An italian lurks in the countryside lamborghini 400 gt 2+2 retro and classic cars

Peter griffiths time retro and classic cars

It is difficult to express in words the feeling of having suddenly found a routine to settle into. A routine which could last for many years in terms of having found a job which will challenge me to grow up properly, pay attention, and concentrate hard because it is what I want to do. The years ahead seem to stretch out in front as the grey ribbon to which so many racing drivers refer. That zone they experience when they get into the comfortable zone on a higher plain of concentration compared to driving through town to a car park. In the zone you’ll find that time slows to a crawl but shoots past quickly and that you look back and find that you actually did get up to a lot of exciting things.

Have you noticed how years pass as days, decades pass as minutes, weekends take aeons to arrive, and deadlines loom and pass whether you hit them or not? I believe Pink Floyd said it best when they blessed us with the tune to which I pay small tribute in the title of this piece. We plan our holidays ahead in detail, we’ve just put a deposit down on two holidays for next year already, and we want to make the most of the weekends which are brilliantly regular.

Since having worked for three years at an inhuman place which took over your life I want to make the most of this glorious amount of time I now have. So I worry about missing out on something because there is so much going on surrounding passions and interests which would turn me grey if that process wasn’t already highly advanced for other reasons. Wait – no – worry is the only reason.

Now, revelations – they don’t come along too often – but this one was a cracker and it was a much welcome relief and that is the realisation that letting go of the worry (which would cripple me if I were not aware of it) is absolutely crucial.

Life has worriers and doers, fuzzy and sharp brains, men and women who, while each annoys the heckins out of the other, would not be able to function without the other for many boring reasons. My beautiful wife is a morning person and I am not. She loves pop trash in print, sound, and cinematic form and I do not love it (only small bits of each). She loves hot and boring holidays where I love interestingly cold and active ones. She is not a worrier and I am a big stupid worrier.

After one year of marriage which has legally capped off a relationship which reaches back to the previous century we are settled into the grey ribbon as far as can be, short of major disaster. This is obviously great and we are both making the most of it but there is a sort of finality to it. After a chaotic Naughties in terms of locations, jobs, education, health and varying fortune, we have settled into the Tens and landed with a bump into the routine of living together. It was definitely a bump; strap yourselves in to the roller-coaster of marriage!

What we have agreed is that we do not want to get bored so we’ve done things about that, but routines have still appeared just in different time-scales. Being a racing driver has already been ruled out, purely on financial grounds you understand; otherwise I’d be chasing Vettel down. Or Matt Neal. The other path is to consider just going all out and getting a different car every year or so depending on whether it’s any good or how expensive it is to keep rolling. Imagine the possibilities! A big old 1980′s Mercedes SEC 500 just flashed past my inner eyes. The Triumph Acclaim on BMW Mini wheels which I met mid-week was annoyingly appealing.

When you’re lusting another car for the fleet, build quality tends to get forgotten.

Surely the variety of such a life of buying cars would satisfy? There is a mine of information to go through, the even more interesting secrets and tricks to their ownership. These two in combination with pursuing the ability to expertly modify each one as it passes through ones hands to pass to the next and preserve for the future generations who have been mentioned here before definitely appeals.

The only barrier to this way of motoring, for me, is my love of the E30 (excluding chrome and cabriolets) and my pledge to always have one in my life. I wish to remain loyal to BMW but fear I may not be able to afford a second car to mess around with at the moment. Many people out there can afford more than one car on their drive, more than one brand-new car, and those people just don’t care about cars. How is that fair?

The BMW E30 Touring love remains

There is at least one website and forum dedicated to each and every vehicle ever made to date, and some that haven’t been made, with so many enthusiastic people out there willing to swap and change parts, offer ideas on styling and open to your own interpretations of what looks good or not. Imagine what you don’t know about the Bristol 411, or the Saab 96! This is near-senseless name-dropping of course but you love it because it is not possible to pin down what one car you would be happy to own forever if there was no question of reliability. This question was posed by one Twitterer and I’ve still not decided. Probably some sort of Lancia Fulvia.

Perhaps a five-year plan might be in order, one hears they are quite popular and work quite well. This way deals with the student debts nicely, and I’m not talking about the loan, it’s the credit cards one gets carried away with and then fail to deal with for five years! That way frees up so much more extra cash and, if living within ones means can be kept in check, that means I can go out and buy a Sunbeam, or a MK4 Escort, or a 1965 Ford Galaxie with the 427ci block. Then at least motoring life gets fascinating and engaging.

The Vauxhall Cavalier might not be an oil painting, but it has the retro appeal on its side.

Unless we get kids.

Jaguar unveils the cx75 concept at the paris motor show 2010 retro and classic cars

Peter griffiths tell me when my light turns green retro and classic cars

Well the national budget cuts have filtered down into local government and only now are they dealing with the roads which have been crumbling since the snows and ice of early 2010. It’s getting pretty wearisome to have to wend and weave amongst the holes and cracks in the tarmacadam of the roads around Reading because, despite owning an exceptional but older car, there are clunks and creaks and rattles which do annoy. You also worry about what’s being loosened and worn excessively such as eyes and ear canals, let alone tail-gates and bushings.

Last year the local councils went around with buckets and spades filling in and patching up holes with loose stuff and tamping it down in half a day with a ‘that’ll do’ attitude borne of the councils not paying them enough to do a proper job. So now we have these other lumps and bumps around the place, as if they have simply inverted the holes which were present, so it is just as annoying.

The next complication is the reason there was a hole in the first place, the road had weakened in that spot so the road around the repair is weak too, which means the hole continues to expand and degrade leaving a halo of a trench around the patch-up half-a-job. Fantastic. This jerks our tyres around, stresses corroded suspension mountings, and tracking is messed up. Thanks, local council money-grubbers.

This always makes me think of the Germans and how they are famed for their autobahns and roads not being half as bad as ours. What is it that makes the difference? Well they built their roads properly in the first place by investing heavily in correct materials, and taking their time getting it done right first time. The obvious logic to this, sorry to point it out, is that it will last longer and so will not need huge expense laying out to repair it. How did they work this out? How did they keep this secret from us in the UK? They must have kept it secret because it’s too good an idea not to copy. Isn’t it?

Ford, when developing the first generation Mondeo, rented various BMW E30s during their R&D processes in order to simply copy how BMW had made their seats. They must have looked at and copied other aspects of the E30 because the Mondeo turned out to be a great car, and that is the only thing the ex-Ford engineer told me about when he told me of their rental games. His identity will remain secret – so don’t bother asking – because I’ve forgotten his name.

So what did Rover do? When was the last time they laid down firm foundations and built a car in the right way first time? They did not. British Leyland did not do that either. How did Jaguar make it out alive? They sold themselves to Ford, and then to Ratan Tata who has started to make properly quality stuff which cannot be denied, and they are still made in the United Kingdom for now. The point is that Jaguar have not had British backing since 1989 because BL were so incompetently short-sighted.

You may shout about crystal being as mud in comparison to hindsight but consider this – how did Mercedes, BMW, Toyota, Nissan or even General Motors survive where BL failed? They must have done something different. The argument about labour costs and unionisation falls down at the mention of GM because the American unions have been some of the most powerful in history and the wages were low but must still have been on a level with UK rates. US car sales have been so monumentally huge that profit margins in the showrooms alone must have paid for the warranties and servicing required on the mostly terrible products they spewed out.

Research reveals that Merc and BMW employed cheap labour from their bordering neighbour nations and beyond at pitiful levels, which means that they must have countered this by making sure the parts go together well and properly on the assembly lines, the slaves simply could not build them badly if they tried. The story is similar in the Orient but not exactly the same. Honda can build their motors to such high tolerances and, along with their compatriots, have forged a reputation for reliability which has only recently been hapeth of tar’d to near catastrophe by two small bits of metal being absent from the pedal box.

Now, patriotism is a mug’s game and a dangerous thing in the hands of idiots so I do not subscribe to it. It would be great to have a motor industry to be proud of in this country but we do not and will not, so don’t expect me to be happy about the ‘return’ of the MG brand because it hasn’t returned.

The labour rates in this nation are obviously sustainable for the Japanese to make certain models here but Rover couldn’t handle it. The unions didn’t kill Rover in this country, British Aerospace Engineering did. BAE bought Rover, stripped and sold their assets, and sold the remainder to BMW. What was BAE going to do with the worlds greatest 4×4 system and the Mini brand? Nothing.

The story of the time BAE spent in ownership of Rover is not oft told, chiefly because it is so short, but mainly because it is gory and would be funny if not so embarrassing. They did exactly what I just said they did. So BMW came in and had a little fun with the last remaining truly British motor manufacturer which resulted in, when they finally fled, leaving some of their own countrymen in the lurch - not only without jobs - but without jobs in the middle of Birmingham.

This left Rover in the hands of a conglomerate of suits who quickly realised the extent of what they did not own. Quite who fooled them into thinking it was a goer is beyond this keyboard surfer but own it they did, and they clearly regretted this given their hasty exits to tropical beaches with (below-averagely) hard-working people’s pensions in their back pockets.

You may think that Vauxhall are and have been a manufacturer of sub-par and average cars over the years and you’d be right, but it’s nothing compared to the inadequacies that Austin Rover have foisted upon this nation (never the world) for so many years. The Montego screams out at me from under the feet of even the equivalent rubbish of the time, the cynicism and insult of using the MG badge on it and the paltry Maestro was too much for me even as a 10-year-old.

Yes - I’m ranting now!  It is because I am angry about it. But you must see that it is basically a result of my disappointment that we cannot represent on the world stage as a mainstream and large-scale manufacturer of quality cars in the same way as Germany or Japan can. Rover embodied the elementary mistakes which brought down every single other British car company, complacent management, heads buried in the sand in accounting, and a lack of imagination in R&D.

So when the holes and cracks developed they filled them with Z-cars. Not lovely honest cars like Zephyr’s or Zodiacs, but re-badged beige saloons and hatchbacks. Re-badged! The only interesting thing to come from it was the ZT-260 and that had an ancient American heart. And at the very end, when even I could pinpoint the exact date of their total failure, they ‘made’ the CityRover. How could anyone take that seriously? We blew our chance of retaining one of our last great industries on a half-star crash-rated wooden shed with two-pence pieces for wheels. That man who made that decision is probably the man who fills in the holes in our roads now, instead of doing a proper job of it.

Tom walkinshaw racing (twr) jaguar xjs v12 retro and classic cars

Tom Walkinshaw takes on the mighty Mt Panorama circuit in Australia.

Peugeot 205 rallye sleeper retro and classic cars

Thanks to Failcar for sending us this sleeper.

Under the hood of this Rallye hides a rally engine out of a Peugeot 306.

Crazy? Just a little. Top retro  find.

Muscle from monterey 1965 chevrolet corvette stingray l78 retro and classic cars

Thanks to the Supercars.Net for allowing Retro and Classic Cars to use this Stingray as our Snap of the Day.  The figures for this beast speak for themselves. 6.5l V8,300bhp per tonne and 415lbs of torque.

Rover p6 3500 v8 retro and classic cars

Spotted at the Little Gransden Air and Car Display 2010, by James Morris.

Coys sell george harrisons db5 retro and classic cars

George Harrison’s 1965 Aston Martin DB5 has sold at auction for ?350,000.00.

The Aston went under the hammer in London on Wednesday and involved worldwide bidding.

Manufactured in late 1964, the DB5/1896/R was supplied to the famous Beatle through Brydor Cars of Brooklands, and had created huge interest when it was put up for sale at the COYS True Greats Auction held at the Royal Horticultural Halls in Westminster.

There was intense bidding in the room; with telephone bidders in the United States and elsewhere.

The car was eventually knocked down to an anonymous Beatle and Aston Martin fan from Houston in Texas who said: “George Harrison would be amazed about all the money his car is going to raise for Christian causes.”

Chris Routledge, Managing Director of COYS said: “There was a huge battle for the car which went for ?150,000.00 over its estimate. It was a fantastic sale with dealers and collectors from all over the world participating. There is also no doubt that many people who in the past invested in stock and shares are now looking to classic cars as a good investment for the future.”

Also included in the sale were a Cord 810 Phaeton owned by Jimmy Page and Duncan Bannatyne sold for ?80,000, and a Mercedes Benz 300 SL Roadster which had been stored in an Edinburgh garage for the last 23 years made ?343,000, ?100,000 over its estimate! A Mercedes Benz 540 K formerly owned by Bernie Ecclestone, which had been estimated at ?500,000; sold for ?864,000.

Mercedes Benz 300 SL Roadster

 Mercedes Benz 540 K formerly owned by Bernie Ecclestone

Cord 810 Phaeton owned by Jimmy Page and Duncan Bannatyn

Snap of the day at caffeine cars and croissants show retro and classic cars

Renault 5 Turbo II spotted at the Caffeine, Cars and Croissants Show meet in Birmingham, Michigan

R&cc goes to european finals at santa pod retro and classic cars

It’s 6am in the morning, and I’m the only one up. After some persuasion to get myself up, I remember I’m going to Santa Pod.

I manage to wander downstairs, have a drink and wake up the cats. I’m sure they appreciated the early wakening, I wouldn’t. Suddenly aware of the time, I made for the front door and headed off down the road so I didn’t miss my transport for the day, a VW LT46. Okay, I was being taken up there in a minibus but that isn’t the point.

After a hair-raising three hour journey in the minibus, we finally arrive at drag racing mecca, only to face queues at the entrance. I was aware of its popularity, but I wasn’t expecting such a surge of traffic. As the driver took us in, I was on the look out for cars, in particular the rarities and American muscle.  We continued to where we were guided into the car park by Scouts and marshals. If you ask me, those young Scouts have it easy compared to what I used to do when I was their age.

After finding somewhere to park R&CC Triumph-lover Pete thought it would be wise to take a diversion. It was at this point that I noticed a two tone Ford Fairline 500 parked with its back to the fence hiding behind a Mitsubishi wagon of sorts. Mm American muscle at its finest, with the perfect backing tune, small block and big block V8s revving at will.

We headed to the quarter mile to find out the action had begun. Due to our excitement the day’s guide was forgotten about for the new few hours while we heard the top fuels and methanol dragsters cover the quarter mile in 5 seconds. Yes, five seconds. They’re loud enough to disengage your ear drums from your ears, and separate you from reality. We were then glued to the bank for the next few hours glazed by the immense action.  As Triumph-lover Pete and I been before, we knew the cars to expect but as preparation was the last thing on our minds it became a guessing game as to what class the dragsters were racing in.

I’m a fan of guessing as much as the next person, but it wasn’t until I had a brainwave we realized what was what.  You see, we’re forgetful old lot at R&CC. The drag racing qualifying in this case runs the races in classes, so as an example the lower classes always go out before the top fuels. There are usually at least two lots of qualifying and then the best times results in the two quickest drag cars in each class go against each other.

As the morning proceeded the afternoon appeared, with the Street Eliminator classes setting times around the seven second mark, and the petrol burning doorslammers (Pro Stock) hitting six point two seconds,  and the Pro Modified Cars setting times in the mid 6 second boundary, it was stupidly close racing. I’ve been to many racing events, but this was an all new level of closeness with the differences been as small as a tenth.

Due to R&CC’s lack of organisation earlier in the day, we weren’t aware of when lunch was, not that we were hugely bothered. So we took ourselves off to the paddock as the Pro Stock bike began their runs. As we worked our way round the paddock the rumbling of the V8’s made their voices heard, while the mechanics went about looking at the data from the last run. Was it quick enough? Was their run fast enough for the finals? There’s a fair amount of pressure on each team to get into the finals, so if the dragster doesn’t make its mark on the run it could well see them miss out.

While we were wandering round the paddock we caught up with the wife of the owner of the Vauxhall Ventora in the Sportsman class. The Vauxhall had previously run nine point five seconds on the quarter mile. As bad luck would have it, her husband wasn’t around so we didn’t take a look at the small block which powers this ‘Stockport Doorslammer’. Still, it was nice to have a chat and catch up.

Time was ticking on so we worked our way back to the spectator banking, taking another diversion due to Triumph-lover Pete. Don’t ask! For a change, luck was on our side as we managed to get back in time to watch the Fuel Funny Cars, Super Modified, and Competition Eliminators.

A few exhilarating hours had whizzed past so had to head back to our transport for the day, the trusty old LT46.  It had been a superb day, with the odd bit of confusion, and a day that will not be forgotten.

To some drag racing is quite a boring motorsport, especially to those who disregard it due to the lack of corners and absence of a full ‘grid’ at the start line.

Motorsport has formed its backbone in many ways, and from what I’ve seen of the action at the Pod, drag racing is one of the most electrifying and best to watch and to meet drivers.

I’ll come clean; before I had seen drag racing I did doubt those who spoke highly of the 8,000 horsepower top fuel dragsters that shatter the ground at an astonishing rate before they reach the end of the quarter mile at a stonking 300mph in four point seven seconds. The Top Fuel Dragster drivers have to cope with up to 6G (negative force); bear in mind the average road car is a couple of G. That’s quite a difference, and one I can’t explain as I wasn’t in the back seat of one of the top fuels was offering rides.

As much as the top fuel and methanol dragsters were impressive and mind-blowing, my favourite of the day went to the Sportsman class Vauxhall Ventora ‘Stockport Doorslammer’ with a Chevy small block 355ci, covering the quarter mile in just over nine seconds.

As well as the Ventora, there lurks a Morris Minor Traveller known as ‘Minor Alterations’ with a big block 468ci that covered the quarter mile in 12.450 seconds. It may appear stock; but it certainly goes like a train!

There are many difference classes on offer, from the Top Fuels to the Pro ET. If you’re interested and want to get involved take a look on EuroDragster.com or santapod.co.uk

In essence, drag racing captures what all motorsports should have, an enjoyable atmosphere for both the driver and the spectator where you aren’t charged hundreds to access the paddock.

Ram kanadia market watch jaguar x350 xj retro and classic cars

It is not uncommon for me to spend the next few hundred words explaining why I had lusted after a certain German or British barge, and this time it’s no different apart from the fact that I have owned such a car. It has become somewhat uncommon to find interior panels smothered with wood; rather it is much more popular to have lavish coverings of imitation carbon fibre in the middle managers Audis A4/A5 and BMWs 3/5 series and now the ever popular Jag XF.

Jaguar has always been a brand that has interested me, the history, tradition and the evolution of the styling or lack thereof mean it has been the default choice for the older gentleman. More recently that has changed somewhat, and appeals to a younger generation – there are more edges than ever and the use of the word sport is now compulsory in the marketing material. The X350 XJ was one of the last, traditional Jags quintessentially true to the core strengths and values that have made generations of the car so popular. For more than three decades, the XJ has been the definitive Jaguar saloon. It has poise, elegance and a rather understated image. These are all reasons why I chose to buy one for my first car, aged only 18 – a surprised look on the dealers face was worth it!

The Gentleman’s cabin

 Only a year and several other cars later, prices seem to have crashed further. I only sold my latest Range Rover for a more economical Volvo because it was almost half the cost of the big V8 – now it seems for the same price as my Volvo, I could once again own the big cat. Prices now seem to range from ?4500 to ?20000 for the X358. To understand the significance and value for money, it is fundamental to look into the cars history. The X350 was launched at the Paris motor show in 2003 – for the first time it used a technology that was more ordinary with its German counterpart. The whole car was made from aluminium and its underbody components were bonded together with aerospace-grade epoxy adhesives while around 3,200 self-piercing rivets, this made the car even lighter than the smaller X-Type. “We chose lightweight aluminium vehicle architecture for the new XJ not because it was something new, but because it enabled us to deliver real and significant benefits to our customers” David Scholes, Chief Programme Engineer. To show this off, the launch car was shown with polished aluminium bodywork as shown below.

Polished aluminium bodywork - more than just a stunt!

The use of rivets is not very welcome in XJ circles of today mainly due to the contamination of steel with aluminium causing bubbling and corrosion across many parts of the bodywork.  The issue has been reported widely across numerous forums but Jaguar only ever offered to paint some cars which were under 5 years old. Fundamentally, this never cured the problem. Instead it covered the problem up with shiny paintwork. My car also suffered from this problem, and despite being in its early stages I just could not live with it. Due to the age of the vehicle, most cars which would be affected have been affected, so buy carefully.

The X350 also sported air suspension rather than conventional springs and dampers; most of these systems as used in Range Rovers and BMWs often suffer from compressor problems, these are relatively cheap to replace at an average cost of ?250 for the part. Other cars have more severe issues, for instance I was, without warning faced with an Air Spring Failure; ?1000 was kindly taken for me and three days spent in a workshop. Despite these faults, it was a very enjoyable car to own – the quality of materials used was very good and has stood the test of time. Other cars with similar age and mileage tend to suffer from odd squeaks and rattles but all the XJ’s that I have experience of have been free of faults. “The interior of the new XJ is epitomised by true craftsmanship, a sense of greater space and what I believe are the most comfortable seats we have ever designed. There is warmth and richness that welcomes you into the car and makes you feel special.” Ian Callum, Director of Design.

Since its launch in 2002 the XJ’s exterior styling attracted much criticism from many motoring journalists who claimed that the car looked old fashioned and barely more modern than its predecessor; though that was much of its appeal.  In response to this, Jaguar modified the car for the 2007 model year. Introducing a mildly revised front grille, though still of a similar design to that of the pre-facelift XJ, while the new front bumper assembly featured a prominent lower grille. Finally, the front wings on all models were remodeled to feature side vents. This in my honest opinion made the car look like an OAP dressed up in a hoody and a pair of low slung jeans.

Facelifted but more youthful than a Gentleman’s transport should be

For me, the search begins to find another XJ – though this time, in V8 form.

Buyers guide scott’s buyer guide to rover 400/45/zss retro and classic cars

There is very little that should go wrong on a 400/45/ZS  if you look after it.

 Since ownership of my 45 I have had to do very little in regards to reliability and faults. It has been my faithful old friend that starts on cold winter mornings and has been inexpensive to run.

The 400/45 is a very reliable car if it is looked after and maintained accordingly to time specification listed in the MG Rover owner’s handbook. In particular, the Rover diesel under the bonnet of my vehicle will run and run if serviced at the necessary date. Clinically if you are considering buying one of these vehicles, service history is important (as is any used car), but especially if you want to buy the KV6 six cylinder model that has expensive cam belt changes.

Before purchasing my 45 in January 2010 I had learnt to drive in my parents old Rover 400 baring the 1.4 16v 103bhp K series petrol unit. My grandfather purchased the car new in 1996 and it was passed down through the family to me. When I parted with the car it was showing 103,000 miles on the original head gasket (which plagued Rover K series engines). Apart from the usual oil and filter changes the car had only received two trailing arm bushes in its 13 year life, which is known common issue for this particular car and the Japanese variant that the 400/45/ZS is based on underneath (the Honda Civic).

Headgaskets a nightmare? Yeah, right.

 A common problem that was shared with my old 400 was the heater fan that stopped working on positions 1 and 2. I am sure every owner would have had this issue but do not fear it is an inexpensive fix that will cost pence. Behind the dash of the 400/45/ZS is a resistor pack that tends to break causing these two fan settings to stop working. You can buy a new fan resistor pack on the internet for around ?10 to ?20. Another alternative widely regarded (and used by myself) is to solder in a new resistor from Maplins that costs very little indeed it.

Trouble-free Rover ownership? Almost.

 Another small problem that also occurs is a small loss of power steering fluid from the reservoir due to a failed jubilee clips used to tighten the pipe leading from the plastic reservoir. Simply replace the jubilee clip and this will then cure the problem.

If your car is fitted with a sunroof check the front floor plan for signs of surface rust, as the drainage points of the sunroof are there and can corrode the floor. This was mentioned on my MOT in 2010 and has now been rectified with a liberal amount of K rust and protected with Hammerite Underbody Seal.

Apart from the under floor surface rust issue, fan resistor pack failure and faulty jubilee clips on the power steering fluid reservoir, there was one more problem that my car suffered. This was a small amount of power steering fluid to leak out of pump and connecting union that comes from the power steering fluid reservoir. The problem was a failed O ring in the union to pump thread which was leaking a small amount of fluid to seep out and down the engine causing the alternator belt to squeak constantly. I first replaced the O ring but this however did not stop the issue and continued to leak. So I went to my local auto part store and purchased some Loctite Flange Sealant and worked into the thread where the union will join the pump. Allow the sealant to set for around three hours on a warm day replace fluid and the problem should be remedied.

If you experience any more problems with you Rover 400/45 or MG ZS visit the MG Rover forum where many owners will be able to guide you through problems which they may have suffered in the past. Plus you are guaranteed a result from previous experience.

Today you still see many Rover 45s on the roads because of their great affordability (they can be picked up for less than ?1000) and connected with low running costs they make sense to the budget buyer that is looking for something a little more upmarket.

You can follow Scott on his Twitter page.

Lotus elite in racing specification retro and classic cars

With news of a new Lotus Elite in 2014 we thought we would share this original classic with you.

Drifttime mercedes benz w123 with scania turbine retro and classic cars

I’ll admit, we’re a bit late on this one.  I’ll let the Mercedes W123 do  the talking.

Classic group one chevrolet camaro z/28 retro and classic cars

Allen Weyman charges ahead in his Chevrolet Camaro Z/28.

Jaguar etype spotters guide retro and classic cars

At R&CC we think knowledge matters, so we thought we would share this video hosted by Hagerty about the differences of the E-types.

Ferrari 348 road tested by top gear back in the retroheyday retro and classic cars

A bit of retro Top Gear action!

060 magazine porsche 911 rauhwelt in tokyo retro and classic cars

Always wanted a retro hard-core Porsche? You should give these guys a look. The Japanese are certainly good at this drool-worthy game.

Brands hatch aston martin v8 vantage and db9 retro and classic cars