got some kind of miniature Rolls-Royce. Getting to the show shouldn’t be difficult (unless you’re going halfway across the country) with all 1100s being comfortable and economical. With your advanced suspension and front-wheel-drive, you won’t struggle to get out of a muddy field if it rains, either!

Events to watch out for include the Vauxhall Bedford Opel Association’s National Rally, which is the nation’s biggest show for devotees of Luton’s finest. It’ll also be welcomed into most of the nation’s classic shows on account of its age, but don’t expect a band of curious showgoers to immediately greet you as soon as you park up. The Viscount’s slow-burning appeal means that it won’t grab everyone’s attention – but those who do gravitate to it tend to really love Luton’s big saloons.

The 1100 isn’t particularly long-geared and can take an age to reach a genuine 70mph, so it’s not ideally suited to motorway driving. Your best bet would be to join the trucks in the inside lane at 60mph or, better yet, pick a more scenic route. Beyond this limitation though, the 1100 is comfortable and has a reasonably-sized boot, so could easily take a family on holiday. The back seats are large enough to accommodate adults on small to medium trips, but they won’t appreciate the lack of room after an hour or so. Remember that the suspension isn’t self-levelling, so don’t go too fast over bumps if you’re loaded with people and luggage!

The 1100 is more capable, here, than most of its contemporary rivals. It feels much like a larger, slightly softer Mini, tending towards predictable understeer when you go too fast, but with good levels of grip and much of the Mini’s agility and enjoyable steering. The only issue with the 1100 is that the suspension can get bouncy over repeated undulations – the only real drawback of the Hydrolastic system. Otherwise, its remarkable fun to drive for a Sixties family car. Of course, there’s always the 1300 if you want to get the power to match the capable chassis too, and you won’t be short of tuning options from A-series specialists.

BEHIND THE WHEEL – AUSTIN 1100

Since April 2018. I saw it advertised online privately for £5000 and I was very taken by the colour. I got it for £4250. As far as I am aware mine is one of only two left this colour in the UK. I have since spent close to £10k bringing it up to what I feel is a ‘nice’ condition. My biggest improvement has been the interior re-trim. The velour fabric, which was exclusive to Lux models, was prone to wear and the fabric has been obsolete for decades. A local upholster was able to find a near-original match.

There’s partial service history as evidenced through the original BMW service booklet with the last stamp dated 2003. Thereafter the car was owned by a BMW mechanic who undertook his own servicing. My BMW had four previous owners before I bought it.

Finding tyres for the original metric wheels is increasingly difficult so they were repalced some years ago with an alternative set of BMW rims, which I’ve recently had refurbished. An immobiliser was also fitted because the car was being used regularly, including for long work journeys, until a year ago.

The recent cosmetic wheel arch paint repair doesn’t appear to have been of a good quality so will have to be re-done. The front suspension would also benefit from re-bushing and I’d like to have a coat of black satin stonechip applied to the sills, but this is me being picky. It’s currently insured for £8000.

### Russ Smith, CCW’s price expert: ‘These fine and now pretty scarce E28s are starting to really accelerate in value. Ones that have enjoyed this level of care and attention are even rarer. I’m also right with you on that colour, which is probably even more eye-catching now than it was when it was new back in 1987. If I were you, I’d up that insurance valuation by a little over £1000 and enjoy the car while it keeps on re-paying you.’

Want to get your classic valued? Send Classic Car Weekly an :a[email]{href='http://editorial@classiccarweekly.co.uk' target='_blank' rel='noopener noreferrer'} with details of your car and we’ll be in touch.

VALUE MY CLASSIC – BMW 5 Series (E28)

Vauxhall’s 60-strong heritage collection – a stash of preserved classics you’ll be familiar with from their appearances in the media, including on CCW’s page – is heading for a new home. Cheshire-based Manor Park Classics (manorparkclassics.com) is currently looking after them, and auctioning nine of the cars in its sale on 27 April – but the rest are currently awaiting a new home, including this glorious 1970 PC Viscount.

The name ‘PC Viscount’ might sound like it belongs to some prim and proper character who’s just escaped from an episode of Dixon of Dock Green, but this big, burly cruiser actually has something of a mischievous streak.

It has nothing to do with the way it looks, even though this slab-sided slice of Luton heritage does have the muscular, slightly angry look of a nightclub bouncer with a headache. The Viscount – and its lowlier Cresta cousin, of course – might have long eschewed their predecessors’ fins and chrome, but there’s still something very Stateside about their proportions and detailing. Witness the whitewall tyres, cheese-grater grille and the vinyl enveloping its low-slung roof. Even the way the bodywork kinks upward as it swoops across the rear could have been lifted from a mid-Sixties Buick Electra.

That same vibe continues when you clamber into the Viscount’s vast cabin and slam the chunky driver’s door behind you. The enormous pews up front offer precious little lateral support, but their mattress-like springiness actively encourages you to stretch out. You can’t help wondering, in fact, whether Luton’s engineers actually considered them to be an active part of the car’s suspension. You’re surrounded by the sort of wood veneer that wouldn’t look out of place on a yacht. It stretches the entire width of the dashboard before meeting two more slabs on each of the door cards. It’s a similar story behind you, where the rear accommodation is provided by a hefty settee of a rear bench smothered in sumptuous black leather.

Fire the 3.3-litre ‘six’ into life and the Viscount’s gentle baritone rumble brings its caddish character to the fore. The GM-sourced Powerglide transmission has just two ratios, but Luton seems to have engineered the engine so that it delivers virtually all of its considerable torque pretty much the instant you engage first gear.

The result ought to be an easygoing, lumbering mini-limo, but this big bruiser actually feels like a bit of a hot rod. It’ll dicreetly discharge its duties about town if you treat it gently and keep its ample torque at bay – but press the accelerator pedal into the footwell and it catapults you forward with unexpected urgency. The Viscount is about on a par with most of its late Sixties rivals when it comes to outright oomph, but Vauxhall made plenty of noise about the fact that its luxurious four-door could outsprint a Rolls-Royce Silver Shadow to 50mph.

Pull away from a junction or exit a tight corner too energetically and there’s a squeal as the rear tyres momentarily lose grip and an excitable twitch as the car struggles to contain all the shove that it’s dumped through the transmission, seemingly in a single, oversized lump. The result is a big saloon that’s remarkably adept at overtaking and particularly well-endowed when it comes to low speed getaways; you’ll never tire of the way it thunders away from traffic lights.

It’s no slouch, then, but emphatically not a sports saloon. The power-assisted steering is effortlessly light and gives you plenty of time to correct things if your heavy right foot puts the Viscount seriously out of shape, but Vauxhall set it up for outside lane cruising, not mid-corner involvement and immediate feedback. The same goes for the suspension, which seems to have been engineered for exactly the same amount of soft springiness you get from the seats. The resultant waterbed ride will lull you up and down endless motorways for hours on end, but try chucking it at a Welsh mountain road and it would go all to pieces.

Learning that the Viscount is no finely-honed driver’s machine probably comes as no surprise, but discovering that this big, sumptuous saloon has a deliciously naughty side to it means that it’s impossible not to fall in love with it.

The Viscount is an easygoing companion, but whether you’ll enjoy it every day depends entirely on where you live and what sort of roads you frequent. The two-speed automatic takes all the strain out of stop-start urban traffic and there’s easily enough room for your family and a week’s worth of shopping, but the PC’s sheer size means that tight urban parking spaces aren’t its speciality. You’ll also have to live with mpg in the low twenties if you’re using it around town, too.

The big 3.3-litre straight-six sits easily beneath the Viscount’s vast bonnet, so there’s plenty of room to access components when it comes to servicing. It’s not a particularly complicated unit and there are no engine management systems to contend with, so anyone with a well-stocked toolkit should be able to tackle simple repairs and routine maintenance at home. Plenty of parts are shared with other Vauxhalls (and Bedford commercial vehicles) from the time, so mechanical components aren’t too difficult to get hold of.

This is definitely the Trial where you’ll enjoy the Viscount’s star qualities the most. The 3.3-litre straight-six, with its low-down torque delivery, is a gem of an engine that thrives on long motorway journeys. The pliant suspension, soft seats and plush interior make it a relaxing companion if you’re thinking of heading to the Highlands or the West Country – and there’s plenty of room in the boot for a couple of large suitcases.

The Viscount will happily kick its tail out of line if you press your foot hard down and bring the kickdown on the two-speed auto into play, but the grin factor comes from the low-down torque delivery rather than it being a composed ground coverer. Chuck one into a corner too energetically and the light steering, soft suspension and the PC’s sheer girth won’t be on your side, so you might as well relax and let the car do all the work. It’s very American in this respect – imposing and big fun, but best enjoyed in a straight line.

BEHIND THE WHEEL – VAUXHALL VISCOUNT

So you’re looking for a classic that’s small enough to squeeze into even the most cramped of modern garages, will be welcomed into just about any show imaginable and is exempt from tax and annual MoT tests? If I were in that boat, I think this :a[Fiat 500,]{href='https://www.barons-auctions.com/view-lot/4013/for-sale-at-barons-auctions-1972-fiat-500-lusso' target='_blank' rel='noopener noreferrer'} being hammered away in Barons’ sale next week, would take some beating.

Like many Nuova-gen 500s at UK classic shows this one’s originally an Italian market car, as it’s in its home country where you’re most likely to find survivors in good nick. While that means left-hand-drive, for any half-decent driver it’s unlikely you’ll notice unless you frequently patronise drive-thru restaurants at the helm of your classics.

What makes this 1972 Lusso stand out is how much attention has already been lavished on it by its former owner. The engine and gearbox have been completely rebuilt, it’s been treated to a sports exhaust, the bodywork has stripped back, restored and repainted in its original dark blue hue, and the cabin has new carpets, seats and seat belts. Tot up all of the old receipts chronicling its two-year restoration and you end up at £12,000 – which is more than £2k over this charming Italian city slicker’s upper estimate.

Barons describes it as one of the best Fiat 500s in the country, and we reckon you’ll struggle to find one which has had this much spent on it for this sort of money – and if its new owner snaps it up within estimate, they’ll have done well.

Latest on Classic Car Weekly

Latest Magazine