ME AND MY CAR/MOTORCYCLE No.16MORGAN 3 WHEELEROWNER: PETER DRON

Peter Dron bought his Morgan 3 Wheeler in 2013, and then decided to write a book about the new 3 Wheelers, which is now available.

"Once you have reached a certain age, it is important to do at least one daft thing per year. Thus, in 2013, I bought a Morgan 3 Wheeler: the new model that had entered production in 2012.
For 2014, I wrote my book about how Morgan returned to making three-wheelers. I related in detail the various development problems – severe bump steer, fractured chassis, failed compensators, cracked exhaust pipes, fried voltage regulators, shredded timing belts, worn-out drive sprockets, screaming bevel boxes, and so on.

My M3W left the factory in September 2014, by which time the chassis tubes had been strengthened and braced (further stiffening has since been incorporated), and it had the interim ‘Mk 2’ compensator, far better than the original type but not nearly as good as the apparently bombproof CENTA unit now fitted.
Some owners did not mind the bump steer. I certainly did, so I had the so-called ‘comfort pack’ fitted. The comforting thing about it is that it allows you to stay on the black stuff.
I was dealt my share of grief. I had to replace two voltage regulators – and, consequently, two batteries. The most serious failure occurred when the crankshaft pulley retaining bolt worked loose, destroying the timing belt. This was inconvenient but not disastrous, as the engine is of the ‘non-interference’ type.

All the aggravation arose from the rush into production, and many M3W owners have acted as development testers. The latest versions are far more reliable than mine, which was itself a vast improvement over earlier examples.
You still have to be borderline barking to buy an M3W. This is motoring at its most basic: there are no doors, no heater and no weather protection, while luggage capacity is minimal. The engine makes a deafening row, and there are all sorts of other weird and worrying noises. If you do not feel vulnerable when you clamber into this wild little machine, you have limited imagination. But what visceral fun it is to drive! It may not be quite as rapid as the claimed performance figures, but it certainly feels fast.
I use the past tense in relation to mine, because I recently sold it. I am about to take delivery of a brand-new Morgan 4/4. Perhaps that is this year’s act of mild lunacy. I enjoyed owning a Morgan 3 Wheeler."
– Peter Dron

ME AND MY CAR/MOTORCYCLE No.15PORSCHE 924 CARRERA GTOWNER: ROY SMITH

Porsche 924 Carrera GT, owned by Roy Smith is a fitting 'me and my car' subject with Roy's exciting book on the 924 Carrera coming soon.

"It is a source of great satisfaction to be the lucky owner of an original Carrera 924 GT, one of the rarest of Porsche products – most of the marque's cars had much longer production runs. That mine is one of 400 homologation specials built so Porsche could run the car in the GT class at the 1981 Le Mans 24 Hours adds a special pleasure.

"All the road-testers at the time rated the 924 Carrera GT as one of the best-handling cars produced by Porsche. With 210bhp, a top speed of 148mph, and near 50/50 weight balance, it is something special. No less a figure than Jurgen Barth said: "It is a special car and can hold its own in the handling department, as well as many of today's super Porsches." That it is over 30 years old, still turns heads, runs 100mph+ with ease (though with respect to its age I don't push the original engine too hard), is unmodified, and looks like a million dollars in the shiny stakes, are all the reasons I own it. It is easy to live with, uses little fuel, starts first time, and just look at the way the values are rising – all the reasons why I like it so much! If you get the chance, don't hesitate. Buy one."
Roy Smith

Do you have an interesting vehicle with a story to tell? We want to see it! Email photos & description here & we'll pick one a month to feature in our monthly newsletter & here on the Veloce Blog.

Available now!
The Porsche 924 Carrera - evolution to excellence
By Roy Smith
Forewords by Norbert Singer, Jürgen Barth & Derek Bell.

The 924 Carrera was a homologation model built to qualify the 924 model to race in Group 4. One of the great supercars of the 1980s, the 924 Carrera was considered by many to have better handling characteristics than Porsche’s flagship 911. The book features interviews with many of those involved with the car at the time together with race stories, statistics, and a unique exposé of component failures during racing. More info.

ME AND MY CAR/MOTORCYCLE #141946 STANDARD EIGHT TOUREROWNED BY SIMON GOLDSWORTHY

Simon Goldsworthy, editor of MG Enthusiast magazine tells us about his current barn find project.

I hadn't really been looking for a project on quite this scale, but I had been on the lookout for a Standard Flying Eight Tourer for a couple of years, and had already been gazumped on one and out-bid on another. So when I was offered this project by a friend, I decided to give it a go. The car itself is a 1946 Eight Tourer (Standard dropped the 'Flying' name after the war), and it had been dismantled a decade ago by the previous owner, who sadly passed away before getting much further.

As they always are, the car was a mixture of good and bad. It had been sitting without any paint for a decade and so was covered with surface rust, but on the plus side the basic structure was remarkably sound. The serious rot seemed confined to the sills and the B-post bottoms, plus a bit along the outer edges of the inner wheelarches. On the other hand, the wings, doors, bonnet and radiator shroud – whilst also covered in surface rust – were remarkably good, and the engine and gearbox were complete and very clean in another part of the garage.

One of the reasons that persuaded me to take the project on was that my eldest son wanted to help restore a car to learn how they work. He has never shown any interest before, but the fact that he was about to turn 17 and start learning to drive must have played a part in this transformation. I am not naive enough to believe that his enthusiasm will last the length of a project like this, but the chance to pass on a bit of practical knowledge made me take the plunge.

I brought all of the dismantled Standard parts back to Lincolnshire and arranged to have the rolling chassis, body tub and engine/gearbox transported here professionally. Trying to decide what belonged to the Standard and what belonged to something else in the vendor's garage was far from easy, but Paul (the previous owner's son) and I gradually worked our way through the various piles and made our best guesses. And there were some real treasures among the rusty and rotten relics that only reinforced my belief that I had done the right thing. For example, a lot of the brightwork had already been rechromed, there were four new and unused tyres, the steering wheel had been professionally recoated, and there were two sets of wings to choose from. The seats and hood were also there, probably beyond saving but very useful to have as patterns.

Since getting everything home to my own garage, initial progress has been quite rapid, thanks to the enlistment of some professional help to take it back to bare metal. I braced the body, and having roped in all my kids (Ben, 17, Max, 15, and Megan, 12) to assist, we lifted it off the chassis. This was then sent away for grit blasting, the body and panels following shortly afterwards. So now we have started building the suspension back up, and are about to send it off to my brother for some new ash framing. The work is being detailed in Triumph World magazine, which is an added incentive to keep up progress. Initially I had planned on taking two years, but right now I am hopeful of having it back on the road in one.

Are you working on a car/motorcycle or restoration? Leave a comment!

ME AND MY CAR/MOTORCYCLE #13

The Yamaha Ténéré – just perfect for riding around the world!



A few years ago I was fortunate enough to have a sabbatical approved at work, and decided that I would ride around the world: yep; just like that!

My relationship with the Yamaha Ténéré began in 2008 when we met in a Yamaha showroom in Sheffield. My existing bike – an almost-new Yamaha Fazer – waited nervously in the carpark as I went inside. If I was really going to head off around the world I needed more of a utility vehicle. Transportation sorted, I left Preston, Lancashire and headed for the EuroTunnel.

The two bikes are completely different to ride, as those who ride will know, but a pleasant surprise was the Ténéré’s height. Fully loaded, a little altitude is lost (couple of centimetres, maybe) but when riding in Indonesian cities, for example, I found that the bike’s height gave essential additional visibility, enabling me to see above and beyond the heavy traffic and dense packs of scooter riders which clogged the roads.

And there’s one in every city: a Yamaha dealer, that is. Okay, maybe that’s a bit of an exaggeration, but when I did experience any issues with the bike, or needed scheduled maintenance, it’s fair to say that a Yamaha dealer was never far away. I left the UK with a parts list detailing order codes, and was pretty confident that I could get what I needed along the way. I visited official Yamaha dealers in Italy, Russia, Australia, Argentina, Mexico and the USA: some for a standard service; others for general wear and tear as a result of the journey. This may give the impression that I had problems with the bike, but the truth is that the Ténéré made the world ride seem easy, and more often than not out-performed its rider, getting me out of trouble on more than one occasion.

Our round-the-world adventure lasted for a year, and we covered 42,000 miles; crossed 6 continents; visited 35 countries; did 9 oil changes and got through 3 sets of tyres (one set of tyres got us from the UK to Darwin, Australia!). The bike was ridden daily and seemed to improve as it ate up the miles: this is some machine, I can tell you, which really will get you anywhere you want.



Precisely fifty-two weeks after we started out in August 2009, I was bumbling back up the M1 after completing a 42,000-mile lap of the globe. Over a few cups of tea with friends, we flicked through the photos, notes and videos, and the content of a book came together.

The Real Way Round is my personal pictorial diary of a once-in-a-lifetime motorcycle trip across 35 countries on a Yamaha Ténéré XT660, and a practical guide to motorcycling round the world: what to do first. what to plan for, and how to cope with the unexpected. It also includes details of bike modifications, route maps, points of interest, and practical guidance on freighting your bike. The scenery and experiences along the way ranged from fantastic to frightening, and I wouldn’t have missed a moment of any of it. Nearly 700 stunning, inspirational photos of the places, people and events of our wonderful world will make you want to get out there and experience them for yourself.

My best tip for a trip like this? Get off the bike and meet the locals; this is the true secret to making a journey like this a success. Solo riders (and even couples) are generally warmly welcomed: enjoy the ride, the people and the places of the world. So, what are you waiting for ...?
Jonathan Yates

PS A true Trojan, the Ténéré is still going strong after clocking up 56,000 miles. In April 2013 I did a tour to Morocco, three years after returning from the global trip, and the bike was still as punchy as ever. What a star!

Coming soon from Veloce!
The Real Way Round - 1 year, 1 motorcycle, 1 man, 6 continents, 35 countries, 42,000 miles, 9 oil changes, 3 sets of tyres, and loads more ... by Jonathan Yates.

This book captures one man’s real experience motorcycling around the globe – no back up teams, no spare bikes, no film crews. 42,000 miles through 35 countries, seeing amazing things, meeting fascinating people, experiencing different cultures and coping with extremely challenging conditions.
This book is not only proof anyone can do it, but also a guide as to how to do it. It is not a technical guide, but rather a broad-brush approach covering some of the key tasks needed to plan and complete a similar trip yourself. With dozens of inspirational photos of stunning scenery and intense experiences, plus an informal, straightforward commentary, this is an eye-opening and practical account of biking around the world. More info.

ME AND MY CAR/MOTORCYCLE #12

This month's feature comes courtesy of Afshin Behnia (Los Angeles, California) with his Alfa Romeo 8C Competizione. Afshin is CEO at the rapidly growing company Petrolicious. If you haven't seen any of its videos yet, be sure to take a look! This article previously appeared on Afshin's blog Alfalicio.us. Click here to read the full story.


8C by the sea
We all have regrets in life. Some are small, others bigger. Some of us have that one major regret – that one Big Mistake which we wish we could go back in time and correct. And it often involves love, lust, or both.

Sometime in 2003, Alfa Romeo, which had been mostly absent from any news coverage in the US since 1995, was suddenly on the cover of all the auto magazines and blogs with photos of its stunning new, outrageously gorgeous 8C Competizione Concept. It was pure sex on wheels. Alfisti all over the world, or anyone with a pulse for that matter, immediately lusted after it. It instantly sparked new life, energy, and interest in this great marque. I had to have it. No, I needed it!
Unlike many concepts, it wasn’t trying too hard to be some overly-designed teenage science fiction vision of the future. Nor was it just a rehashed version of a design that was visionary some 30 years ago, but bastardized for today’s market. Instead, it was simple, yet different than anything else out there. All the lines just worked. One look and your heart beat went up. It was a modern classic. With no Alfa Romeo or Fiat dealerships in the US, I did the next best thing: I walked into my local Ferrari dealer and inquired about the 8C. They had absolutely no information about it, but they took down my name in case they heard anything. A couple of years passed, and Alfa Romeo was still promising to produce the 8C, and I continued to check in with the Ferrari dealer every once in a while. My tenacity paid off and in early 2008 I received the call from the Ferrari dealership informing me that it had a spot available for the upcoming Alfa Romeo 8C Competizione. I pulled the trigger and placed my order. It took about eight months for my 8C to finally arrive, and during that eternity I fantasized about what the 8C would be like. I daydreamed about driving it down my favorite roads. I tried to imagine how it would behave on the track. But what I mostly romanticized was driving up the Pacific Coast Highway to Big Sur in the 8C with the girl that I wanted to spend the rest of my life with. To me, this seemed like an adventure where everything would come together to create the perfect, most memorable experience: the sheer beauty of the rugged California coast, the high-speed curved highway tracing the sea, the jaw-dropping looks of the 8C and its furious power, and, of course, the girl that I love, sitting at my side, together sharing these delights of the senses. There was only one problem. My Big Mistake in life was in the way: I had foolishly broken up with her the previous year.
A few months later, I finally wised-up and decided that I needed to focus all my efforts and attention on correcting this Big Mistake, and I embarked upon a massive campaign to win back the love of my life. To make this difficult endeavor even more challenging was the fact that she lived almost 6000 miles away in her hometown of Milan, the birthplace of Alfa Romeo. Without going into the embarrassing personal details of this international media blitz, suffice to say that after several months of perseverance, I was finally able to convince her to give me another chance. I then planned the dream voyage with her that I had dreamed of: the drive along PCH to Big Sur in August of 2010, the centenary of Alfa Romeo.


The 8C seems to be so perfectly matched for this road trip. I don’t think it’s a coincidence that Alfa Romeo chose to use this exact road and destination as the setting of its official promo video. The 8C really has a split personality of both a sports car and a Grand Tourer, while the Competizione in the name is rather a misnomer. As much as it seems to be begging me to take it on the track and let it loose, I just don’t see the 8C as a competition car. But what the 8C might lack in track composure, it makes up for by thrilling you with its engaging driving experience. On the highway, the 8C is extremely well composed and sure-footed, even at double the legal speed limit. Sixth gear is mostly useless at US-legal speeds, and I spent most of the trip up the PCH in fifth gear. For those times when driving along at around 60mph stuck behind a row of slow-moving cars, downshifting to fourth launches the 8C so quickly that you can swallow up several cars ahead in one quick shot, favouring them with one of the most impressive and awe-inspiring engine notes ever heard.
One of my favorite parts of this trip is the hill climb over the cliffs in Big Sur. Here, the road is twisty, narrow, and single-lane in each direction, with stunning views of the ocean to the west. For the stretches where you are lucky to not be behind any slow cars, pushing the 8C is a richly rewarding experience. In Sport Mode, the electronic traction control allows you to get the tail loose just enough to keep you focused on what you’re doing. And the ridiculously large brakes mean that you can approach those hairpin turns high above the sea cliffs at frightening speed with the confidence that you can vanquish all that momentum in a fraction of a second right before the turn in. In most cases, though, you’ll reach your passenger’s comfort limit way before that of the 8C.


The drive up set the tone for the remainder of our trip, and in the days ahead we reveled in the natural beauty and flavors of Big Sur, Carmel, and Sonoma, while being thrilled by the sights, sounds and g-forces offered by the 8C. All the crazy expectations I had created in my daydreams about this trip paled in comparison to the delicious reality of it. The following year, I wanted to repeat the experience, and planned a similar but shorter trip. Instead of Big Sur, this time we stayed in Carmel-by-the-Sea, a ridiculously charming town despite its somewhat tacky main street boasting galleries for 'artists' like Thomas Kinkaid. During this week of historic car events, all the town’s stores are decorated with some kind of car theme, and around every corner you’re sure to find some rare vintage automobile.
I approached that year’s trip with much fewer expectations, and though we had done the trip before, the pleasures and marvels we experienced, both from the 8C and the trip as a whole, still exceeded those of previous trips. But even the most enchanting hike in Big Sur, the beautiful white sandy beaches of Carmel, and the exhilarating moments in the 8C are all a distant second to the best part of this particular trip. You see, I embarked on that trip with my girlfriend and returned home with my fiancée.
Afshin Behnia

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ME AND MY CAR/MOTORCYCLE #11

Johnny Tipler joins in the fun this month in this 11th 'Me and my car' feature, and tells us how he fell in love with his Porsche 911 (964) C2, or 'Peppermint Pig' as he likes to call it. Johnny is a well-respected motoring journalist and author of the first-ever Veloce book Alfa Romeo Giulia GT & GTA (first published in 1991), going on to write four more books for Veloce: Alfa Romeo Berlinas (Saloons/Sedans), Fiat & Abarth 124 Spider & Coupe, Mini – The Real Thing! & La Carrera Panamericana. All are sold out and hard to come by now. Good news, though: in 2013, Johnny is back! A revised & enlarged new edition of the Alfa Romeo Giulia GT & GTA book will be published by Veloce later in the year ...

We've seen all sorts in this monthly feature and it has become an enjoyable part of our blog as we simply love the enthusiasm our readership has for anything on wheels that's a little bit leftfield. Please keep your entries coming in, and you never know, it could be YOU in this space next month!

"The Peppermint Pig is a 1991 Porsche 964 C2, bought in 2005 from Roock Racing at Leverkusen, north of Cologne. I’d gone to interview Michael Roock, patron of the eponymous racing team (GT2 winner at Le Mans in 1995, etc) for 911 & Porsche World magazine, and studiously avoided eye contact with the mint green 911 centre stage in his exotica-packed showroom. After the interview I couldn’t resist taking a closer look at what I’d assumed from its low-slung demeanour was an RS, and noted it had a sunroof and rear seats, which are normally absent on RSs. Only then did I look at the windscreen blurb, and was pleasantly surprised to read it was a regular C2, albeit one with attitude. The pound was strong, the euro weak; Roock offered to repatriate my LHD 3.2 Carrera, which I’d arrived in, and the deal was done.

It had been love at first sight, and though plaudits are manifold, the mint green hue and black Cup wheelsaren’t to everyone’s taste. A common reaction is, 'how could someone paint a Porsche that colour?' though it was on the standard colour chart in 1990 and 1991, and not even a special order. Plenty of people like to have their picture taken with the car, though, and I’ve overheard boy racers discussing its merits with surprising gravity.
In winter I run it on Nokian tyres, though it’s mostly on Continental ContiSports. Three years ago when I first started using the winter tyres I converted to 16in D-90 alloy wheels rather than the 17in Cups, and found the car’s behaviour transformed: its handling is much more vivacious and entertaining, and during a brief spell back on the Cup wheels I couldn’t wait to refit the (slightly) smaller wheels and tyres.

The Peppermint Pig served on the school run for several years, a daily 80-mile round trip, mostly on B-roads and country lanes, a duty rendered pleasurable because of the Peppermint Pig. I’ve also driven it to countless Continental race meetings I’ve been covering, such as Classic Le Mans, Monte Carlo Historic Rally, Mille Miglia, Nürburgring Old Timer and Ennstal Classic, plus feature venues such as Ruf near Munich and a succession of Abbeville trackdays, not to mention visits to UK circuits and specialists. We have a house in Portugal and it’s taken us there too, suffering the indignity of a top box en route! All that added up to 315,000km (196,000 miles), and the engine was starting to use a lot of oil. I’d been impressed by the methodology and dedication of 911 Motorsport mechanics tending their patron’s 911s at the Abbeville trackdays, and booked the car in for a major overhaul. The task was carried out over four weeks by Mike van Dingenen, who handed over a pristine 964 with virtually a brand new engine. The transformation was amazing: it was now much more responsive, with a sharper engine note; acceleration was instantaneous rather than lethargic, and though it’s still running in, it’s obvious that its original performance has been restored.
Every journey, near or far, the Peppermint Pig is great company, and now there’s a new spring in its step."
Johnny Tipler

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ME AND MY CAR/MOTORCYCLE #10

We have a very special entry this month from Giovanni Vallini from Pisa, Italy, with his restored 1966 Alfa Romeo Giulia GTC. Giovanni selected a copy of BSA 500 & 650 Twins - The Essential Buyer's Guide as his prize. Please keep your entries coming in, and you never know, it could be YOU in this space next month!

Vintage car meeting at Abetone (PT), Tuscan Appennine Mountains, 2010

The Giulia Gran Tourismo Cabriolet is basically a Giulia Sprint GT without the hard top. Approximately 900 GTC were built and only 80 right hand drive versions. This very rare car appeared on page 25 of Veloce's first book Alfa Romeo Giulia Coupe GT & GTA (Enlarged & revised 3rd edition coming soon) by John Tipler. It also appeared on the Veloce blog in 2010.

"I came across this Giulia GTC previously belonging to one Mr Spitzel while browsing the website of Car and Classic during the Christmas 2006 holiday. It was love at first sight! I made arrangements with the London-based seller to meet at Ascheberg in Germany, to where the car was transported by the owner. There, I loaded the Giulia GTC onto a truck, driven by myself. The car looked to be in a state far worse than the description suggested, and immediately I realized that its restoration would be very expensive. I brought the car back to Italy, but couldn't start the restoration project until spring 2008. Finally, in September 2009, the Giulia GTC was ready to 'race' again on the road. Meanwhile, all the procedures for its cancellation from the British register and new registration in Italy had been accomplished.

The restoration work was done with the intent of leaving the components in their original condition as much as possible, only intervening heavily – of course – in the reconstruction of the rotten parts. As far as the color is concerned, account was taken of the original paint still present on the floor pans under the mat, unaltered by sunlight or other types of decay.
With the car restored, I undertook my first long trip: attending the meeting for the 100th anniversary of Alfa Romeo in Milan in June 2010. In front of the Castello Sforzesco, my Giulia GTC was the subject of great attention not only from an audience of connoisseurs, but even from people who never had seen a Giulia GTC before. Nowadays I enjoy the unmistakable roar of the engine of my Giulia GTC at weekends, when the weather is nice. Seeing me at the wheel, people wonder how I can so easily drive a RHD car. Many, I’m sure, even believe that, due to the badges of the British motoring clubs (RAC and AA) on the front grille and a GB plate fixed to the back, an eccentric English gentleman is driving, descending upon the roads of the Italian peninsula to 'breathe the sun' aboard a strange Alfa Romeo convertible … or better, cabriolet (which the 'C' of 'GTC' was actually intended to mean)."
Giovanni Vallini
Pisa

2008-2009 restoration work by Paolo Bianchi (Ponsacco, PI, Italy).

Do you have an interesting car/motorcycle with a story to tell?
We want to see it! Send photos & description to prize@veloce.co.uk
We will pick one a month, and any we feature will win an Essential Buyer's Guide (worth £9.99 / $19.95) of your choice.
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ME AND MY CAR/MOTORCYCLE #9

This month's entry comes courtesy of MG Enthusiast magazine, who very kindly sent us this entry from Bob Featherstone, with his impeccable-looking MGB roadster. Bob wins a copy of MG MGB & MGB GT - The Essential Buyer's Guide for his efforts. Please keep your entries coming in, and you never know, it could be YOU in this space next month!

Bob Featherstone, three years the Chairman of the Exeter Area MGOC, likes his MGB to be original, but that does not mean 'as it left the factory'...

"I am a bit of a romantic about my MGB Roadster. I am not a purist by any means, but I do enjoy my car being ‘original’ – not in the sense of ‘as-built’ but in the ‘unique’ meaning of the word. If you just look at a row of MGBs, you can tell that over the years each car has slightly changed. Each one will sit slightly differently and just look back at you in its own distinctive way. After all, they vary in age from just over 30 years old to 50 and their ownership histories vary enormously so, they have every right to appear different.
When I saw that Vic Birch was advertising a brand new replacement wing design, it reminded me of Jacques Coune’s design of the Berlinette. The Belgian designer offered MG the chance of a new look coupe version of the MGB roadster in 1964, but the designs were turned down for being too Italian – then MG went instead to the Italian design company, Pininfarina! Coune's car included beautiful, faired-in headlamps and that is exactly what the VeeBee wings have. It was that look which attracted me, although the VeeBeeWing design is certified separately by the Patent Office. I knew right away that I had to have them fitted; the car would still be a classic, yet definitely more individual.

So my first task was to gain approval from my wife Lorraine, followed by confirmation from my usual car mechanic/engineer, Jeremy Board of London Road Garage in Ottery St Mary, Devon, that he would do the job for me. (I'm nott very mechanical!) Those agreements having both been achieved, I then ordered the wings from Vic Birch of VeeBeeWing in Tiptree, Essex.
In almost no time at all the wings were with Jeremy, and I was thinking it would be great to take along my new-look car to Blenheim Palace and the 50th Anniversary of the MGB. Like anything to do with MGs, nothing is straightforward and the job is only for those with bags of experience. Fortunately Jeremy specialises in MGs and looks after many of the Exeter MGOC members’ cars.
My B is a ’77 roadster in shiny black with over 80k on the clock. It had a rebuild in 2007 just before Lorraine and I bought it, and we have tried to improve it slowly year by year. In other words it is a pretty average and normal situation, typical of many MGBs and their owners. But now look at their car. Is it a Sebring? No, the wings have been remodelled and the headlamps have been moved back for a more streamlined look and the cowls are made from PETG, which can withstand high impact, as used in car and motorbike racing. But this is not a competition car, just a handsome head turner.
If you fancy this look on your B or C, roadster or GT, rubber or chrome, you can have the car that MG almostmade – just call Vic Birch. I must say that I have no connection with Vic other than as a satisfied customer, but I do like the result. MGB50 at Blenheim Palace was a rather soggy September Sunday, but at least my ‘new’ MGB was there – and attracting admiring glances." (You can see more on these wings here).

Bob selected MG MGB & MGB GT – The Essential Buyer's Guide by Roger Williams as his prize!

A small investment in this book could save you a fortune ... With the aid of this book's step-by-step expert guidance, you'll discover all you need to know about the car you want to buy. Unique point system will help you to place the cars value in relation to condition. This is an important investment - don't buy a car without this book's help.

More info.





Do you have an interesting car/motorcycle with a story to tell?
We want to see it! Send photos & description to prize@veloce.co.uk
We will pick one a month, and any we feature will win an Essential Buyer's Guide (worth £9.99 / $19.95) of your choice.
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ME AND MY CAR/MOTORCYCLE #8

This month's winner of the Essential Buyer's Guide of his choice is Gabe Gibbany from Harrison, Arkansas USA. Gabe wins a copy of Harley-Davidson Big Twins - The Essential Buyer's Guide for sending us these pictures of his 1949 Harley Pan-Shovel Boneyard Chopper. Please keep your entries coming in, and you never know, it could be YOU in this space next month!

Here's proof that you can build a classy vintage chopper with virtually all used parts hustled up from locals and swap meet finds ...

After selling my 1937 80" ULH Flathead, I was on the search for my next project. I started gathering up some miscellaneous parts for the vision in my head. I knew I was looking for a Pan-Shovel for this build. The only problem was finding one in my price range. The Chopper Gods do exist because I was offered a 49 Pan-Shovel project while pumping gas. Now I was set.

I brought her home and started the total dis-assembly. I completely rebuilt the engine with new bearings, Jim's crank pins and lifters, 9:1 Weisco pistons, Andrews J grind cam and S&S carb. The girder front-end was a local swap meet find and the dual discs on front really help it stop! The engine is linked to a 1936 HD tranny via BDL belt drive in a custom primary cover. The frame is a 1951 HD Wishbone.

I used a Baas Metalcraft seat pan and covered it with a butchered set of saddlebags. All work was done by myself in a backyard shack except the paint, which was courtesy of a good friend, Jim Crabb.

I am currently building a 1918 Harley T, and we are finishing up the wife's 56 Panhead and her "secret" chopper project.
Gabe Gibbany

Gabe selected Harley-Davidson Big Twins – The Essential Buyer’s Guide by Peter Henshaw as his prize!

Having this book in your pocket is just like having a real marque expert by your side. Benefit from the author’s years of Harley-Davidson ownership, learn how to spot a bad bike quickly, and how to assess a promising one like a professional. Get the right bike at the right price!
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Do you have an unusual car/motorcycle with a story to tell?
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ME AND MY CAR/MOTORCYCLE + DOG #7

This month we have a staff entry from Jude Brooks, Veloce co-founder and publisher of the Hubble & Hattie imprint, with her Audi TT. The image below is taken from the brand new book Dogs on wheels – Travelling with your canine companion by Norm Mort & published by Veloce.

Me and my TT

I love my Audi TT – really, really, love it – and you'd never expect that, when you consider that my previous car was a Fiat Seicento ...

Maybe it was something to do with turning 50 (gulp) but I decided to invest some of my hard-earned pension pot in a new car, and, as I'd always liked the look of the original TT – that sexy, voluptuous profile – I surprised everyone (and mostly me) by buying one. And I'm not alone, as, apparently, Britain is Audi's best customer for the TT, which figures.

The first day I had it (the day after my birthday), a friend and I (and my dog, Immie) took off for a drive, ending up in Lyme Regis on the south west coast. Top down, the journey there and back was glorious: I had never driven anything like this before, and how I felt was confirmation I'd made the right choice of car.

A 2001 1.8 Quattro (225) Roadster, my gorgeous girl has silver paintwork with black leather interior and black soft top – and curves that put Marilyn to shame! First shown as a concept car at the 1995 Frankfurt Motor Show, the original generation Audi TT was nominated for the 2000 North American Car of the Year Award, and featured in Car and Driver magazine's Ten Best List for 2000 and 2001. It has a wonderful, substantial feel to it – maybe that's something to do with its German engineering – even though it's quite small overall, and, of course, it goes extremely well, more than delivering on speed (thanks to a 225bhp, front-mounted, transversely-oriented engine); sure-footedness (fully independent suspension), and very precise handling. Quattro four-wheel-drive means that not even six inches of snow on a hill poses a problem. And fuel-wise it's not bad at all, helped, of course, by the fact that I drive very conservatively ...

Unless it's raining, I usually have the top down, which is the only way to drive a car like the TT. The very efficient heater and heated seats ensure that Immie and I stay warm and snug in the cockpit, even in minus temperatures, and a crisp, winter morning is just perfect for a spot of topless motoring!

Immie sits on the passenger seat next to me wherever I go; she wears a special canine harness that attaches to the seatbelt when it's in place, and keeps her safe. I know she feels quite at home in the car as often she will lay flat out across the seat and doze off, only waking when I have to move her head in order to apply the handbrake. And when she sits up, ears flying in the breeze, all you can see from the back are what appear to be two blondes in a sports car having a wonderful time!
Jude Brooks

Do you have an unusual car/motorcycle with a story to tell?
We want to see it! Send photos & description to prize@veloce.co.uk
We will pick one a month, and any we feature will win an Essential Buyer's Guide (worth £9.99 / $19.95) of your choice.
Click below to browse the whole series.
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