Category: Automotive Posts

The purist roadster that started the legendary “Big Healey” lineage. Built across the 3-speed BN1 and 4-speed BN2 generations, it combined a rigid ladder frame with a torquey 2.6-litre Austin engine, delivering a genuine 100 mph top speed.

High-performance, factory-built homage to the brand’s success at Le Mans. Based on the BN2 platform, it was tuned to 110 bhp via larger carburettors and high-compression pistons.

Louvred bonnet

Stripped-out, aluminium-bodied car built specifically for competition. It featured a unique Weslake alloy cylinder head, boosting output to 132 bhp. The first production car to feature four-wheel disc brakes.

Transformed the line by fitting a 2,639 cc BMC C-Series straight-six engine. Featuring a stretched wheelbase, a fixed windscreen, and a bonnet scoop, it initially produced 102 bhp, rising to 117 bhp with an upgraded cylinder head.

Larger 2,912 cc C-Series straight-six, delivering 124 bhp. Crucially, it introduced front disc brakes to handle the added performance, split across 2+2 (BN7) and two-seater (BT7) configurations.

More muscle via an uprated 132 bhp straight-six engine fed by distinctive triple SU carburettors. The final BJ7 variant (1962) reverted to dual carburettors for easier balancing, and introduced winding windows and a curved windscreen.

Convex grille

The Mk III concluded the “Big Healey” era as the most powerful and luxurious variant. The BJ8, was tuned to 150 bhp via twin SU HD8 carburettors. The cabin was updated with a plush interior with a burled walnut dashboard.

Founded by Derek Buckler in Reading in 1947, Buckler pioneered the kit car industry, and dominated 1950s trials and club racing. Advanced, ultra-lightweight spaceframe chassis clothed in aluminium or glass fibre bodies.

Photo: Flickr

Successful sports-racer built on multi-tubular spaceframe chassis. It typically featured a sleek glass fibre Microplas Mistral body and de Dion rear suspension. Like its predecessors, the 90 and DD1, it accepted various engines up to 2.0-litres

Photo: Flickr

Lightweight, rear-engined sports car built in Co. Durham. Created by ex-Lotus engineer, Paul Haussauer, with fibreglass monocoque chassis and Hillman Imp engine. Known for its exceptional handling.

Photo: Flickr

Only road-going cars from the famous sports and GP racing company, based in Surrey. Based on modified Lea-Francis running gear with high-compression engines, under aluminium bodies.

Photo: Flickr

Founded by Adrian Evans, Davrian used lightweight, rigid fibreglass monocoques, and mostly Hillman Imp engines. Popular in amateur rallying and circuit racing.

Iconic gull-wing car designed by Giugiaro, made by Pontiac legend John Z. DeLorean. Made in Northern Ireland, backed by UK government. Featured brushed stainless-steel body panels. Arguably under-powered, especially in US.

Dellow made highly successful trials cars, using lightweight, military-surplus rocket tubes for chassis, and aluminium panels. Exceptional power-to-weight ratio, and dominated post-war hill climb events.

Dutton Cars, was one of the world’s largest kit car manufacturers, producing rugged, glass-fibre-bodied like the Phaeton sportscar, and Sierra estate. Some were sold fully assembled. Company later made amphibious vehicles.

Lightweight, high-performance sports car from East Sussex. Simple tubular chassis and glass-fibre bodywork, usually with MGA engine. Exceptional handling made it highly successful in British and American sports car racing.

Pioneering electric city car from the Isle of Wight. Featuring an aluminium body on a steel chassis, it was powered by an 8hp electric motor and lead-acid batteries. The Electricity Council ordered 66 cars for fleet testing trials.

Lightweight sports car featuring a Microplas Mistral glass fibre body over a steel chassis, and Coventry Climax engine. The engine was expensive, which limited production.

Probably saved the company by replacing the pricey Climax engine. Built on a tubular steel ladder chassis with a glass fibre body. It evolved through six marks, moving from Standard 10 engine through Herald and Spitfire units.

Magnificent Anglo-American grand tourer, conceived by John Gordon and Jim Keeble. Featuring a Giugiaro-styled glass fibre body over a square-tube spaceframe chassis, and powered by a thunderous Chevrolet V8 engine.

Quintessentially traditional British sports cars built in Surrey. Mating a stark, ultra-lightweight chassis with vintage styling. Singer engines replaced the pre-War Meadows units.

Photo: Flickr

The traditional chassis clothed in a pioneering, streamlined aluminium body built by Fox & Nicholl.

Photo: Flickr

Advanced luxury car intended to rival Bentley. It featured a complex 3.0-litre DOHC Meadows engine and a pioneering, automatic torque converter. 24v, twin spark. Extremely expensive to build, and inevitably became unsustainable.

Photo: Flickr

Pioneering British racer. It was the first car to use the famous Coventry Climax FWA engine. Revolutionary, lightweight one-piece fibreglass body over a tubular ladder chassis.

Featuring coachbuilt aluminium bodywork over a sophisticated steel chassis, it ran on the punchy 2.4-litre Riley engine. Just 70 examples of this highly agile open-top grand tourer were hand-assembled in Warwick.

The aerodynamic counterpart to the Westland. Featuring a lightweight aluminium body on an ash wood frame, its slippery shape made it the world’s fastest series-production closed car, timed at 104.7 mph.

Spartan, cycle-winged sports racer built for club motorsport. It shared the 2.4-litre Riley engine but positioned it further back in a lightened chassis. Featuring a distinctive air-intake slot and a vertically retracted spare tyre acting as a rear bumper.

Succeeded the Elliott as the brand’s luxury grand tourer. Built on the updated ‘F’ chassis with improved Girling brakes, it featured coachbuilt two-door aluminium bodywork crafted by Tickford. Heavy, but still topped 100 mph.

The open-top twin to the Tickford saloon. Built on the same chassis, it wore elegant 4-seater convertible coachwork crafted by Abbott of Farnham.

Photo: Flickr

A transatlantic luxury sports car born from a chance meeting between George Mason and Donald Healey. It mated a modified Healey Silverstone chassis with a Nash Ambassador straight-six engine.

Photo: Flickr

The Alvis-Healey – essentially a Nash-Healey roadster tailored for the UK market. Built on the G-series chassis, it swapped the Nash running gear for an Alvis TB21 six.

Photo: Flickr

Using a traditional separate chassis and elegant steel-and-timber bodywork, the Mk IV was powered by the robust pre-war SS OHV inline-six engines.

Photo: Flickr

Important transitional model – retaining the pushrod engines, it featured a modern chassis with independent front torsion-bar suspension and hydraulic brakes.

The Mk VII (so VI because of Bentley) introduced more streamlined styling – and it was the first saloon with the XK engine (ostentatiously launched in the XK120), making the luxurious five-seater one of the world’s fastest production saloons.

The high-performance evolution of the standard saloon. The XK engine was uprated to 190 bhp via high-lift camshafts. It famously claimed outright victory at the 1956 Monte Carlo Rally.

Radiator-grille-mounted fog lamps, headlamp grilles

Jaguar’s first compact luxury sports saloon, featuring Jaguar’s first unitary body. Power from the famous XK engine established a highly successful formula.

Restyled Mk VII with one-piece curved windscreen and cut-back rear wheel spats. A sweeping chrome side strip allowed for distinctive two-tone paint schemes. Inside, it featured picnic tables, while its XK engine was uprated to 210 bhp.

The final evolution of the large post-war body shape. While visually identical to the Mark VIII, it introduced the larger 3.8-litre XK engine producing 220 bhp, along with standard four-wheel disc brakes and power-assisted steering.

Photo: Flickr

The definitive British sports saloon of its era. It evolved the Mk 1 shell, widening the rear track, and increasing the glass area with slimmer pillars. Four-wheel disc brakes, and a choice of XK engine.

A break from traditional styling with a sleek, low-slung look featuring a forward-leaning front grille and quad headlamps. The all-steel monocoque body, with independent rear suspension, was the widest ever made by Jaguar.

A more refined and better handling and riding alternative to the Mk 2, albeit it heavier and arguably harder on the eye. Mk 2 front profile, and a Mk X roofline and tail, and its independent rear suspension.

Run-out versions of the Mk 2, with budget Ambla upholstery and slim bumpers. Upgraded twin-carburettor engine on the 240.

The ultimate development of the compact sports saloon range, combining the S-Type shell with a new, nose and quad headlamps, mimicking the Mk X/420G. Very much preparing the way for the XJ6.

Facelift of the flagship Mk X, with new radiator grille. Often in distinctive two-tone paint schemes.

Grille with vertical centre bar, chrome trim strip, unique wheel trims

Highly successful, lightweight sports car, built with a tubular spaceframe chassis and glass fibre bodywork, and usually Ford 105E engines. It was sold as a kit and dominated club racing, establishing the brand’s competition pedigree.

Two-seat coupé which again paired a tubular steel chassis with glass fibre bodywork, but now with rear-mounted Hillman Imp Sport engine. Very light, exceptional handling; became the brand’s best-selling model.

Larger, more upmarket 2+2 grand tourer now with a steel backbone chassis for greater torsional rigidity. The fuel crisis limited demand for the Ford V6 option, but the twin-Weber Holbay H120 Rapier engine was an option – the “S”.

Wedge-styled 2+2 coupé to modernise the range, and production methods – now in Scunthorpe. Galvanised tubular backbone steel chassis. Doors, windscreen and engine from Cortina Mk IV. G28 SWB V6 coupé; G30 V6 saloon; G31 Sierra S4.

Evolved from the G4, this “kit car” retained a classic tubular spaceframe chassis clothed in a revised glass fibre body. It typically utilised Ford Cortina running gear, offering enthusiasts an affordable, agile British track day option.

Mid-engined, fully type-approved rather than sold as a kit. Used Ford Escort and Fiesta parts, it offered agile handling, with plenty of power, particularly from the GTi Peugeot engine.

The G33 was a ferocious open-top roadster – a 3.9-litre Rover V8 in a lightweight spaceframe. Series 2 was LWB with Ford engines. The G34 was an Anglo-Swedish successor, with a 2.0-litre turbo Volvo engine.

Distinctively styled 2+2 coupé paired lightweight glass fibre bodywork with a bespoke steel chassis. Used Austin A35 components before upgrading to MGA and MGB engines, offering sporting performance in a practical package.

Larger, more powerful grand tourer, which moved the brand upmarket. It featured an angular 2+2 coupé design and a potent Ford Essex V6 engine. With upgraded rear suspension, it delivered refined performance.

Photo: Flickr

The final evolution of the Welsh brand. Refining the Genie’s design, retaining the 3.0-litre Ford Essex V6 engine but featuring an improved chassis and larger brakes. Mk III versions added a wider track and updated front suspension.

Photo: Flickr

Rare 3-door shooting brake variant introduced during the Mk II production run. Retaining the saloon’s 3.0-litre Ford Essex V6 engine, it combined high-speed grand touring with added practicality.

The SA322 (retrospectively “B60”) was Berkeley’s debut model, with a rather unreliable Anzani engine, replaced in 1957 by the SE328 with Excelsior powerplant. Too late, in late 1960, the B65 introduced a strengthened bodyshell.

Photo: Flickr

From late 1957, the B90 addressed user requests for more power, via a 3-cylinder Excelsior 2-stroke engine giving 30 bhp, and a top speed of 80 mph. Sadly, the extra power tended to cause structural cracking in the fibreglass monocoque.

Photo: Flickr

The B95 and B105 debuted in 1959, replacing 2-stroke engines with Royal Enfield 4-stroke parallel-twins. They incorporated a lengthened chassis and reinforced bulkhead to handle the heavy powertrain.The B105 featured a high-compression, twin-carb head, and did 100 mph.

Photo: Flickr

The T60 was a successful 3-wheeled variant, so tax exempt and could be driven on a motorcycle licence. Front-wheel drive, like all Berkeleys.

Photo: Flickr

Minimalist 3-wheeler, featuring lightweight aluminium chassis and tiny bike engine, driving front wheel. Early models lacked reverse gear, requiring engine to run backward. Vital, tax-exempt transport during post-war austerity.

Sleek, glass-fibre sports coupé, built on a Triumph Herald chassis and powered by Spitfire engines, it combined Italian-influenced styling with reliable mechanicals. It offered British motorists a sporty, distinct alternative to mainstream four-wheeled cars.

Fast, innovative 3-wheeler now using a rear-mounted, 875cc four-cylinder Hillman Imp engine, driving rear wheels. Ultra-lightweight fibreglass body and aluminium doors allowed it to top 80 mph – rapid for a tax-exempt microcar.

Photo: Flickr

A more powerful, restyled 2+2 sports tourer now on a Triumph Vitesse chassis and 1998cc straight-six engine. Capable of 100 mph, this sleek fibreglass car was offered as both a fastback saloon and a convertible

Striking, wedge shape radically updating the 3-wheeler image. Designed by Tom Karen, built under Reliant ownership using Regal running gear. Featured a bright tangerine fibreglass body and a lift-up canopy instead of doors.

Sensational acceleration and striking appearance.

Longer wheelbase and two more seats. Harked back to Anglo-American pre-war specials.

Slightly more civilised DHC.

Photo: Flickr

The car in which Sydney Allard won the 1952 Monte Carlo Rally! Column shift. Allard’s best seller.

Photo: Flickr

Four-wheel motorbike. Competitive on track.

More civilised version- even had a small boot.

DHC version of P1. New grille. Front coil spring IFS, floor change.

Photo: Flickr

New model with tubular frame. De Dion rear axle from J2 racer. Wide front seat. Usual Ford engines in UK.

Photo: Flickr

Saloon version of K£ but with more usual Allard styling, and a lot more weight despite aluminium panels.

Photo: Wikipedia

Two door woody station wagon version.

Economy K3 with smaller engine and conventional rear axle. After the main production run, a handful of cars were made with Jaguar XK engines.

First of its type in Britain. Followed the American scene, but RAC regulations meant brakes and covered engine. Attracted huge interest: 1963 contests with the US dragster Mooneyes led to the pioneering British International Drag Festival.

Photo: Flickr

Crossley initially focused on large, luxury vehicles, with the first batch on a French chassis, and chain drive. Used their own engine, cast in cylinder pairs. Only survivor is in the Science Museum collection.

Photo: SMG

More economical models were also made available. The T5 15 HP shown was a smaller engine on the heavy chassis. Shelsley models were more sporting (introduced after the 1912 Shelsley Walsh Hill Climb victory).

The Shelsley introduced the characteristic V radiator

The iconic rugged WWI Royal Flying Corps staff car and ambulance tender, earning Crossley global renown for reliability. Post-war, it was adapted for wealthy civilian buyers, with larger engine and premium, coachbuilt bodies.

Launched at Olympia with a new OHV 6; to replace the 25/30. Up-engined to the 20.9 and augmented by the lighter, more economical 15.7 2-litre (sports version 1929-31). 12/14 was upmarket smaller car with flatter radiator and S4 SV engine.

Model shown is 18/50

Avant garde aerodynamic teardrop body on space frame designed by Sir Dennistoun Burney, who also designed airships. Prototype on a FWD Alvis chassis – backwards! Independent suspension, hydraulic brakes.

Refined but underpowered smaller cars given the Regis name in 1935 (shown) with a new grille and a new frock by Beauvais of Avon (who later joined Crossley), and the option of a small 6. Climax engines as also made by Triumph.