J258RFJ: an expensive update

I just thought I’d share an update on all the work the Jag has had in recent months. I’d booked for it to come off the road at the start of April to have all of its bushes replaced as there was some creaking and groaning over bumps and the car wasn’t driving quite as we as it should. But just like when a dog knows its going to the vets and starts playing up, the day before the Jag was due to go into the workshop it started misfiring. As it turned out later the head gasket had blown (a pattern part that wasn’t as good as it needed to be).

The blown head gasket

I had been hoping to avoid any engine work until passing the 200,000 mile barrier but obviously this development blew any chance of that and simultaneously increased the amount of time the car would be spending in the workshop. The head went away to be skimmed, as did the exhaust manifold, and the other work continued in the meantime. There was a small oil leak to take care of, and the front brake pads were also replaced, and of course all of those bushes needed to be replaced. This all adds up to quite an expensive bill reaching easily into four figures, but all of the work was necessary and none of it is altogether unusual for a car of this age and mileage. With a few parts supplier problems and other issues it was more than a month and a half before J258 was back on the road and I was certainly impatient to have it back by that time.

Getting the car back on the road was very much a mood lifter and though I was being gentle on the old girl it was easy to see just how much a difference all of that work had made. One thing that I’ve found surprises people is just how responsive an XJS is to being hustled down a B-road. They’re certainly not the smallest or lightest cars (or sportiest, for that matter), but they are relatively narrow and they handle well. My XJS is now feeling much tighter with those new bushes really making their presence known.

This engine work also provided an interesting experiment in regards to the fuel economy. I’ve never expected an XJS to be frugal, but this particular car always seemed to have poorer economy than other 4.0 cars (mine was getting between 9-10mpg on average and others seem to reliably get into the low 20s). In the 1,500 miles I covered after all of this work 15mpg was achieved without too much trouble, which is nice for added range if nothing else. It also makes me curious to see what the actual fuel economy of the 6.5l XJ-S is…..and there is only one person to blame with what has become a new obsession in tracking that sort of thing.

There are no other plans for major overhauls in the next few months so hopefully any further updates will just include lots of driving, and maybe even cracking that 200,000 mile barrier too.


The Curfew Jag: finally MOT’d

The journey to get the Curfew Jag roadworthy and MOT’d took a bit longer than I expected. I knew it would have a few mechanical jobs considering that it was built for the tv series where the aesthetics come first, but in reality the state the car was in was unsafe, and I was slightly surprised that it was as bad as it was. There was corrosion to the bottom of both A-pillars, and also around the suspension mounting point on the near side front – which seemed especially worrisome considering they’d bolted expensive new adjustable suspension to the car. There was also an issue with the brakes and the car needed new brake lines and some adjustments to be made so that the rear brakes operated from the foot brake once again, rather than just the hydraulic handbrake. New wiring was run to the rear lights and we had to add front indicators, add a rear fog light (from a bus as thats all we had to hand), and remove paint from the reverse lights. As with any old car that’s been sat for a few years there are a variety of small leaks that needed addressing, but that wasn’t a major issue. The quality of the gearshift and the clutch were both quite poor, and it was a fight to get the car into first gear especially. This has been remedied but I expect it will rear its head in the future and I still need to test it when the car is up to temperature. The poor quality shift action isn’t helped by the snake head gear knob which may be aesthetically correct (if not particularly pleasing), but is both flimsy and painful to use. Another problem was the tyres scrubbing on the original arches, which obviously isn’t ideal and could lead to the tyre failing whilst driving the car. The wider arches which were added for the television series fortunately don’t cause any issues (so far), but the original arches had been left in place when they were fitted and this caused problems with the much larger wheels that are now fitted. The rear suspension wasn’t set up quite correctly which caused some of the scrubbing on the off side, but we’ve also had to trim back the original arches to add some much needed clearance. The front wheels are also quite a lot wider than standard and were catching when on lock. Eventually I would like for the car to sit lower (especially when the non operational side exit exhausts are removed), but I feel it might become something of a headache.

The front tyre scrubbing against the front of the arch, you can also see the original arch.

It sounds as if I’ve become quite negative about this car given the list above, but fortunately that isn’t the case. We may have had to do quite a bit of work on the car and spend a fair bit on it, but I’ve still got a manual V12 XJ-S for what is a reasonable price.

The good part came when I finally got to drive the car on the road. I’d driven it around for a little bit on a farm when we tried to film the Christmas video, but the fuel pump failing brought that to a premature end. My first drive of the car was only a short trip to the MOT centre and back again, but it did give me a little time to get a feel for the car, and also an idea of what still needs doing to make it more enjoyable to drive. Its been a while since I’ve driven a manual V12 XJ-S and it was good to reacquaint myself with just how much the addition of a manual gearbox can improve these cars. The power available feels greater and the car has a much more sporting feel to it. The gearbox will never be a dynamic one and has relatively long shifts, but you get so much more than you lose. With the shortened exhaust this car certainly makes its presence known, and if anything it is a bit too loud and certainly too gruff sounding, with little in the way of a cultured scream that these V12s can produce. The test drive also made me aware that the tracking and alignment was not quite where it should be, and whilst we’ve rectified it for now, I’ll be taking it to a specialist at some point in the near future to see just how much it can be improved upon.

I was planning to take the car to the Breakfast Club at Goodwood tomorrow morning, but since that has been rained off I’ll hopefully be taking it to a meet in W4 at Tamp Coffee. I’ll also be taking it to the next Classics and Cake event at Duke of London on 15th March – which is one of my favourite events and well worth visiting if you’re in the area.

You can also see a short clip of the car here…..

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The bus fog light really is bright!

The 200,000 mile XJS

At the end of 2019 I finally managed to pass the 200,000 mile mark in J258. I use the car as a daily driver and have been trying to use it more on longer runs as my commute is really rather short. Longer runs are a little more palatable now that the fuel economy is practically double what it was earlier in the year thanks to a new lambda sensor. 200,000 miles is a figure that a lot of cars won’t reach, and especially cars of this age and type which are now often being mollycoddled and only driven on the driest of days.  The 200,000 figure does somewhat help to dispel the idea that an XJS is inherently unreliable, too, although that doesn’t mean it is a car you should try and run on a shoe string budget.

I thought that reaching this milestone might be a good chance to write about J258’s history, and also why if you’re looking to purchase a classic car, you shouldn’t necessarily be put off by a high mileage example. J258 having high mileage is one of the reasons that I like it so much. It isn’t a garage queen, and I can drive it as much as I like without worrying about any impact on the value. The car’s history file is very good and shows that it has been cared for, and the general condition is as good as most XJS you will see (although it could use some cosmetic tidying in places). Most classics and modern classics are known quantities in terms of general faults and issues, and its easy enough to find evidence of roughly how long you can expect components to last without major surgery. When I purchased J258 I expected that it could need some engine work around the 200,000 mile mark, so when the head gasket failed at 193,000 miles I wasn’t totally surprised (though I’ll admit I was hoping to avoid it a little longer). Buying a high mileage car isn’t especially different to buying a low mileage car,  as condition and history are just as important for the average motorist. It is still important to do your research,  and try and speak to someone with good knowledge of the model you’re looking at, as they will be able to give you a list of items to check when viewing a car. I’m a firm believer that classic cars that are used regularly present less issues than those that are used rarely. It is lovely to own a stunning example of a classic car that has low mileage and has been polished lovingly to within an inch of its life every weekend, but for me it is much more enjoyable to own a car which I can truly use and enjoy whenever and wherever I please. For me, knowing the character and foibles of a car is much more fun than admiring how lovely it looks in the garage (besides, have you seen how fantastic an XJS looks covered in mud and road grime??).

J258 was originally delivered on the 24th July 1992, and covered just over 17,000 miles in the first two years of its life. The service book carries on all the way to May 2002 when the car had covered 164,000 miles, which isn’t at all bad for a 10 year old car. It also shows that the car covered the bulk of its mileage in those first 10 years, and took the next 15 years for it to cover another 25,000 miles before it came into my possession. At one point someone had covered over 12,000 miles in just over 6 months, and I’m slightly curious to know what they were doing with it at the time.

Thanks to the DVLA I also know where the car has lived throughout its life. Sadly it is a service that the DVLA no longer offer (and with good reason). It would appear that J258 was originally registered to Jaguar cars, so it was probably used as a management car (although there could be other explanations,  of course). The car was then registered to a company before being acquired by a private buyer in 1994 who kept the car for less than a year. The third and fourth owners kept the car from 1995-2002 and 2002-2015 respectively, and then the car was sold to Kelsey publishing and the car’s history improves from there as it was featured in Classics Monthly over a number of months, and was also featured in Jaguar World.

When the car was purchased by Kelsey Publishing it had been owned by a farmer and had been for sale for quite a while, with an original listing price of £5,000. The mileage of 181,000 probably didn’t help matters as a lot of buyers can be put off by it, especially when that mileage is on a car that is marred with the rumour of unreliability. The car had previously been the recipient of a fair amount of welding to the jacking points, seatbelt and suspension mounts, and proved to be solid upon inspection (fortunately the farmer had an inspection pit in one of his barns). Combined with this fact and that the car’s engine appeared to be strong and healthy with no untoward signs, Kelsey Publishing bought the car for £2,500, and set about completing a list of minor jobs that needed doing.

Fortunately the car came with copies of the magazine articles the car was featured in, so I have a history of the problems that were (often) encountered during the car’s time with Kelsey Publishing. One part that did make for interesting reading was Paul Walton’s twin test with J258 against his XK8. Both cars have their pros and cons and though the XK8 is obviously the more advanced car, Paul loved the XJS’ bigger character and roguish air. I’ll also add in a quote, as perhaps some people are more inclined to believe a less biased source than myself: ‘Although it has often been said – by me as much as anyone – that the XJS is more grand tourer than sports car, this 4.0 feels surprisingly agile for such a big machine’. I actually had the chance to chat with Paul about this car late last year when I offered it up to be a part of a photoshoot for Jaguar World, and it was nice to hear that he was a fan of the car too.

I’ve now set myself the challenge of covering 10,000+ miles before the next MOT, which is in mid-October. The previous MOT was passed at 198,194 miles and at the time I’m writing this, the mileage is just under 201,000 miles, so 208,194 should be perfectly achievable in the next 9 or so months.

One I’d abandoned earlier…..1967 MG B.


It has been a long time since I’ve posted an update for this particular car, and even if you follow my social media channels you may not be familiar with it, as it has been in storage. At the time that this little MG arrived in my car time my intention was to modify it and fit a large V8, which is now no longer the case. After nearly four years of owning the car I have decided (again) to stop neglecting it and actually get it on the road (albeit without modifying it – yet). Fortunately we already have most of the parts from a few years ago when I was supposed to take it on a banger rally with friends.  It isn’t perfect but it is a reasonably solid little car that shouldn’t need too much work to get it to pass an MOT and be back on the road. After that point I’ll see about what sort of modifications I’d like to carry out. The original engine is very sweet and fired up with no issues after being sat for a couple of years, but I can’t ignore the allure of a similarly aged twin-cam….

The car is now on its own dedicated two poster until I get around to fixing it up in the new year, and for once I’ll hopefully be doing all of the work myself. I’m no mechanic so it should be an interesting experiment and hopefully I won’t do more harm than good. If anyone has any good suggestions for modifying an old MG in the future you’re more than welcome to tweet or email them to me. Some of you will also be happy to hear that this car won’t be painted yellow whilst in my care.

You can also follow the progress with this project over on the ‘our cars’ and ‘our projects’ sections of the website, and you can find the link for the individual page here.

You can watch the walk around video below to see the current condition of the car.


Attempting to make a Christmas video with the Curfew XJ-S…

As I’m sure you can guess from the absence of a Christmas video in this post, we didn’t quite manage to complete it. It was probably a bit much for me to expect the Curfew Jag to survive the attempt, especially considering it still needs a lot of work to make it a useable car.

The basic idea was to make a completely unoriginal ‘collecting the Christmas tree’ style video (I know, I know, you’ve seen plenty of them and this would be *totally* boring to watch). Initially I had hoped to have the car MOTd and be able to drive it from Upminster to Warboys, film the video at Warboys Airfield, and then drive it back home again – which is a big ask for most old cars, yet alone one like this. If you’ve read my other posts about this car you might know that it hasn’t had an MOT in the time that there has been. an online checker – so at least since 2005 – and probably a lot longer than that. I would imagine that it was a non/partially running project car before it was modified to appear in Curfew. The conversion to appear on the TV series was mostly cosmetic and focussed on making the car presentable to appear on television. It does seem curious that they wouldn’t spend a little extra time and money to make the car completely safe too, considering they must have spent thousands upgrading the suspension and wheels, as well as the cost of the body work and gearbox conversion.

Sadly the car wasn’t MOT ready by the weekend, and had to be transported up to Warboys. It had been running fine and replacing the tiny race tank with a standard XJ-S tank meant that we should have enough fuel for the day, along with all the other jobs we’d done to make the car more useable (including ripping out the rather grim headlining). Thanks to leaving late and the ongoing works on the A14 the car didn’t get to the airfield until 1pm, which didn’t leave us the longest amount of time to film the video (poor planning on my behalf). Fortunately I’d already been given the tour of the space we were able to use, and I’ve got to say a big thanks to Jamie for allowing us to come along and mess around.  Warboys Airfield is an old WW2 airfield and you can definitely feel the history, and I can only imagine how fantastic it looked back when it was operational. There are still a few old buildings there and a variety of one track roads that can provide a sort of test track. It is a fantastic place and perfect for what we wanted to use it for.

Since we couldn’t start the video leaving from Upminster and include some of the driving to the airfield, we decided to use J258 to start the video, which would allow us to film the entirety of the video in the same location. Its no secret that J258 is one of my favourite cars, and I’m happy to say it excelled itself on Saturday. An easy run up to Warboys followed by a small amount of punishment from the uneven roads on the airfield and driving through some puddles that initially seemed to be more like lakes, and then a perfectly comfortable drive home – what more could I ask from a car?

Unfortunately I didn’t have so much luck with the Curfew XJ-S. It was obvious from the first moments of driving the car that we still have a long way to go before this is a car that I would actually want to drive for pleasure. The clutch is quite poor and deteriorated throughout the day, with first gear and reverse becoming near impossible to select. The brakes are quite weak, especially for a car that looks as if it should be able to take some hard use, so they will need to be upgraded. When the larger arches and wheels were fitted to the car, the original arches were left in place and cause the tyres to scrub as soon as the suspension compresses. Driving along with the sound of the tyres catching on the arches isn’t particularly pleasant, and will need correcting in the near future (and will also allow us to adjust the ride height so the car sits more nicely). The engine runs fine, though I am very conscious of it overheating as I don’t know this particular car and I have been told previously that the Curfew cars did have overheating and clutch issues. Although it sounds nothing like a V12 thanks to the sawn-off exhaust, I quite like the gruff nature of the exhaust tone and the echoing inside the buildings was quite impressive. There is plenty of torque available which you’d expect from a V12, and once the car is moving changing gear becomes less of a chore and you can actually enjoy having a manual gearbox attached to what can be a fantastic engine. Obviously driving this car on rough WW2 roads isn’t really a fair test of its capabilities, and I’m still looking forward to having the chance to drive it on the road (and unusually for me, on track too).

Unfortunately our efforts to film the video were ended prematurely when the car wouldn’t restart. I’d been turning it off and opening the bonnet to keep it as cool as possible. This means that we’ve only been able to film around half of the video and didn’t have any shots with the tree on the car and driving around. We haven’t had a chance to see what is wrong with the car since it got brought back, but my guess at the moment is some sort of fuelling issue.

Hopefully I will have at least a short clip to share with you of what we did manage to film, but it isn’t ready just yet.

Lastly, I’ve got to say a big thank you to Liam and Aaron for giving up their Saturday to come and help me.

Which one would you rather take home?
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Conditions were a little bit wet and muddy….
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Inside one of the WW2 buildings, a more perfect setting than I could have ever have asked for.
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It turns out that big arches are great for catching mud. I don’t think many cars look better covered in mud than this does!
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Waiting patiently….

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In front of one of the WW2 buildings. Never can resist taking a photo of J258
What do you find at the end of a rainbow…? An XJ-S of course!
One of Liam’s photos of J258. As you can see, he is much better than me with a camera
My favourite photo of the entire day (taken by Liam). Screensaver worthy

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Nothing remained clean.
J258 got really mucky during the day but sadly got washed off on the way home.
It looks muddy fantastic, right?


This would be a lovely photo, if it wasn’t for the BMW.
A high cost video shoot as you can see. The boot lid of the BMW is being propped up by the sill covers from the X-Pack RS2000 which have been rattling around in J258 for around six months. 

The Curfew XJ-S. Yes, another XJ-S.

So I’ve bought another XJ-S, but this time its the XJ-S that featured in the recent Sky series ‘Curfew’, which stars Sean Bean (who drives this car). It got delivered last night after I purchased it at the H&H auction in Buxton on Wednesday – and its already taken a bit of a battering on certain Internet forums full of grumpy middle aged men (I’m looking at you, PH).

Obviously the car isn’t standard, and amongst the modifications is the addition of a manual gearbox, upgraded suspension (from the brief look I had under the car), a hydraulic handbrake, a tiny race fuel tank, wider arches and wheels and the side exit exhausts. I was a bit curious to see how well the hydraulic handbrake works on the original inboard brakes but it does work reasonably well from what I’ve seen so far. The side exit exhausts aren’t actually connected up and the original exhaust is still in place, but finishes just after the centre muffler under the car and then is directed out to each side. Even just simply removing the back boxes has made this car a lot louder than standard.

I knew the car had no MOT, and in fact no MOT details show up on the online checker, meaning it was off the road at least before 2005 until it was modified for Curfew. I’m expecting some work to get it back on the road and I’m planning a few modifications of my own. We tried starting it this morning and though it was turning over fine, it just wasn’t firing. Fortunately cleaning the spark plugs helped and while it was initially running rough, it soon cleared itself out and started running a lot better, so its safe to assume it might have been sitting for a while.

Whilst moving it around we’ve also discovered that you can’t currently engage first gear or reverse, so the clutch needs some attention at least. The steering is also very heavy and the brakes seem to be pretty weak, even though the hydraulic handbrake works fine (which could suggest that the rear brakes only operate via the hand lever), so I’ll be curious to see how it has been modified once we get it up in the air on Monday.

The paint job actually isn’t too terrible, if you don’t consider they painted over the reversing lights and didn’t mask up properly, so the underside of the car is tinged green. It isn’t a huge issue as the car might end up having a colour change….and this time it will be stripped bare to do so. On another note if anyone knows how I could remove interior paint from leather it might come in useful. I don’t find the green interior particularly offensive and I’m no fan of grey leather which you can see peeking through in places, but it would be nice to have the option.

A manual, V12 Jaguar that was driven by Sean Bean in a TV show. Can you really blame me for buying it?!
Yeah…..the interior is a bit trashy, but we can change that (the eyes of the snake head gear stick light up and flash – MAXIMUM TACKINESS!)
Just look at those arches!
I think this fuel tank is good for around 10 miles. I’m not kidding we had it idling for around 10 minutes and it drank half a tank.
Did you even notice there were cars in the background? or a building?!
More beast than beauty at the moment…
All Jags should have a slightly murderous quality, shouldn’t they?


The white Gordini

There is nothing quite like driving a ‘new’ car for the first time, and this time the car in question is from a very short list of cars that I haven’t heard my Dad say ‘I’ve driven one of those’ or ‘I used to own one of those’. This is even more impressive given the fact that he used to be a Renault mechanic in his youth and is something of a Renault nut.

We collected this Gordini yesterday afternoon after purchasing it over the phone at Anglia Car Auction’s most recent classic car auction on Saturday. I’d been to view the car the day before the auction and whilst the description listed it as having an MOT, it did look a little sorry for itself, with plenty of surface corrosion all over the body and inner wings. Despite this the car appeared to be quite solid, with only a couple of small holes that I’ve spotted so far. I did the unthinkable at an auction and left without hearing the car run or checking the paperwork, although I already knew that we were interested in buying the car just for the sheer rarity.

This is the second Renault 17 Gordini that we’ve bought, with the first being the green example that we bought at a CCA auction nearly two years ago. When we bought that car it was described as being one of only two known examples of a RHD R17 Gordini left in the UK. That car was a one owner car that hadn’t been on the road since the 90s and was a non running example. It now runs but in the intervening period its been a project that has been tinkered with in between other work and hasn’t been on the road, and we’ve been debating whether to restore it fully or just to tidy it and preserve some of its originality.

This isn’t the first time we’ve bought a car from ACA and risked driving it home, and I can remember plenty of journeys home in a wide variety of cars (although we had usually seen them run through the auction earlier the same day and knew that they were running, driving, and the old man had a good chance to listen how healthily they were running). One of my favourites was probably the BMW 1602 which is one of the most enjoyable cars I have ever driven. Usually the cars have little fuel and we stop at the nearby petrol station to fill up, which also gives us a chance to decide if the car is driving correctly and running well enough to make it home. In this case we had half a tank of fuel and considering how well it started, we decided just to stop at the half way point to home, where we leave the B-roads and join the A11. Fortunately we got there with no issues, and the little Renault appeared to be driving very well.

At this point we swapped over and I got a chance to drive after figuring out the switch arrangement (which makes a great deal of your controls available to your right hand without removing it from the steering wheel). The knob to turn up the dash lights has been snapped off so I would be driving without being able to see the instruments, though luckily I was being followed home and we agreed that he would flash his headlights if I went near 70mph. The steering wheel is large but feels slim (though more solid than some similarly aged cars), and slightly squidgy. The lack of PAS isn’t bothersome and once the car is rolling the steering feels smooth. The pedals are reasonably positioned although the brake pedal is set quite high and requires a little adjustment from the driver for smoother progression. The brakes themselves had more bite than I was expecting, which is a pleasant surprise when driving an old car (especially one that is relatively unknown to you).  Though this car is badged as an injection model, it is fitted with a carburettor and the fuel injection set up is in the boot, along with a box of other parts. We’ll investigate this at a later date along with the other restorative works that need to be completed.

Mostly I kept the speed fairly low and stuck with the HGVs during my trip down the M11, and the car quite happily settled down. When pushing on a little more the Renault proved to be happy with motorway speeds, and provided more acceleration than I expected it to. The engine of this car feels very strong and happy to rev, which is always pleasant.

My driving experience was mostly on the M11 and M25, so I didn’t get to fully experience the driving characteristics of the car, but I did leave the motorway a junction early to take the back roads for the last leg of the journey. Whilst not a B-road ‘weapon’, the little R17 proved to be very enjoyable to drive on a country lane. It still needs to be handled with care and corners approached with caution as any old car does, but it is still a car that is capable of being enjoyed fully at reasonable speeds. If I needed any more convincing I’ve spent most of today itching to go out and drive, and that tells me all I need to know about how much I like this car.

A very rare badge these days. One of only a few RHD cars still surviving.


A brief pitstop, but Starbucks was closed early.
Unlike most of our cars, this one isn’t a heavy drinker
Such a stylish interior, and those seats are very comfortable!
The radio works! Pretty sure the radio station was from the same period as the car though!

NCM Auctions: How not to buy a barn find

As anyone who follows me on Twitter or Instagram may know, yesterday I had the interesting experience of attending the NCM 135 lot ‘barn find’ classic car auction near Preston, which has received quite a lot of online attention in recent weeks. After a 4 hour plus journey, parking in a field so boggy it could only be in the North (if you think I’m kidding there were whole fields flooded under more than a foot of water less than 2 miles away), and having a little laugh at some other attendees who had pristine white trainers that were totally unsuitable for mud, we finally got to register for the auction and see if the cars were quite as bad as we thought they might be.

*In the midst of all this I will add that the NCM staff were absolutely great and very friendly. Based on the conversation we had with the gentleman overseeing the parking they are quite new to auctioning (of this type at least) and had had over 1M hits online for this auction. He also spotted us getting stuck in the field on the way out and used a tractor to pull us out, without us having to go looking for someone to help – which truly made a huge difference at the end of the day*

A few of the cars were inside a new built barn with a large amount of seating (listen up other auction houses who are so stingy with chairs!) and the rest of the cars were crammed out back, some with only a few inches between them – not really suitable for inspecting rusty old cars. Rather unsurprisingly, the photos made the cars appear a great deal more presentable than they actually were, with a large proportion of the cars only worth being broken for parts. We had a brief look around and concluded that very few of the cars we had hoped would be ok actually were, and that it was pretty unlikely that we would be bidding.

With a buyer’s premium of 20% plus VAT (and an extra 1% or 2% for online bidders I think), I was curious to see whether there would be little interest or if auction fever would take over. I don’t know the reason for such a high buyer’s premium, but two viable reasons could be that:

1/ The auction house didn’t think that the cars would make much money given their general condition

2/ The single vendor wasn’t paying any commission

The rumoured back story to this auction is that it was a single collection of cars owned by a man and his wife. There was a divorce (around 2010 I think), and the wife got the cars, and there has been legal wrangling since then. This could also explain the deteriorated condition of most of the cars and the fact that not a single one of them had any paperwork with it.

As you can see from my Twitter feed and other various sources online, the bidding went absolutely crazy in a way that is rare to see. At one point near the end of the auction I saw a man up on the rostrum (so I can only assume he was auction staff) laughing and shaking his head in disbelief at the price being achieved on one of the cars. I truly hope that the many online bidders who bought cars from this auction actually went and viewed them beforehand, as they will be in for a few shocks. I cannot see why the prices achieved went as high as they did for a good proportion of cars, but I believe it can be attributed to a few factors, which includes:

  • Inexperienced bidders
  • Online bidders who didn’t view the cars
  • Google experts (the ones who find the highest possible price for a particular car ever, so this must be a bargain)
  • General auction fever

Obviously I could very easily be wrong, and I completely missed what other people were seeing, but I very much doubt it. This auction is also not a sign that the market is on its way back up, it is absolutely an anomaly, and I would still never advise anyone to buy a car for investment purchases.

In relation to buying a barn find car, my simple advice is this…..don’t. Barn find cars are often seen as an easy and cheap way into classic car ownership.  They’re not. In this sort of bracket where a classic car is worth under £20k in good condition (and even far in excess of that figure), there is a very strong possibility you will lose a lot of money in restoring it. It is a time intensive process and nothing is truly cheap anymore, especially old car parts and specialist labour. For those people who enjoy working on their cars, there is still a chance to do that with a good condition example, as any old car will require upkeep. If you do decide to restore your own car then please research it as much as you possibly can. Speak to people who have restored their own cars, consider whether you have the time and skills to complete the sort of work needed, and if you don’t, consider if you have the time, money and patience for someone else to restore it for you. Inspecting a car prior to purchase is an incredibly valuable tool, and one that couldn’t be reasonably exercised at this auction.

Below is a short walk around video of the auction and a few of my photos with the prices the cars achieved.

A Jaguar XJ-S 3.6 with a Monaco bodykit. Sold for £500 plus 24% commission to an online bidder
A Daimler Double Six Vanden Plan with a fair amount of rot around the rear screen at least. Sold for £1,700 plus 24% commission to an online bidder.
A Jaguar XJ-C 4.2. A rare car but with a lot of rot. Sold for £3,400 plus 24% to a bidder in the room
A BMW 750 Hartge (or not, as it might turn out). Sold for £6,000 plus 24% commission to a bidder in the room
This E-Type coupe was a LHD auto
This Alfa Romeo could have been described as a Flintstones car. Still made over £6,000 plus 24% commission
Just a few of the lots on sale
I’m a big fan of the Mercedes SEC, especially in 560 flavour. I’ve got a feeling this car is hiding a few problems. Sold for £3,800 plus 24% commission
This 928 was described as able to start from a jump pack. Sold for £9,200 plus 24% commission to an online bidder. You could buy a running, driving, MOTd car with history for less.
From memory this Jensen (sans bonnet) made around £12,500 plus 24% commission
A funky little car, no idea what it made though
Loved this car, but didn’t stay right to the end to see what it sold for.
This 996 has no keys and has been off the road for over a decade. It sold for £7,800 plus 24% to a bidder in the room. Again, you can buy a good one with history and known running condition for similar money.
This Range Rover with Carmichael conversion (possibly) sold for £10,000 plus 24% commission
This Lancia Fulvia will either be used for parts or as a ringing kit. Sold for £1200 plus 24% commission to an online bidder.
This auto BMW 635 CSI sold for £5,200 plus commission
This Lancia was possibly one of the only good buys of the auction, and I’m still kicking myself for not bidding. No engine with it, but sold for £3,800 plus 24% commission. More solid than 95% of the other cars there!
This Trident sold for £3,800 plus 24% commission
This Range Rover 3dr sold for £13,500 plus 24%. Barmy!
This Opel Monza sold for £750 plus 24% commission to a bidder in the hall
This Daimler Sovereign Coupe 4.2 sold for £2,800 plus. 24% commission to an online bidder.

Project Update: MK2 Escort RS2000 X-Pack – It’s home!

It has been a long time since I’ve seen the Escort in our workshop, and its certainly helping to brighten up the place (especially with the grim weather that has arrived recently). The paintwork has now been completed and it has provided quite the transformation, which can be seen in the earlier posts about this car.

Now we’re going to start building the car back up, which includes plenty of decisions as to how we plan to modify this car just enough to make it stand out from the crowd. The progress from now might seem even slower, but all of the detail work will take time and most of what will go into this car won’t make as large a visual impact as having it painted has.


Project Update: MK2 Escort RS2000 X-Pack

Progress on the Escort has finally been moving in the right direction and over the past few weeks I’ve been visiting the bodyshop to monitor progress and make a few decisions on detail items about the paintwork.

I had absolutely no hesitation in deciding that the car was to be repainted in Daytona Yellow. Not only am I a big fan of yellow cars, but I thought it would be much more interesting than the pretty horrendous green the car was previously painted with or its original colour of red. I wanted the car to stand out and I’m very pleased to have seen the car progress over recent weeks and I’ve also seen its character change dramatically.


I managed to source an original RS2000 bonnet from a car that had just been broken for parts, and it was one that was the same colour as this car originally left the factory in (without the X-pack kit). The bonnet that came with the car when I bought it was fibreglass, which was slightly rippled as well has having NACA duct shaped holes cut in it, so choosing to replace it with a metal bonnet was an easy decision. The grille section of the kit had also been removed previously though fortunately the bodyshop were able to reattach it, and this made a huge step on the journey to making the car look like it should again. There was a lot of work undertaken to ensure the shut lines around the bonnet were correct and the top section of the kit had to be lifted and smoothed so that there wasn’t a large gap between the panels.

The car then underwent more bodywork before being spray filler-ed to achieve the best results for the fibreglass parts, and judging by the final finish this was a very worthy extra expenditure. The interior of the car, engine bay and boot were then painted, and it was nice to visit just after this point and take a couple more photos.  I’d seen the car just before any paint was applied and it was the first time that I had seen the car in one colour, but seeing it as it was in the photos above was even more exciting.

Last week an unexpected email arrived in my inbox and it contained these photos of the car in the paint booth, freshly painted and looking even better than I could have hoped. These photos were a confirmation that yellow was the right choice to make, as it will allow it to have a pleasant blend of originality and modification (along with my fascination for yellow cars).

Just yesterday I went to make the final decisions for the bumper and grille surround (which will be painted black). This was the first time I’ve seen the car with the doors, boot lid and bonnet back in place since it has been painted. The car is finally starting to look like a car again and match up expectations I have for it. Next week I should be able to provide photos with the detail work painted.