our car of the month November 2024
My Mercedes Benz w202 1997 c180
My Mercedes Benz w202 1997 c180
My Mercedes Benz w202 1997 c180
by Zoe Butler
My Mercedes Benz has been in my ownership for a little over two years. Previously, it was driven by my grandmother before her passing, and before his passing, my grandfather bought the car from new, so as you can imagine it holds a lot of sentimental value for me.
My Mercedes Benz w202 1997 c180
My Mercedes Benz w202 1997 c180
When my grandmother passed away and we sorted out all of her things, my car at the time needed a lot more work done to it than I thought it was worth, and with this Mercedes needing a new home, I thought it seemed right I should have it! At the time my parents weren’t sure it was the car for me, but I was convinced I wanted to have her.
When my grandmother passed away and we sorted out all of her things, my car at the time needed a lot more work done to it than I thought it was worth, and with this Mercedes needing a new home, I thought it seemed right I should have it! At the time my parents weren’t sure it was the car for me, but I was convinced I wanted to have her. She had been sat in a garage for years and before that only driven very lightly.
I have not had to do many repairs at all. So far she has been beautifully reliable as my everyday car, (up until recently, as she is not happy cold starting). I am going to get myself a winter run around car and get her sorted, have all of the rust seen to and wrap her up warm somewhere over winter.
My Mercedes Benz w202 1997 c180
I have had a little trouble with my indicator relay which is a common fault and a bit of an ongoing issue – and not all that fun when my indicators and hazards and a few other things on the relay decide they don’t want to work!
I’m at a crossroads now with keeping her stock or adding some alloy wheels! All in all she’s just a lovely car to
I have had a little trouble with my indicator relay which is a common fault and a bit of an ongoing issue – and not all that fun when my indicators and hazards and a few other things on the relay decide they don’t want to work!
I’m at a crossroads now with keeping her stock or adding some alloy wheels! All in all she’s just a lovely car to drive, so comfortable. Nothing hugely exciting or different, but she just puts a smile on my face. The colour vivanite green is like Marmite to people, but I just love it! I don’t think I could ever bear to part with her.
our car of the month OCTOBER 2024
'I KNEW I WANTED TO OWN THE REAL THING'
'I KNEW I WANTED TO OWN THE REAL THING'
'I KNEW I WANTED TO OWN THE REAL THING'
by Lee Jones
Ever since I got my first toy car (a blue Silver Shadow MPW two-door) at the age of about six, I knew I wanted to own the real thing. It was a feeling that grew stronger when my mother worked for a lovely guy called Jack Gunning who owned a Silver Shadow, in Caribbean Blue, which was followed by a Silver Shadow II in Willow Gold. Jack was a larger-than-life wheeler-dealer, with a booming voice and a big cigar, you knew when Jack had entered the room, he commanded respect and I wanted to be like that.
As I grew up and all through my school days, I’d sit in the library and lust over a book they stocked going by the name of Rolls–Royce: Seven Decades of Descriptions, Reports and Road Tests by Autocar, and my friends would test my knowledge. I had Rolls–Royce posters on the wall of my bedroom, and every car show that I went to saw me heading straight for the Rolls–Royces.
'I KNEW I WANTED TO OWN THE REAL THING'
'I KNEW I WANTED TO OWN THE REAL THING'
While at school, I wrote to Rolls–Royce to apply for an apprenticeship in around 1981, but the early 1980s were marked by economic turbulence in the UK, characterised by high inflation and rising unemployment. By the time I left school in 1984, with not great grades, there were 3.2 million people unemployed. These factors placed pressure on luxury goods markets, including the high-end automotive sector. Rolls–Royce, with its illustrious heritage and elite status, was not immune to these economic headwinds. Sales were affected, and the company found itself navigating a landscape where demand for luxury vehicles slumped and there was stiff competition from other brands such as BMW, Mercedes and Jaguar. This led to the disappointing conclusion that I wasn’t able to join the company’s veneer department after all. Instead, I went into the building industry, made some money and bought a series of luxury Ford Granadas. But I still longed for the Rolls–Royce.
'I KNEW I WANTED TO OWN THE REAL THING'
I grew up in the 70s/80s and so I aspired to the Silver Shadow, and then later its successor, the Silver Spirit. Having been a lifelong Rolls–Royce enthusiast, it was as I was turning 50 that I decided the time was right to live the dream.
Waiting a long time to acquire such a car gave me considerable knowledge of both what I wanted and what faults to look for. And so the search for a car within my budget commenced.
I completed my own inspections (despite all the advice) and acquired my 1991 Rolls–Royce Silver Spirit 2 car privately, in September 2018, from Cornwall. I had previously looked at over 20 Shadows, Spirit 1 and 2 cars, in the price range of £8,000 to £18,000. Those who know me in the Rolls–Royce community will probably debate my logic here, but the car I eventually selected was, surprisingly, the best I had seen in the £8,000 to £15,000 bracket, which included many more expensive cars from reputable dealers. Most look great in the photos but are absolute sheds when you inspect them. They all have faults and it's a case of trying to buy the best that you can afford, with the least number of faults.
The Sliver Spirit 2 model is a very different car to drive from a Series 1. It has an improved interior, with a notable change to both the wood veneers and the dash layout, and many mechanical improvements, fuel injection, better brakes, steering, and road manners thanks to an ‘adaptive ride’ feature, which continually adjusts the dampers on all four corners, ensuring passengers of the most stable and wafting ride.
Originally purchased from Jack Barclay’s, in London, in 1991, they maintained my car along with HR Owen’s for much of its life. In its later years, it has been maintained by specialists.
Now, did I mention that Rolls–Royces are money pits? I was advised to set aside around £2,500pa for routine maintenance. Blimey, they must be havin’ a laugh! I blew that in the first six months, and now the total is around the combined GDP of a small banana republic.
Work carried out on the car under my ownership has included:
· Full number 2 service
· Regular 6 monthly C services
· Eight brand new Avon turbo speed tyres over my 27,000 miles
· New DAB radio and speakers
· Electric windows repaired
· Leather was thoroughly cleaned, steering wheel leather repaired
· 2 door cappings refinished
· New seat ECUs, cruise control ECU
· Air con converted to use non-CFC gas
· Various electrical gremlins investigated and solved
· Full lower half bare metal respray
· Wheels refurbished
· Brakes overhauled, new callipers on the front, discs and pads, brake pumps and lines
· All belts replaced
· New steering rack
· Camber bushes and ball joints replaced
· New radiator, thermostat and cooling system refresh
· New fuel pumps and filters
· New temperature and oil pressure senders
· Rear bumper end caps replaced
· Idle control valve replaced.
The car is not perfect. But trust me on this, it is in pretty good order for its age and the now 127,000 miles it has travelled. These cars love to be driven and low mileage cars that have been idle most of their lives, although sometimes cosmetically superior, can, and often do, throw up just as many challenges. They all often exhibit the same common faults throughout their lives.
You don’t ever really own a Rolls–Royce, it merely resides in your tenure to preserve and bestow on to the next lucky owner.
Since owning this car I have been privileged to have gained some wonderful friends. I have also done some amazing things, such as the 2020 London New Year's Day Parade, where I was leading over 100 Rolls–Royce motor cars through the London streets with thousands of people waving Union Jacks, or the epic tours with my friends through the picturesque scenery of Oxfordshire, Gloucestershire, Warwickshire, Hampshire, the Peak District and the Lake District.
I’ve enjoyed exhibiting the car and have been able to attend many shows but none more spectacular than the RREC Annual Rallies, Southern Rallies and Stowe House. This year I took the car to Normandy, France, touring around the WWI and WWII historic sites. However, on this occasion, the car took solidarity with the soldiers of D-Day a little too literally, and decided to die on Omaha Beach! A failure to proceed was followed by a very un-Rolls–Royce like repatriation to the UK on the back of a 40 foot articulated transporter.
Owning a classic car comes with a unique camaraderie, and it was for this reason that I was inspired to set up Haddenham Classics which has grown in strength over the last few years and has firmly placed Haddenham on the automotive map. None of this would have been possible without my owning this car. So though it's had its trials and tribulations, overall it's been an amazing journey and one that I would not have changed for the world.
I hope I will be able to continue to live the dream for a little while longer before the car finally bankrupts me! Thank you for making Haddenham Classics what it is today and for supporting me in creating something enjoyable for so many people. Please do sign up and join our club, we hope to put on some exciting events for members next year to complement the monthly meets.
You can also order merchandise, feature as the car of the month and even volunteer to be the subject of our new video series I am hoping to launch soon. If you want to get involved, we are always looking for new crew members to help with the running of our events, marshalling, photography, advertising, web content, interviews, etc. Just drop us an email at haddenhamclassics@gmail.com
our car of the month September 2024
‘Bobby’ the 1978 Triumph
‘Bobby’ the 1978 Triumph
‘Bobby’ the 1978 Triumph
by Chris Andrews
Bobby is our 1978 Triumph 2500TC, an ex-Metropolitan police car. Originally registered to New Scotland Yard, we know little of his history before 2011, when the previous owner purchased him in a very sorry state. That owner was a serial police car fanatic, although by his own admission, a Rover fan. He got Bobby back to a reasonable structural state, reinstated some police specification items (notably the roof lights), but then basically ran out of patience getting the engine to run reliably and put the car up for sale.
In early 2015, having driven a good friend’s Triumph 2000 and 2.5PI saloons on a few of Club Triumph’s driving events (more of that later), my wife and I decided to make a purchase of our own. We looked around for a decent ‘big Triumph’ saloon car at a reasonable budget, and came across a car for sale on the south coast of the UK. The fun factor of having an ex-police car definitely swayed the decision to buy, despite the mechanical shortcomings. We subsequently named him Bobby.
‘Bobby’ the 1978 Triumph
‘Bobby’ the 1978 Triumph
The car really wasn’t running at all well at time of purchase, the seller freely admitted that was the case, and amongst other things, producing a cloud of smoke when you took your foot off the power wasn’t a good sign! After one mechanic had a tinker with little impact, we called upon a Triumph specialist. The first issue turned out to be a crack in the cylinder head. No choice really but to go for a rebuild with a replacement head. That resolved the smoking and running improved somewhat.
The car was good enough, we thought, to enter the 2015 Club Triumph 10 Countries Run. This event runs once every 2 years and involves a 2500+ mile adventure through 10 European countries over 5 days. As referenced earlier, we’d completed the event a couple of times previously driving friend’s cars. To cut a long story short, our first event became the 7 Countries Run, with a final trip home for us by hire car/ferry/train! Bobby was still not a happy runner and followed us home on a low loader 3 weeks later (big up to Haggerty Classic Car insurance and their European recovery). A round of work on the ignition system followed with the fitting of a 1-2-3 electronic distributer and a complete carburettor rebuild before all the issues were resolved so he ran reliably.
‘Bobby’ the 1978 Triumph
In 2016 we entered the Club Triumph Round Britain Reliability Run. This is an arguably crazy 48 hour marathon drive of over 2000 miles starting on a Friday evening in Stevenage and with notable checkpoints including Saturday morning early breakfast stop at John O’Groats, Sunday morning breakfast at Lands’ End, before returning to Stevenage to finish on Sunday evening. Apart from car and crew refuelling, the cars are pretty much on the go for 48 hours so it’s a proper endurance test and yet regularly attracts 120+ Triumphs. The event has run regularly since the late 1960s and back in the day, Triumph works cars even took part. 2016 turned out to be a very successful run for Bobby who did little more than blow a fuse (albeit in the middle of night extinguishing the headlights unexpectedly!).
In 2017 it was a return to the 10 Countries Run and what we hoped would be a more successful attempt. Day 1 started well, but gradually as the day went on, a vibration went from mildly irritating to feeling like it would shake the car apart. Although the day ended in France, fortunately just over the border in Switzerland we were directed towards a Triumph and MG specialist. A quick early morning call and 45 minutes later we were in the garage with Bobby up on the lift in a workshop that looked like a main dealer’s. A very worn prop shaft UJ was our problem (although the prop was out of shape too) and this was quickly resolved, and a small pile of euros later, we were back in the event. We had to cut a small bit of the route to catch up with friends but we were soon back on the route. The rest of the run went without incident, and we were delighted to finish in the Netherlands after the 5 days.
Since that success, we’ve continuously improved/enhanced the mechanical reliability (and occasionally the drive comfort) of the car with a series of replacement parts and upgrades. That has included a second engine rebuild, after things went bang! Let’s gloss over that bit, other than to say the second time around we were better placed to understand the work we were commissioning.
All this has allowed us to complete a series of big (and little) runs here and abroad with little issue, we’ve done over 30,000 miles now since 2015. Significantly however, until recently, we’d really not faced the deteriorating state of Bobby’s bodywork and structure. In 2023, we could see real evidence the outer sills were badly corroded and with uncomfortable noises emanating from the jacking points when used, it was time to face some more big bills.
Once in the body shop, an outer sill replacement exercise became a serious metalwork exercise including replacement of inner and outer sills, new jacking points and front floor pans. Whilst there, we had a new old stock boot lid painted and fitted (replacing the boot lid that had corroded through) and original specification power steering fitted for the first time. Although not always easy to find off the shelf, the network of Triumph specialists and enthusiasts makes sourcing quality parts possible with a bit of patience. Also time to mention Moordale Motors in Potters Bar who have done some fantastic work on the car over the past few years.
Most recently that power steering upgrade has been very much enjoyed as in early September 2024, we successfully completed our fourth Club Triumph 10 Countries Run alongside around 80 other Triumphs. Alpine pass switchbacks were the easiest they’ve ever been.
Bobby is unlikely to ever be a show car, at least whilst we own him, but ask him to tackle 5 days of 10-12 hours driving and the best part of 3000 miles, he will do his very best to get you around. And before we close, yes he has a working blue light and a siren so if he’s there, you better be on your best behaviour at Haddenham Classics!
our car of the month August 2024
Jaguar 3.8S Manual Over Drive 1967
by Barry Hack
I purchased the car in December 2017, as an unfinished restoration project.
The car was taken off the road in December 1986 to restore, however the owner died approximately 25 years later, without finishing the restoration work, which included:
· repair to front wheel arches
· small repair to sills
· rear wheel arches opened up, similar to Coombes style, to allow fitment of wider 6” XJ6 series II chrome wheels
· cylinder head replaced with straight port type
· SU carbs replaced with 2 x H6 with manual choke
· front suspension rebuilt
· steering conversion to power rack and pinion using an XJ6 SII rack, but not finished.
The next owner, from 2013–2017, carried out the following:
· bare metal respray from blue to Old English White
· most chrome work re-plated (except bumpers)
· new carpet set fitted.
Since I took ownership in 2017, I have carried out the following:
· rebuilt rear axle assembly (IRS)
· replaced all brake discs and fitted new callipers
· stripped and cleaned handbrake callipers
· rebuilt master cylinder
· new servo and brake reservoir fitted
· cleaned and painted subframe
· welded in place all 4 x jacking points (missing from car when purchased)
· cleaned underside of chassis and wheel arches, primed, undersealed and waxed oil chassis rails and box members
· engine removed, core plugs removed and block waterways pressure cleaned and core plugs replaced
· crankshaft reground and lip seal conversion.
The following have all been replaced:
· water pump and fan belt idler pulley
· oil pressure gauge and sender unit
· exhaust manifolds ceramic coated
· stainless steel exhaust
· battery
· all hoses
· rebuilt clutch master cylinder
· clutch slave cylinder
· radiator re-cored by NAR and re-fitted with Revotech thermostatic electronic fan
· re-chromed front and rear bumpers and overriders
· rear lights units and number plate light
· 4 x new 185/70 x 15 Blockley tyres fitted.
Modifications and upgrades carried out include:
· crankshaft lip seal conversion
· conversion to rack and pinion power steering
· front Coopercraft vented discs and 4 pot alloy callipers
· dynamo conversion to Dynalite alternator
· screw on oil filter conversion
· power torque starter motor.
In summary, when initially viewing the car it looked a fairly straightforward job to complete the restoration and get the Stype back up and running. But once the work commenced, one thing led to another, much of the work by the first restorer had to be re-done due to the length of time since it was initially carried out.
The car is now back on the road after 38 years and a 7-year labour of love on my part. With a new clean MOT February 2024, the Stype is a superb drive.
our cars of the month July 2024
Bitcliffe Family Collection
Andrew Bitcliffe is now the proud owner of a full set of the four production line variants of the Series Morris Oxford. We say production line, as there was one MO tourer constructed by the factory for test purposes, and there have been a couple of aftermarket ‘chop tops’ since.
Andrew’s father, Ian, was a long standing member of the 6/80 & MO Club (as it was then known) and had managed to collect an enviable set of vehicles. Ian sadly passed away in December 2014, but his family held onto the cars for a while, reluctantly selling the green saloon due to the lack of time to look after them and storage space. Just over a year later, Andrew moved house and was happy that it had the space to take the traveller, pick up and van.
Andrew had always regretted selling the saloon, but with the help of members from the 6/80 & MO Club, he managed to contact the then owner. Fortunately, he was prepared to part with the car and the green saloon was eventually purchased and returned to Andrew’s home in late January 2018. The set was now complete again. Andrew admits it was a very emotional time, as it would have been his father’s birthday, and he knew that he would have been pleased to see them all together again. 18 February 2018 was Andrew’s 50th birthday, which was around the age that his father’s interest and passion for Morris Oxfords took off.
Andrew feels he is very blessed in being able to continue his father’s passion along with his wife, Trudy, and daughter, Jayde – who had also become a Morris owner with her first car, a Morris Minor.
our car of the month June 2024
"One day, I'll have me one of those!"
"One day, I'll have me one of those!"
"One day, I'll have me one of those!"
by Adrian King
I was born in 1955. In 1970, the Triumph Stag was launched. I was a 15-year-old boy – a very 'impressionable' age! I told myself, much the same as many of you did, "One day, I'll have me one of those!"
I wanted the Stag model, but I'm not a purist, (so shoot me!). So I knew that if I owned one, it would have a transplant of a Rover SD1 3.5 litre.
"One day, I'll have me one of those!"
"One day, I'll have me one of those!"
I scribbled some letters and numbers down for registration numbers that could 'apply' specifically to a Stag. In February 2022, I contacted the DVLA and asked if STA 635L was issued, it was not. NB – even if you create a number that can be issued by DVLA, you cannot buy it direct from them, they all go to auction.
After six months, I was
I scribbled some letters and numbers down for registration numbers that could 'apply' specifically to a Stag. In February 2022, I contacted the DVLA and asked if STA 635L was issued, it was not. NB – even if you create a number that can be issued by DVLA, you cannot buy it direct from them, they all go to auction.
After six months, I was informed my number was going up for auction, so I bid on it and won. At a lot more than the starting price! So, I had the registration number I created, specifically for the Stag, and more specifically the Stag I was going to own would have the 3.5 litre motor in it, but no car!
"One day, I'll have me one of those!"
I checked many an advert over the coming months and on 17 May 2023, I drove to Chelmsford to view one. It had a Rover SD1 3.5L engine in it – for 15 years!
It looked in great shape for the asking price, which was successfully haggled upon, I bought the car. Incidentally, I'm not a fan of the 'Rostyle' look, but the wheels had also been cha
I checked many an advert over the coming months and on 17 May 2023, I drove to Chelmsford to view one. It had a Rover SD1 3.5L engine in it – for 15 years!
It looked in great shape for the asking price, which was successfully haggled upon, I bought the car. Incidentally, I'm not a fan of the 'Rostyle' look, but the wheels had also been changed to 'Wolfrace' which I thought suited the car much better.
"One day, I'll have me one of those!"
I drove it home, applied for the change of registration with the DVLA, and put on the new registration as soon as the new V5 came to me.
In March 2024, I had new exhausts fabricated to give symmetry to the twin tail pipes, and I believe it adds something even more to the look of the already, in my opinion, beautiful 'backside'!
The car is
I drove it home, applied for the change of registration with the DVLA, and put on the new registration as soon as the new V5 came to me.
In March 2024, I had new exhausts fabricated to give symmetry to the twin tail pipes, and I believe it adds something even more to the look of the already, in my opinion, beautiful 'backside'!
The car is as you see it today.
Thank you Haddenham Classics, long may you flourish.
our car of the month may 2024
My Gardner Douglas AC Cobra replica build
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
our car of the month APril 2024
My DPL 725J MG Midget 1970
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!
our car of the month March 2024
Kissing the frogs to find the prince
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.
C188BCL history
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.
Buying an SZ series Rolls-Royce Silver Spirit or Spur
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.