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Rebuild your classic’s alternator

**PC** donates two Rovers as the Classic Car Loan Project hits 100

The Classic Car Loan Project has now loaned out more than 100 cars to young enthusiasts, meaning that 100 year’s worth of classic car experience has been given by the organisation. To celebrate the success of the CCLP, started by Bob Wilkinson in 2017, Practical Classics editor Danny Hopkins is loaning two cars from his current fleet for a year. The first is a 1997 Rover 220 SD, the other a 2004 Rover 25 TD 101. Both cars are on offer separately or can be loaned as a pair and both will be freshly serviced with full MOTs. The cars were originally owned by Veronika and Richard Downs, who sold them to Danny earlier this year with the request that they eventually secure a good home with a younger enthusiast. ‘When I interviewed Clare Brookes and Sarah Crabtree from CCLP at the PC Resto Show, I knew what I had to do,’ said Danny. ‘These are really important cars, the last all-British volume small car. Both are ‘practical classics’ and both are prime examples of cars that are now disappearing from our streets at a rate of knots.’

The two Rovers have been meticulously maintained and, while the loan marks CCLP’s milestone, it also celebrates the 200/25 range that is 30 years-old this year. Bob Wilkinson, founder of CCLP, told PC: ‘This is a fantastic loan offer and we are all very excited about it. Thanks to Danny and everyone at PC for their generosity.’ The loan will be accompanied by an annual subscription to PC and a year's membership of the Rover 200/400 club. Go to **:a[classiccarloanproject.co.uk]{href='http://classiccarloanproject.co.uk' }** to register your interest.

**Want to read the rest of this article? Choose a :a[Print + Digital subscription]{href='https://www.greatmagazines.co.uk/practical-classics-magazine?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=promo_teaser_article' target='_blank' rel='noreferrer noopener'}. You'll get instant digital access PLUS FREE UK delivery so you'll never miss an issue again.**

100 classics loaned!

It's time to get ready for your next adventure on the open roads.

Let Practical Classics be your guide to help start your new restoration project, finish a long-term car renovation or maintain your prize possession to keep it on the road. For a limited time only, you can enjoy your first three issues for only £5 including **FREE UK delivery**, straight to your door.

Every issue is packed with **tales and trials from the magazines own workshop**, giving you first-hand knowledge and advice to help you along the way.

Get i**nspiration for your next road trip** with our incredible journeys spanning across the globe supported by **candid commentary and stunning photography**.

You’ll also find **comprehensive buying guides**, **tons of nostalgia**, **real world tech advice** and so much more – all written for enthusiasts, by enthusiasts.

So what’re you waiting for? Make the most of our spring offer today!

It might not have felt that way lately, but summer is apparently on the way! To get ourselves in the mood, **:a[we choose our favourite four-seat drop-top]{href='https://members.practicalclassics.co.uk/read/jun-24/four-play?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=content_four_play' }** – will it be Golf, Escort, Astra or 205?

Meanwhile, our **:a[Ian Tisdale  heads off around Germany in his Tatra]{href='https://members.practicalclassics.co.uk/read/jun-24/tatra-test?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=content_tatra_test' }**, there’s a guide on **:a[how to buy the best Jaguar XK8]{href='https://members.practicalclassics.co.uk/read/jun-24/jaguar-xk8-x100-1996-2005?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=content_jaguar_xk8' }** and **:a[Series 2/3 Land Rover]{href='https://members.practicalclassics.co.uk/read/jun-24/land-rover-series-ii-iii?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=content_land_rover_series_ii_iii' }** and a fascinating **:a[insight into the world of Sir Alec Issigonis]{href='https://members.practicalclassics.co.uk/read/jun-24/a-cup-of-tea-with-suzanne-hankey?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=content_a_cup_of_tea_with_suzanne_hankey' }**, as told through the experiences of his secretary.

Aside from loads of oily action at our workshop, there’s **:a[a truly epic VW Beetle restoration story]{href='https://members.practicalclassics.co.uk/read/jun-24/rachael-was-overjoyed-to-see-it?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=content_rachael_was_overjoyed_to_see_it' }** – plus a man who went from washing his neighbour’s **:a[Fiesta Mk2]{href='https://members.practicalclassics.co.uk/read/jun-24/shine-on?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=content_shine_on' }** as a kid – to fully restoring it in time for his wedding day!

Plus: **:a[learn how multiplex electrical systems work]{href='https://members.practicalclassics.co.uk/read/jun-24/understand-multiplex-electrical-systems?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=content_understand_multiplex_electrical_systems' }** and **:a[how to diagnose temperature gauge faults]{href='https://members.practicalclassics.co.uk/read/jun-24/is-my-temperature-gauge-telling-the-truth?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=content_is_my_temp_guage_telling_the_truth' }** and **:a[fix your distributor]{href='https://members.practicalclassics.co.uk/read/jun-24/distributor-checks?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=content_distributor_checks' }**. No other mag does all that!

:a[**Choose your subscription here**]{href='https://www.greatmagazines.co.uk/practical-classics-magazine?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=promo_subscribe_today' target='_blank' rel='noreferrer noopener'}.

## Weekend workshop: save £200 in four hours {#h-weekend-workshop-save-200-in-four-hours}

We explain how to test and rebuild your alternator for as little as £20

**Using a Lucas 15 ACR as a guinea pig, we'll reveal all you need to know to diagnose and rectify faults in a typical alternator. There are many designs, but the basics are the same.**

When a conductor (the wire) is moved through a magnetic field, a current flows in one direction. Reversing the wire’s direction reverses the flow. The output is increased by having a stronger magnet, using several wires or moving them faster.

An alternator works by rotating a magnet – the rotor. Its magnetic field moves through static conductors. It comprises of a piece of wire wound around an iron core. The ends are connected to circular contacts, called slip-rings.

**Want to read the rest of this technical guide? Choose a :a[Print + Digital subscription]{href='https://www.greatmagazines.co.uk/practical-classics-magazine?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=promo_teaser_article' target='_blank' rel='noreferrer noopener'}. You'll get instant digital access PLUS FREE UK delivery so you'll never miss an issue again.**

Danny’s newly arrived hot-ish hatch is the very definition of Noughties Italian fun

Modern manufacturers build cars according to the results from the same focus groups. They come up with cars that are brilliant tools for living and it’s been that way for years. I don’t have a problem with it. However, every now and then a major manufacturer has a little moment of marvellous madness to alleviate the tedium – and that happened in 2006 when Fiat decided to warm up its second-generation Panda. {#block-afce85e5-10f7-4ef4-954d-675f213fabbf}

For four marvellous years – and, initially, for a smidge under ten grand – the Fiat Panda 100hp struck a rich seam of what we like to call ‘fun’. It was the first properly developed fast car to come out of Fiat in years and, with group five insurance, it was greeted with a universal thumbs-up. I have always wanted one and that is why, when I was recently offered one at a good price, I jumped at it. {#block-e3c73909-805d-4f52-8bea-539a2db92962}

In the same way that Ford’s SportKa turned something nifty into pure pocket dynamite, the 100hp gave the Panda – a car that was already full of utilitarian charm – a new sense of purpose. It changes its character without losing its blue-collar roots; it’s still part of the family. {#block-7fb896de-ec2f-422d-b372-825d0d143705}

So, it puts a smile on my face every time I drive it because it is hugely entertaining, without being ostentatious. It has a naughty, boisterous, rasping Italian exhaust note that reminds me of an Abarth from the Sixties… neat, because a previous owner has replaced all the Fiat badges on this car with Abarth items. The 100hp was never an Abarth, but it certainly _should_ have been.

**Want to read more about Danny's hot-ish hatch? Choose a :a[Print + Digital subscription]{href='https://www.greatmagazines.co.uk/practical-classics-magazine?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=promo_teaser_article' target='_blank' rel='noreferrer noopener'}. You'll get instant digital access to this article PLUS FREE UK delivery so you'll never miss an issue again.**

Pandamonium!

On this, the 40th birthday year of the Ferrari Testarossa, we’re on the hunt for classics that match its 0-60mph figure… but which cost a fraction of the price. Our team of writers have come up with several speedy bargains to bag in 2024.

Elsewhere in the mag, we meet the man who restored his stunning Golf Mk1 and another who revived a basket case Mercedes-Benz 190 Cosworth. We explain why the time has come for the Triumph TR7 and there’s an in-depth guide to the iconic Ford Sierra RS Cosworth. Would you go two or four door Cossie?

The gang showcase their classics too – with Danny buying more Bangernomics cars in the form of a Fiat Panda 100hp and Volvo C70, while Tomkins talks classic Mini Countryman and James goes wild in his Smart Roadster.

Workshop tips this month includes paint chip repairs, fuel gauge faults and alternator rebuilds. No other mag does all this!

The May 2024 issue of Practical Classics is out now at all good newsagents, or why not subscribe?

:a[**Choose your subscription here**]{href='https://www.greatmagazines.co.uk/practical-classics-magazine?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=promo_subscribe_today' target='_blank' rel='noreferrer noopener'}

#### **It’s the oldest surviving MG Maestro 1600, but this barn find’s restoration severely tested Joe Barlow’s skills and patience** {#h-it-s-the-oldest-surviving-mg-maestro-1600-but-this-barn-find-s-restoration-severely-tested-joe-barlow-s-skills-and-patience}

##### **WORDS MIKE RENAUT | PHOTOGRAPHY MATT HOWELL** {#h-words-mike-renaut-photography-matt-howell}

Joe Barlow recalls what inspired him to own an MG Maestro 1600, when he was aged 22. ‘In Nottingham there’s a stretch of road over Trent Bridge between two sets of traffic lights – in a fast car you could get to the second set while they were still green. I had an XR3 and was used to beating Golf GTis. Then, one night, an MG 1600 left me standing and I thought, “I gotta find one of them…’”

Fast forward to July 2021 and Joe wins a 1600 on eBay. ‘It was a mess. It hadn’t run since 1993, and when my mate Bish and I pulled it from the barn I thought, “What have I done?” Although it was virtually complete there was a lot of hidden rust because they rot from the inside out. I decided that if I could get it running I’d restore it. Otherwise I’d scrap it and wave bye-bye to the £2400 I’d just paid.’

Once home Joe put a battery on the Maestro and was amazed. ‘It lit up like a Christmas tree and everything worked! Even the digital talking dashboard worked – although I’ve since found out that these were actually very reliable.’

He rigged up a petrol feed to the carburettors and, almost before he knew it, the car was running. ‘I didn’t touch the plugs, distributor or even check the water levels, although I did ensure it had oil. It coughed until it warmed up, then it was spot-on.’ Now committed to the restoration, Joe began stripping the MG and sourcing the parts he knew he’d need. It quickly became obvious he’d need a donor car. ‘It was strange how there’d be an area of solid metal then, right next to it, a piece completely rotted out,’ remembers Joe. ‘It was as if they’d built half the car from already rusty steel. I bought a 31,000-mile Maestro LX for parts, which proved vital – not only for replacement panels and repair sections, but also as a datum point for ensuring everything was going back in the correct place.’

Enjoyed this teaser? If you want to read more about the restoration of the oldest surviving MG Maestro 1600, :a[choose a Print + Digital subscription]{href='https://www.greatmagazines.co.uk/practical-classics-magazine?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=promo_teaser_article' }. You'll get instant digital access to this article PLUS FREE UK delivery so you'll never miss an issue again.

Silver Streak

In the first of a new series, we pitch two early hot hatches against each other in a battle of thrills

**WORDS** JOE BREEZE **PHOTOGRAPHY** ROB COOPER

In the early Eighties, before the hot hatch war kicked off, manufacturers were flexing some tiny muscles. Inspired by motorsport these were fast cars for city dwellers: little fun chariots that would do the commute and the shopping run, but still get you away first from the lights.

The Renault 5 and Fiesta were Group 2 rally rivals and are today highly sought-after. There’s also an anniversary to celebrate here: we mark 50 years of the R5 by putting one of its lesser known variants, the gorgeous Gordini, up against Ford’s answer to the baby hot hatch – the XR2.

By the time the XR2 arrived as the long-awaited firecracker of the Fiesta range in December 1981, the Renault 5 was pensionable, having been launched almost a decade earlier. But there was nothing retiring, or indeed shy, about the Gordini. ‘The Gordini is for the man who wants to go fast, but who wants to do it in a bit of style and comfort,’ proclaimed the period advert, and the plush red corduroy seats feel like they come from a royal theatre, all soft and plump. Except they have matching side bolsters grafted on.

In mainland Europe the model was called the R5 Alpine, but Chrysler already had dibs on ‘Alpine’ over here, so the Gordini name came out of retirement. Amédée Gordini was a racer turned tuning magician who was a folk hero in his homeland, but his name didn’t have the same clout here. Maybe that’s why the Gordini Turbo sold so modestly in the UK compared to its continental Alpine cousin.

**Enjoyed this teaser? If you want to read more about the Ford Fiesta XR2 and Renault 5 Gordini Turbo, choose a :a[Print + Digital subscription]{href='https://www.greatmagazines.co.uk/practical-classics-magazine?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=promo_teaser_article' target='_blank' rel='noreferrer noopener'}. You'll get instant digital access to this article PLUS FREE UK delivery so you'll never miss an issue again.**

Ford Fiesta XR2 vs Renault 5 Gordini Turbo

Baby boomers

In the Spring 2024 issue, we check out the classic car scene in the Scottish Highlands and meet some great people and their truly extraordinary cars!

We decide what’s best out of a Renault 5 Gordini and a Fiesta XR2, then meet the family of a stunning Rover SD1.

Plus, restoration stories galore – including that of an Austin A30 and an MG Maestro.

Meanwhile, we find out how to buy the best Lotus Elise and Jaguar Mk1 and we’re off to Monte Carlo for a look back at the scene in 1963.

Plus, we go rummaging around the bushes in search of project cars in Rust in Peace, while our writers try to decide what’s best out of a Beetle and a gullwing Mercedes among other nonsensical endeavours.

Speaking of which, we pour unreasonably long hours of time into reviving our own classics at the workshop – just like you do – so find out how we’re getting on in the latest issue of the mag!

The Spring 2024 issue of Practical Classics is out now at all good newsagents, or why not subscribe?

## Here are the ways you can buy the latest issue of Practical Classics. {#h-here-are-the-ways-you-can-buy-the-latest-issue-of-practical-classics}

## 1\. Subscribe to Practical Classics magazine {#h-1-subscribe-to-practical-classics-magazine}

Practical Classics is the only classic car magazine that truly does it all. From In-depth buyers guides to news and listings via technical advice and tutorials, to great adventures, the best reader stories, interviews, brilliant columnists and of course, PC's legendary workshop saga - there's nothing like PC.

**Choose a Print + Digital subscription today and you'll receive 13 issues delivered straight to your door with FREE UK delivery, PLUS FREE digital access through our app.**

## 2\. Buy the latest issue at your local newsagent {#h-2-buy-the-latest-issue-at-your-local-newsagent}

Head down to your local newsagents and pick up the latest issue of Practical Classics.

**1993-2000 - Fiat Coupé** Italian panache and class leading dynamics at an affordable price, reckons **James Walshe**

Jaws dropped across the universe when Fiat unveiled its Coupé back in 1993. Buyers were captivated by its dramatic science fiction shape and an array of delightfully unique details. There was substance underneath, too. The Coupé was based on the brilliant Tipo platform, which meant sublime ride and handling composure and, later on, a top model yanked along by a new 20-valve five -cylinder firecracker. The 150mph Turbo pushed out 220bhp and hit 60mph in six seconds, with its front-drive torque steer kept in check via a limited-slip diff and beefed-up suspension. While this era of Fiat wasn’t what you’d call fragile, there are still some rather important things to be aware of when it comes to buying a Coupé.

#### **What’s out there?** {#h-what-s-out-there}

Decide which model you want before searching and focus on its condition and maintenance history. The earliest car you’ll find will have a 1995cc 16v engine, 137bhp normally aspirated or 195bhp turbocharged. From November 1996, all Coupés got the 1998cc five-cylinder in normally aspirated or turbocharged guises. The Limited Edition (300 UK sales) arrived in July 1998, while June 1999 saw the 147bhp normally aspirated 20v engine superseded by a 154bhp 20v VIS (Variable Inlet System) unit with a fly-by-wire throttle. The six-speed gearbox became standard soon after and the Turbo Plus appeared with Viscodrive LSD, 16in wheels and leather trim.

#### **What to look for** {#h-what-to-look-for}

Lift the boot carpet and check for rust along the seam where the floor meets the wheelarches. Water ingress through poorly mounted Pininfarina badges low down on the rear flanks can also cause unseen corrosion, so see how secure these badges are, and be prepared to do some resealing. The front jacking points can rust, as can the front slam panel (to which the radiator is bolted). The black stone-guard used on the sills can chip and wear away, which can lead to paintwork issues and surface rust.

Fun fact… the 1995cc four-cylinder unit in early Coupés is like the one found in a Lancia Integrale.

Properly serviced the unit is reliable, but ultimately the camshafts wear out, while the oil cooler pipes below the radiator can corrode and fail with catastrophic consequences. The most common problem, especially with 20v cars, is a failed thermostat. This normally fails in the open position and results in a slow warm up and cool running, with high fuel consumption being the result. Replacement is cheap.

**Read more buying advice instantly on your smart devices when you choose a :a[Digital subscription]{href='https://www.greatmagazines.co.uk/practical-classics-magazine?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=promo_teaser_article' target='_blank' rel='noreferrer noopener'} today!**

Wise Buyer: Fiat Coupé

#### Cheaper than flying? Danny Hopkins takes a family of seven to the Alps in a couple of old bangers {#h-cheaper-than-flying-danny-hopkins-takes-a-family-of-seven-to-the-alps-in-a-couple-of-old-bangers}

I've often wondered why people prefer to fly to Europe. Unless you are in a real hurry, it doesn’t make sense. With a bit of planning and some bold thinking, surely a better time can be had by all in a car, or on a train. You’ll see the landscapes you are travelling through, you can meet people along the way, enjoy that sense of distance and adventure, and you can also get to drive the cars you love… or experience the train journeys you have always dreamt about. On terra firma, it’s more fun. Or am I wrong?

Yes, it will probably take longer, but by making your journey on the ground you also get to take the luggage you want without paying through the nose for it. Plus, you earn ‘green points’ by reducing your CO2 emissions… flying is an eye wateringly filthy way to travel. All good then. But it could get even better.

The big question has to be around cost. Is it cheaper to drive and, in particular, drive in an older car? Time to put that theory to the test. Can you really holiday for less in older cars? The perfect opportunity presented itself last year when my partner Philippa planned a family holiday to Switzerland. Now Phil has a big family, four kids… although only three would be on the holiday with us. Two of the three would have their own partners along though, so all in all, there would be seven of us, with luggage.

There are lots of variables at play, but in simple cost terms, with the holiday we had planned, a few constants. We would be going for two weeks to two chalets in the Nendaz Valley. That accommodation would be constant in terms of cost as would our food and drink and the fun stuff we would do during the stay. Everything else would be on the table though.

The challenge was in play then, time would tell. First though, I prepared the cars for the big trip. Full service and MOT for both with a new battery for the C8 and a new fuel tank and rear dampers for the BMW. Hefty jobs, but typical of the sort of thing an older car might need to have done to become a dependable beast on a continental blast. OK… I can hear you laughing. Why was I taking a woofing great Nineties V8 on a Euro challenge with cost as its criteria? The Citroën C8 achieves 50mpg without trying even when fully loaded, while the 735i might reach 30 on a run. Well, I suppose this is also about enjoyment… life enhancing core memories are going to be made on this trip, and they are going to be built to a V8 soundtrack, probably on a hairpin.

**Read more on Danny's road trip instantly on your smart devices when you choose a :a[Digital subscription]{href='https://www.greatmagazines.co.uk/practical-classics-magazine?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=promo_teaser_article' target='_blank' rel='noreferrer noopener'} today!**

Take it with you

## Danny Hopkins throws a javelin north and lands in a record breaking 100th birthday celebration. {#h-danny-hopkins-throws-a-javelin-north-and-lands-in-a-record-breaking-100th-birthday-celebration}

The Jowett Car Club is 100 years-old in 2023, which makes it the oldest single-make car club in the world. That's a pretty good excuse for a party and so, when club rep Chris Spencer asked if I might like to come along to the birthday bash, I said yes, straightaway. Any club that is still thriving after 70 years after the last car was made must have a secret worth knowing, and I fancied finding out what it was.

I also fancied a bonding experience with one of the breed. I wanted to turn up to the party in Bradford's finest, so I asked if anyone could lend me a car. A week later Chris delivered a gorgeous 1954 Jowett Javelin De Lux to the PC workshop and handed me the keys. 'See you in a week, Danny,' he said, having asked me, in exchange for the Javelin loan to prepare a few words for the annual dinner. Fair deal. The Javelin has been on my 'list' for years.

I looked at the Gerald Palmer gem, with its deco curves and clever engineering, and decided to immediately go for a drive. The Javelin did not disappoint. The 1486cc engine was perfectly perky and provided the flat-four throb familiar to anyone who enjoys the configuration on a regular basis. It's no Impreza, but it is there. The column gear shift took a few minutes to master but then we were away, the roads of Cambridgeshire graced with a quiet masterpiece that caused petrolheads to glance twice, often with a look of 'what's that?' on their faces.

As anyone who has driven one will testify, a Javelin feels like a car half its age. Independent torsion bar suspension makes for decent handling and supreme comfort, and the driving position is nigh on perfect for a man my size.

I decided to make my journey north a period expedition. Cambridgeshire to Yorkshire in a day, using only roads that would have existed in 1954, taking in landmarks, a car museum and the stunning scenery of the Peak District on the way.

Choose a Digital subscription today to get **:a[instant access on your smart devices]{href='https://www.greatmagazines.co.uk/practical-classics-magazine?utm_source=practicalclassics.co.uk&amp;utm_medium=referral&amp;utm_campaign=bau_practicalclassics&amp;utm_content=promo_subscribe_today_teaser_article' target='_blank' rel='noreferrer noopener'}** to read articles like this and so much more.

Jowett a journey through time

When our James Walshe sold his old Citroën to Philip Hanson, the transformation of the UK's earliest CX began

It’s not often we writers are invested so personally in the stories of cars restored by readers of this magazine, but this is one such case. The stunning 60,000-mile Delta Blue Citroën you see above is a car I dragged from the undergrowth back in 2016 after its elderly owner, a gent by the name of Arthur Henderson, decided to part with it.

Arthur’s CX already had provenance, as the oldest right-hand-drive example left. In fact, CX specialist Roger Bradford loaned this very car to Practical Classics for an article in our January 1997 issue. So, at what point did it end up in a field of weeds? How did Philip Hanson, the hero of our tale, get his hands on it? And what does recently deceased British Leyland legend Harris Mann have to do with it all?

Remarkably modest about his achievements, Philip had only previously restored one other car – and a conventional one at that. 'I always knew the CX would be a challenge compared to my Wolseley due to the unusual construction and engineering. The high-pressure hydraulics were cause for concern too but, as with the rest of it, the key to success was in educating myself before I even touched the spanners.'

It turns out ‘KPE’ had been the star of many shows in the past. It’s a rare early model with flat front wheelarches (later wings were flared) and clean flanks unadorned with trim; the closest to designer Robert Opron’s original vision.

Unexpected CX-pert

A full ten-day driving adventure had preceded our arrival in Turin, and when you are driving a classic Mini that’s pretty meaningful. You would have expected extreme fatigue, but not in this car. The 2000 Mini Cooper I was piloting had proved remarkably civilised. Long legs in top gear had proved very useful on the autostrada and with decent power on tap, along with plenty of padding on the leather clad seats, I was beginning to doubt I would ever want to drive anything else.

The next phase of our journey, the Turin section, was where the Italian _Job_ part of this marathon would really inhabit its ‘job’ description. Pre-empting the city-based film location safari, I first took a 100-mile solo adventure, up into the Italian Alps, to the Nivolet Pass where the film’s final scenes had been filmed in the autumn of 1968.

I made it up there late in the afternoon and snuck under the barrier just before the pass was closed for winter. Up at the top, at the very place that Big William had got the Bedford Val’s back end out a bit too far, I enjoyed a solitary moment with my Mini. 56 years on from filming, I wanted to know why the film had endured. Why such extraordinary popularity, bordering on obsession for so long.

The conclusion I came to was simple. It’s the same reason the Mini endured. The _Italian Job_ was a clear concept, a great idea. It had a real sense of fun running through it and it was down to earth, a prince or a plasterer could enjoy it. It was sexy and it was ice-cube cool, but it also stuck two fingers up at ‘the establishment’. It had the never say die spirit of the true underdog-optimist and, most importantly, it had a twinkle in its eye and never took itself too seriously. Very British. Not particularly profound, but it worked for me as I stood there getting cold at 3000 metres.

Three hours later, back in Turin, another treat, the Lingotto. This is the former Fiat factory where the rooftop test track was the backdrop to one of the film’s many iconic chase scenes. The Italian Job tour had made a block booking and I was staying there along with the 40 other teams and their minis (one Fiat 500 and one solitary E-type).

Yet another dream come true, the former factory is now a huge complex of venues and attractions, including the hotel we were staying in, a shopping mall and a college. Building work started in 1916 and, for a while, it was the largest car factory in the world. It built its last car in 1982, a Lancia Delta, and since then has avoided demolition by adapting. It has done this and still kept much of what made the building a work of art in itself in the first place. The rooms occupy space on the manufacturing floors and both the windows and ceiling heights give that game away.

As for the rooftop test track, well, it is now an art installation… with flower beds and big signs and other sculptury type things. It’s OK, and if it keeps it secure as a visitor attraction, I suppose it has merit but, I can’t hide my disappointment. Last time the Italian Job tour came here, before lockdown, the Minis were all allowed up for a blast around… not anymore, the place where Topolinos and 500s first turned a wheel is now ‘post-car’. The track itself was where complete cars would run after climbing five floors through the construction process… having arrived on the ground floor as raw material.

How did the completed cars get down from the roof? Two car lifts and two ramps. I’m not sure if the lifts still work, but both ends of the huge building still house a beautiful geometric work of art in reinforced concrete, the Lingotto ramps. Today one of the ramps is used for service access and the other exists within the shopping centre and is a running track. I kid you not. This sweaty, old, fat man tried it out and I can report it is most effective! Put simply, the survival of this place is based on how it has been updated. Commendable.

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The car preservation society

The need to do something different and a love of Ford’s fizzy Puma engine led **Mathew Roberts** to create this rowdy little roadster

**WORDS** NIGEL CLARK **PICTURES** MATT HOWELL

To understand how this Ford-Triumph hybrid came into being, we need to understand a bit about its creator. Mathew Roberts is a serial Triumph owner and restorer; he reels off a list of nine Triumphs he’s owned over the years, plus several MGFs.

Mathew explains his love of Triumphs started in childhood, with an aunt who drove a Spitfire MkIV and allowed him to ride top down in the back, an experience from which he’s clearly never recovered! Combine his passion for Triumphs, his taste for tough restoration projects and his professional life, which includes qualifications in both mechanical and electrical engineering, he was destined to do something totally innovative with a Triumph. And so it began in 2016, with our irrepressible Triumph hero feeling the itch to do something different, and looking for a new challenge: to develop a Ford-engined Spitfire.

#### **Getting started** {#h-getting-started}

The Spitfire basis for his project was a 19-owner-from-new 1973 car that had been completely stripped for a restoration, which then stalled. To say it was a problem car would be understatement; in Mathew’s words ‘it was all in boxes, I had to take a van and trailer across the country to Plymouth to collect it. The body and chassis were very rusty, with some badly executed repairs’ He'd factored in such problems as, at £450, the price was right. Careful budgeting is a theme that would run throughout this project.

Late in 2016, Mathew plunged straight in, cleaning, repairing and painting the chassis. Much of the following year was taken up with body repairs. The previous owner’s attempt at sill replacement was deemed unsatisfactory, so Mathew cut this away and started again from scratch, also replacing the extensively corroded floorpans. Slowly he turned the body tub from fresh air and corrosion back to sound steel. Departing from Triumph’s original body design, he cut away a large rectangle in the centre of the bulkhead, reinforcing the edges with steel angle. This allows the engine to sit well back in the chassis for better weight distribution, and gives clearance for the back of the Ford engine’s wide, double overhead camshaft cylinder head.

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