by Greg Austin
So, I've been building (it’s on the road, but they’re never really finished) my car for the last seven years, but have been planning it for considerably longer than that.
It’s a Gardner Douglas AC Cobra replica, using their Jag XJ6-based chassis and the Mk4 body. The body mould is based on original AC carbon fibre moulds that Gardner Douglas bought many, many years ago, therefore, the Mk4 body is very close to the original shape.
The chassis is not the usual Cobra style, and is one of the main reasons for me choosing Gardner Douglas over the many other Cobra kit manufacturers out there. It is a back bone chassis, and the body is a semi-monocoque one. There is no chassis structure under the driver or passenger, just the body, this makes for a lighter chassis and allows for the weight to be used to add chassis stiffness instead. It is the same championship-winning chassis that GD used to race very successfully back in the 1990s.
My car is running a Chevy 383 engine, which is based on a specific Chevy 350 block I bought just over eight years ago. It ended up sat in our living room for a year or so whilst I built the garage to build the car in! (Another thing my wife has been remarkably forgiving about…) The block was bought specifically as it is a 1973 block, which with the IVA regulations means my IVA and MOT emissions test is a visual smoke test only.
The block was bought as a bare block, so I needed to spec and buy all the parts to build up the engine. As I was starting from scratch, I went for it a bit, and decided to build a full roller stroker engine. This has a forged 3.75” through crank, 6” rods, and forged flat top pistons. It’s running a Howards retro fit hydraulic roller cam and followers, with a set of aluminium 68cc chamber heads with 200cc runners.
This is my first time building an engine, so I was amazed when it fired up first time and ran without a problem (other than being a tad loud, but I should have expected that without any headers on). The donor car needed was a Jaguar Xj6. I bought a series 2, and had the front and rear axles sent to me from the scrap yard, then stripped down and refurbished the parts at home. New bushes, bearings, nuts and bolts have been used throughout.
Building a rolling chassis did not take too long and also did not require any particularly special skills or tools. Once the engine and gearbox were in, it was ready for the body. My body is still in gel coat finish and will probably stay this way for a good few years to come. It’s a good finish and is really resistant to chipping and scratches. I can also repair it easily, as I have some of the original coloured gel left over.
I have removed all the flash lines and cut all the bodywork holes, and partially polished it. (This is another job I need to get some more time for.) I fitted the electrical loom and lights, and prefitted the doors, bonnet and boot. The body can then be lifted onto the chassis with the help of a few friends. One of the big advantages of the GD is that the body can be removed very easily in a day.
The interior is also supplied by GD, but you can customise it as well. I went for a black carpet with black leather tunnel top and seat back bulkhead cover, but with a contrasting burnt orange seat and headrest colour. The other out of the ordinary item on my car is a carbon fibre dashboard, as a composites designer, I kind of had to weave something in there.
The car went through its IVA test first time with no problems, it was a slightly close call on the exhaust volume, the limit is 99dB, mine scraped through at 98.6dB. Thankfully again, I’ve got relatively relaxed neighbours.
If you’d like to see more pictures and videos please have a look at https://www.facebook.com/GregsGD427
by Pete McDermott
I've owned this lovely motor since 1988. I ran it for 2 years, then restored her from 1990 to 1992, with a trip around the south coast straight after.
Welding was done by Eugene Farrell, paint by Haddenham Crash Repair Centre, and I restored the engine, components and ancillaries, and painted the engine bay. She's still in good condition today.
The Midget arrived to replace my first car, a 1275GT Mini, which was unfortunately written off (not by me). During the time I owned the GT she was repainted through people running into me, and one small knock that was my fault, so she was basically resprayed. I rebuilt the engine with the help of Bambrooks, so along with a vinyl roof, sun roof, walnut dash and nudge bars she looked pretty smart.
We did try to get a replacement 1275GT, but the one we found was full of piston sealer and not fit for the road, so the seller was invited to give me my money back or talk to the DVLA about the MOT!
So unable to find a decent Mini, I ended up with the Midget. She turned out to be a good car to restore, not too much needed to be replaced, and the engine was sound and reliable.
I did use her for work, but as I work from home most of the time, she is used for shopping trips, i.e. from Thame to Thame via Chinnor and Haddenham, or going to/from various sports clubs.
The car has been lots of fun. I’ve just been replacing the rear suspension links as one decided to part company with the shock absorber. But generally she is very reliable and does not need much attention.
I am on the lookout for another Black 1275GT at the moment (I want to increase the choice of wedding cars for the kids when needed :)
I've test driven two recently, but neither were quite right for different reasons. I did have a big smile getting out each time, so definitely the right idea!
by Alan Esam
It’s 2021, lockdown, and thoughts turn to the car I’ve always wanted. With time to spend on the internet, it’s easy to become familiar with the model I’m after. Before long, every example of a Silver Spur for sale in the UK is identified. I discuss my findings with my friend, Dave Richards, who has over 40 years’ motor trade experience. He has worked on these cars, and is willing to provide servicing and maintenance. He’s also keen for us to look at as many examples as possible, to make sure that we find a good one.
The first one we view looks good online. Emails from the private seller give the impression that it has been well maintained, and an online search confirms regular MOTs. But when we arrive, it doesn’t take long to identify crash repairs, corrosion and mechanical issues.
The second car is for sale at a well-known independent specialist dealer. They are happy to put the car up on the lift, and from this perspective we can identify issues. When they are attended to it might be a different proposition, but we decide to think about it.
We begin to joke about the need to kiss a lot of frogs to find a handsome prince, and the search goes on. We spread the net wider – London, the Home Counties, Lincolnshire, Yorkshire.
After viewing 10+ cars, we conclude that the only car worth another viewing is the second one – but only if the issues are rectified. We look at it again and are pleasantly surprised. The tyres have been changed – although second hand, the fluid leaks have been dealt with, and the new MOT has been issued without advisories, making a test drive possible.
What a drive! Smooth, luxurious, and surprisingly brisk, all with no squeaks, rattles, smoke or fumes. Back in the dealer’s office, we go through the extensive history. The car has led a pampered life, with all maintenance carried out regardless of cost.
It’s decision time. It’s the marque I want and a low mileage, 1986 model. It’s the best one we’ve seen, and we agree it’s no frog; it’s a very handsome prince! It’s only just above the budget. Deep breath … a nine-month warranty seals the deal!
Two weeks later, I’m driving the car home. Never have I smiled so much on the M25 in rush hour traffic! I begin going to local car meets. It is very gratifying when men with much more knowledge than me enthuse over the condition of the car, commending me on my purchase.
A month later, Dave and I attend a very informative seminar on maintaining SY and SZ models, organised by the Rolls-Royce Enthusiasts’ Club. A few weeks after that, we are at the former Pressed Steel Plant, now the MINI plant in Cowley. Back in the day, Rolls-Royce bodies were produced here, before being transported to Crewe for completion. I get special access to park for photos outside R Building, where the body was formed into being.
At the end of April, my wife and I enjoy our first holiday in the car. She viewed the purchase as slightly ostentatious, and is faintly embarrassed by it, but doesn’t deny the graceful presence or ride quality. The positive comments from guests and staff at the hotel help towards gradually changing her perception, so much so that on the Queen’s Platinum Jubilee, she comes along as I exhibit the car at a local fete.
A couple of weeks later we attend another local fete, and begin introducing the car to our surprised family members. They are all supportive and their comments are positive, which has been the reaction amongst our wider circle of friends too.
A number of issues have been dealt with under warranty on the car, and I was glad that I pushed for the warranty extension. Issues have included the parking brake, wipers, driver’s window, full beam that stopped working, and a panel backlight that flickered. Some problems have needed more than one visit before they were resolved. Only the issue with full beam remains, with insufficient use to pinpoint the source of the fault.
Next, I take my RoSPA Advanced Driver’s Association re-test in the car. This has to be done tri-annually to retain membership. Although I have retired after more than 40 years in the driver training and testing industry, it is important to me that I keep my driving up to standard, and a regular test of my roadworthiness is just as important as the car’s MOT. The test concludes with the examiner confirming my Gold standard pass for another three years.
Then for us and the car it’s a trip to the Rhine Valley. Once again, we appreciate the car’s ability to cover the miles smoothly and in great comfort. Rolls-Royce ownership is definitely growing on us!
January is the car’s MOT, and Dave and I decide to service it ourselves. Although it passes, advisories are issued on the tyres and exhausts. We add these items to the ‘to do’ list. One of the most useful things we took away from the RR seminar was a document detailing the tasks required to complete 6,000, 12,000 and 24,000 mile services, 50 in all. We agree that we will do everything on the list that applies to my Silver Spur, so that we have a baseline for future servicing. We also book a ramp at This Is Your Garage, a self-service facility where you pay for ramp time, but do the work yourself. As Dave works, I observe closely, and enjoy learning about my car. It also gives me a new perspective on the quality of engineering that goes into Rolls-Royce motor cars.
I contact Flying Spares for replacement parts. Five tyres are delivered for fitting the next day – excellent customer service. But there is a problem with the exhaust component which we have ordered incorrectly. As soon as the error is identified, Flying Spares arrange for the part to go back and for the correct item to be delivered.
2024, three years on, I look out of my office window and see the royal blue Rolls-Royce Silver Spur glistening in the sunshine, and think of the enjoyment I’ve had out of it. I celebrate the work and commitment of the engineers who designed and put together such a superb car – indeed it really does feel like ‘the best car in the world’.
It’s now time to move on to new projects, so it is time to put the car up for sale. If you are interested in purchasing this wonderful car, please get in touch via Haddenham Classics.
Delivered on 20/12/85 to Mann Egerton & Co Ltd. 14 Berkley Street, London W1.
Sold on 9/1/86 through Mann Egerton & Co Ltd. 31 King Street, Norwich NR1 1PD.
First registered C188BCL January 1986.
The first owner kept the car until 2003 when the mileage was still less than 20,000. It appears it was passed around the motor trade until 2017, when it found its fifth owner, by which time the mileage was 22,500. I’d love to hear from anyone who can fill in the history from 2003–2017.
The fifth owner was a businessman based in America, who kept the car in storage in England where it was maintained regardless of cost, to be ready for him to use when in Europe. His last continental tour was in August 2019, by which time the mileage was 33,000. He spent £20,500 on the car’s upkeep until I bought it in 2021. I have spent
The fifth owner was a businessman based in America, who kept the car in storage in England where it was maintained regardless of cost, to be ready for him to use when in Europe. His last continental tour was in August 2019, by which time the mileage was 33,000. He spent £20,500 on the car’s upkeep until I bought it in 2021. I have spent £2,000 maintaining it and it now has just under 42,000 miles on the clock.
by Dave Richards
One of the major problems Alan and I discovered, when conducting our search for the right Silver Spur, was that while all the accepted price guides were suggesting that the finest cars could be bought for £20–25K, average ones for £15–20K, and ones needing work from £8K, the reality was somewhat different.
Nearly all the cars we viewed were in the £18k+ price bracket, implying that their condition was at the better end of the market. As an experienced car restorer and car restoration project manager for the TV shows, Car SOS and Guy’s Garage, I am fully aware of the incredible costs that can mount up when restoring even the most prosaic Mazda MX-5, Volvo P1800 or Lancia Delta Integrale.
So to see cars, many at dealers, which had underseal covering the vulnerable rear wing lower lips, fresh paint with evidence of filler work, or in one case, a Spur that had been de-vinyl-roofed by a dealer without the Rolls-Royce standards of preparation, resulting in a rippled roof (and overspray on interior components and a strong smell of paint, rather than leather inside) proved dis-spiriting to say the least.
These cars are indeed expensive to maintain and get right if they have been ‘got at’. It is imperative to source the best example possible to avoid disappointment. The real eye-opener for us was the widely varying standards of preparation in some dealer cars. The majority priced at £20K+ seemed to be worth, in real terms, £5–8K. Never has the phrase caveat emptor been better employed than in the purchase of any SZ.
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