A Rare Rolex – The Submariner 6536

Anyone who knows me will attest three things: I adore Rolex Submariners, I am truly fascinated by the processes of design and I am generally astonished by the extent that some people go to both understand their subject and display their knowledge.

The first is proven by the extent to which I have sung the praises of the iconic Rolex Submariner on many occasions in the pages of Aestheticons – see here a couple of our earlier pieces – Rolex Submariner and The Submariner

The second is fundamentally the reason that Aestheticons exists and I hope is amply demonstrated by our success amongst the likeminded.

Finally, and I cannot claim the credit here, which must go to Paul Altieri and the nice people at Bob’s Watches and Monochrome Watches – both who have links at the end of this piece. Their devotion to the study of the Rolex Submariner and are an illustration of why these fabulous watches have become virtually an “investment class” as would be understood by financial professionals.

When we walk into a Rolex dealer or look at the array of excellent pre-owned models on-line we tend to be looking at the most readily and commercially available. There are few of us who will get the opportunity of seeing yet alone owning one of the often early and ultra rare version of Rolex’s iconic diver’s watch, the Submariner.

The Submariner with case number 6536 is a case in point. Given the time it now takes to bring a new version to market the early days of the Submariner were marked by an ability to introduce and retire models frequently. The 6536 is such a model. It was released in 1955 and made for just one year and I understand that only around 100 pieces were ever made.

So how can you identify a 6536? It features an unprotected 6mm crown – giving a 100m depth rating – with no side guards built into the case. Early – very rare versions – had the depth written in red ink on its face. Some ultra rare versions came with the Explorer dial but the majority featured a mix of round indexes and stick batons with the inverted triangle at 12 – as used in the modern Submariner. There are one or two specimens with the Arabic 3-6-9 markings of the Explorer.

The Explorer came with the same Mercedes-style hands that first joined the Submariner range from 1954. The very earliest models retained the longer types, with a minutes hand that overlapped the dial’s outer chapter ring, before being shortened at some point during the production cycle.

The 6536 was powered by the Cal. 1030, a 25-jewel automatic caliber first introduced in 1950 – you won’t find any with the ‘Officially Certified Chronometer’ text on the dial – it became a long terms Rolex favorite.

Link to Paul Altieri’s of Bob’s Watches excellent piece here Rare Rolex Submariner

Ok so let’s understand what we mean by valuable – here’s the full link to Monochrome Watches detailed piece Valuing Rare Rolexes

 

Running left to right in the above photo –

The 1955 Rolex SUBMARINER Ref. 6536 with Red Depth rating –
Rolex Submariner Ref. 6536 100m Red Depth Rating 5 digits serial number is for sale for €80.000

The 1955 Roles SUBMARINER Ref. 6536 with Ultra-Tropical “Explorer” dial
Rolex Submariner Ref. 6536 explorer dial ultra tropical and 5 digits serial number is for sale at €280.000.

The 1956 Rolex Submariner Ref. 6538 with “Big Crown” and Red Depth Rating – Legend has it that this is the one worn by Sean Connery in the James Bond 007 movie “Dr. No”is for sale at €175.000.

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Images courtesy of Bob’s Watches and Monochrone Watches.

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Clarks Desert Boots

The Fast Show – a UK TV show from the mid-1990’s  – had a wealth of characters created by Charlie Higson and Paul Whitehouse – amongs others. One particular favourite was “Louis Balfour” – played by John Thomson – who was the oh so slightly pretentious presenter of “Jazz Club” with a catchphrase – when all else failed – of “Nice!”. You rarely got to see his feet but my bet is that he would’ve worn Clarks Desert Boots

See here a sample of Jazz Club The Best of Louis Balfour’s Jazz Club

Now you have to follow this, Louis was cut from a very similar cloth to a couple of Art Masters at my last school. They insisted on being called “Chris” and “Steve” as indeed I suspect they were their real names and as 6th Formers it seemed odd to continue with “Sir”. They wore corduroy jackets – in brown and country green – one with contrasting leather elbow patches – they had a penchant for practical Farah Hopsack trousers – don’t ask – and each had several pairs of iconic Clarks Desert Boots.

Quite what desert there were planning to cross in leafy Cheshire was uncertain but none the less these two were simply the coolest guys in the school.  “Steve” with his long hair even drove a late reg VW Beetle – click here to our previous post Volkswagen Beetle – an icon re-imagined – you can imagine he was already ice cool to me.

Assured not to be bitten by scorpions nor rattle snakes, Clarks Desert Boots to this day are an iconic and a highly flexible wardrobe essential that you can wear with jeans, moleskins or chinos and they will always look the part. Just avoid wearing in the rain – they are suede and, after all, are intended for deserts!

C. & J. Clark International Ltd, (“Clarks”) was founded in 1825 by Quaker brothers Cyrus and James Clark in Street, (Somerset, England) where its HQ is still based – although manufacturing is now predominantly undertaken in Asia. Clark’s continues to be 84% family owned.

Since 1879 the Clark’s trade mark has been the distinctive Glastonbury Tor with the St Michael’s tower.

The Desert Boot was launched in 1950 having been designed by the co-founders, James’, great-grandson, Nathan Clark, a serving British Army Officer based in Burma. It is said that the Desert Boot was based on the unlined boots made in the bazaar’s of Cairo for returning British Army Officers during the Second World War.

Post War the Desert Boot saw adoption by the Mod Culture in UK, the Beatnik Culture in the US and were known to be a favourite of the Student anit-capitalist demonstrations in Paris in May 1968.

Why not be like Steve McQueen or Liam Gallagher and get a pair of Clarks original Desert Boots – please click the links below the images below to be directed to AMAZON – the two links show the full colour range available.

Clarks Desert Boot, Men’s Derby, Braun (Cola Suede), 10 UK

Clarks Originals Desert Boot, Men’s Derby Lace-Up, Brown (Brown Sde), 9 UK 43 EU)

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Images courtesy of C & J Clark International Limited

Black Cabs – London’s Taxis

Any visitor to London cannot fail to notice that aside from the usual array of private cars, bikes/scooters and delivery vans that the streets are punctuated with two of perhaps the World’s most recognizable and iconic vehicles. The red London Bus – see our previous post here that features the New Routemaster Bus – Thomas Heatherwick – and the Black Cabs – London’s Taxis or more properly “Hackney Carriages”.

It may be just an impression but certain parts of the West End, that are not already bus and taxi only, but fall within the Congestion Charge Zone – and a daily rate of £11.50 – have taken on a new character. They seem to flow better and are sparsely occupied by private vehicles but are dominated by well managed public transport provided by Transport for London (TfL) – see here our piece on the iconic London Transport Roundels –  London Transport roundels  – and the Carriage Office – the body responsible for the Black Cabs.

The Black Cab is undergoing a revolution. The streets are a battleground where private mini-cabs, recently licence-reprieved Uber cars and Black Cabs vie to secure a ride but they reflect a clash of cultures. The Black Cab driver knows where he/she’s going having successfully completed the Knowledge see our previous post here – London A-Z street atlas – The Knowledge  – whilst the mini-cab or Uber drivers world is linked to one of the many digital street services following pre-selected routes that guide the driver to the chosen post code. Simple but not foolproof!

Price is an issue but I tend to prefer the comfort of Black Cabs. However, with respect to those Uber drivers that I have met, the London Cabbie is often overall much better “value”. They tend to be better informed about London, its Mayor and its political life, the perils of supporting one of London’s eleven football teams, the most recent celebrity they carried and the best route to avoid congestion.

Cabbie’s opinions matter. In a recent and highly effective Twitter piece, Robert Wood “Woody” Johnson, the US Ambassador to the UK – probably as a result of looking for someone to go “Sarf of the River” to the new US Embassy in Vauxhall – toured several of the thirteen remaining London’s Green Cabbie’s shelters. The driver’s opinions on Brexit and the US President seem very welcome. US Ambassador Cab Shelter Tour 

A new Black Cab appeared on the streets of London at the end of 2017 competing with the most recent diesel version of the iconic Black Cab, the TX4, that was produced between 2007 and 2017. Called the LEVC “TX” and seen below next to an older TX4, the cab is built in a new Chinese owned factory outside Coventry and combines a 1.5l petrol engine with a 110kW lithium battery driven electric motor. Conforming perfectly to the zeroing of diesel emissions and the promotion of the recharge economy.

 

A recent journey in the new cab, that tend to be rented by Cabbie’s for under £200 per  week on a five year deal, suggests the comfort is still very much there. The new cab’s driver explained the electric motor delivered around 70 to 80 miles on one 50p electricity recharge and whilst the TX leasing arrangement is slightly more costly, the fuel saving is expected to be around £100 per week. Will this bring cab fares more in line with Uber’s prices?

Other cities around the world have their own distinctive cabs, the canary Yellow Cabs – Medallion Taxi – that have superseded their checker forerunners – in New York, the Black Body and Yellow Doors in Barcelona but in its own right London’s iconic Black Cab – a vehicle designed and built for a single task – should be seen a beacon of security in an unfamiliar city. Just don’t try and flag on done if its yellow roof light is not illuminated – its occupied!

Images used with grateful thanks – Transport For Londons, Daily Telegraph and LEVC TX.

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MGB

I was flattered to be asked to contribute To the January-February 2018 edition of The London Magazine – the Capital’s oldest. I was asked to write their 25th “My London” piece which you can see here please – My London by Mark FR Wilkins . I refer to one of London’s tribes, as a  “typical” MGB owner. I suggest that this still holds largely true, despite that the owner may now be in his 70’s although the corduroy’s will still be worn!

These are adored British cars that have even described by Simon Chalesworth in his brilliant piece on the MGB in February 2018’s “Classic and Sports Car”, as the “gateway drug into whatever this is that we do with old cars”. I understand, that a good quality example of an MGB can be acquired at reasonable cost and by a proficient mechanic or a hired hand it can be up, running and looking fine in reasonably short order and comparable cost.

The MGB is a four cylinder, two-door British roadster – open topped/rag roofed sports car – produced by British Motor Corporation, later British Leyland, between 1962 and 1980, from its famed Abingdon (Oxfordshire) works. It used braking and suspension from the MGA and the engine dated to a design from the late 1940’s.

A previous outing of the MG brand was seen in Aestheticons with the MGA – please see here our previous piece – MG – MGA

 

The MGA is a stunner and I thought it couldn’t be surpassed but those who know tell me that the MGB is infinitivly more fun and certainly a greater level of comfort – particularly later models – over its predecessor. The Sunbeam Alpine, also featured here before, seems to have set an newly raised bar one that the MGB sought to attain –  see our earlier post here – Sunbeam Alpine – Bond’s first car

Below is an MGB Mk 1, in Tartan red with a black interior and red piping. It was built in Abingdon in February 1963 and was an early car; the MGB being first shown to the market in September 1962. This car, a stunning example, is Norwegian owned and had 22 previous owners!

The MGB with its 1798 cc BMC B-Series engine – which was upgraded in 1964 and again in 1967 – initially achieved a 0–60 is around 11 seconds but required detuning in 1975 to be comply to stricter US emission standards, the US being a key export market – you’ll note our featured image is a left hooker. The same year the MGB, which was one of the first cars to benefit from crumple zone technology, was fitted with black polyurethane bumpers to comply yet further with the US Health & Safety codes – some see these as a blight the MGB’s otherwise clean lines and great looks.

Variants including the MGB GT – which first appeared in 1965 – the MkII MGB and MGC that both appeared in late 1967 with the latter benefitting from a six cylinder engine in a MkII MGB body. With around 9000 examples of the MGC made by August 1969 it was withdrawn and is highly regarded by collectors for its ride and handling.

 In 1993-5 the MGB bodyshell was brought out of retirement by Rover and used for a limited 2000 MG RV8 roadsters to celebrate the MGB’s 30th Anniversary.

As much as I adore these splendid small English sports car my garage is destined for others. I’d be more than keen to have a die-cast model of an MGB on the shelf in my Man Cave – join me by clicking the Amazon link below the image! 

MG B MGB Cabrio grün Modellauto 10002 T9 1:43

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Photo credits with grateful thnaks – Trygve Sørli/www.petrolicious.com, The London Magazine, Marc Vorgers,

Brompton Bicycles

I really like to cycle. There’s a “wind in your hair” moment – obviously beneath your safety helmet – when you appreciate the liberty of your pace but also the penny drops that you are actually doing yourself some good. Stamina and a general feeling of wellbeing improve immensely from bike riding.

If you are a City commuter then the idea of riding to work may be somewhat daunting. Aside from the perils of other road users, including the crazy antics of cycle messengers/couriers – who are very time poor – and the inconsideration often shown to pedal power by motorists there are distinct health and wealth benefits. Provided the weather holds, many Cities now have dedicated bike routes offering the cyclists a reasonably direct line between home, through parks and tunnels to emerge close to their work place.

Once you arrive at work – what on earth do you do with your prized bike? You can park it in a designated cycle rack with all manner of heavy “U” locks or chains seeking to prevent theft or why not carry it and place it under your desk!

Yes, armed with an engineering degree from Cambridge University and a somewhat thwarted career in computer science, Andrew Richie’s City Analysist father introduced him to those seeking to commercialize the Bickerton Bike. A patented model of collapseable bike produced entirely from aluminum profiles with no welding and reasonably light.

After extensive modification of the earlier idea to ensure that the dirtiest parts of the bike – primarily the chain – were central to the folded vehicle and named after the Brompton Oratory that could be seen from his flat, in Egerton Gardens, where he developed the first prototypes, James filed his second patent in 1979 for his folding bike. The Patent was granted on the 30th May 1984.

I am very relieved to hear that James Ritchie appears to be in that rare group of perhaps eccentric British inventors, that would logically include James Dyson and Clive Sinclair and Trevor Baylis, that are truely obsessed by their design and live and breath the prospect for their invention. Mr Richie certainly believed in his invention and spent an inordinate amount of time bringing it to market. He readily admits to being a perfectionist for whom all the design and manufacturing details needed to be just right. His belief has proved to be correct.

The Brompton is an iconic and memorable site on the street of London, New York and San Francisco.

His modesty as to his design talents is disarming. He quite rightly notes that he combined the elements of a bicycle that have been around since the Victorian era. He credits Alex Moulton – who we first heard of in relation to his design work on the suspension of Sir Alec Issigonnis’ Mini – see our pervious post here – Mini – the best selling car in Britain  who popularized the smaller wheeled bicycle and without this Mr Richie believes that he would not have conceived the idea of the Brompton.

It appears that a favourite pastime for the legions of fans of the Brompton folding bike – aside from selecting your preferred vehicle from the company’s wide range of options, alternative parts and accessories that may be tailored to your individual needs – is to add a Brooks saddle, perhaps giving the bike a slightly more noble look. We have celebrated the iconic saddles made by Brooks in Smethwick (West Midlands) – please see our earlier post here – Brooks bicycle saddle

The cleaver team at Brompton based at their production facility in West London have devised and recently launched a Brompton bike that is powered by human and battery! See their video here Brompton’s First Electric Bike

Can I interest you in a Brompton? The ever popular M6L model is available in either blue or black – please click on the Amazon link below the image of each bike

BROMPTON M6L 2017 Tempest Blue Folding Bike

BROMPTON M6L 2017 Black Folding Bike

Or perhaps you’d prefer the same look in a lighter Brompton bike – the H6L – please click the link below the image

Brompton H6L Superlight 2017 Folding Bike Black Titanium

STOP PRESS

The Independent, one of the UK’s more objective newspapers, in June 2018, carried a very well reasoned piece concerning electric bikes – including Brompton’s very own version. Read the piece By David Phelan here Best Electric Bikes

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Image Credits – with grateful thanks Brompton Bicycles and James Richie

Morgan Cars

It may be seen as era specific, but back in the 1940’s, as any Hollywood movie will attest the “half timbered” car was not at all unusual. The huge eight seater Chrysler Town and Country dating from 1941 is perhaps, in many ways, the most iconic example of the Woodie, partly as it became the surfer’s station-wagon of choice. Wood was used as opposed to metal both for budget as well as design reasons. Others had equally evocative names the Pontiac Torpedo, the Nash Suburban and the Buick Roadmaster.

In 1950’s railway carriages – particularly in France – were made of wood. Solid wood furniture was made up to the 1960’s ahead of “advancements” such as Formica. The surrounds of a Butler’s Sinks in any self respecting 1940’s scullery were always wood.

I recently saw publicity shot for a country house hotel that had a bright green Morris 1000 Traveller in the front drive. Denoting no doubt, that in addition to highly anticipated, hot and cold running water, the hotel would spare no expense to transport its guests back to a drafty era that creaked on the bends. The Traveller – for which I have great affection – was launched in October 1953 and was based on the Sir Alec Issigonis’ – the designer of the Mini – see our earlier piece here – Mini – the best selling car in Britain Morris Minor that debuted in September 1948.

So let’s be clear that the use of wood in car manufacturer – quite literally – “Went Out With The Ark”. Or did it?

I am fascinated by Morgan Cars, above all, for their quintessential Englishness. They have character and cannot be ignored when assessing iconic sports cars. They also continue to have a waiting list that at times has exceeded ten years but is said to currently be around six months.

Founded in 1910 by Henry FS Morgan in Malvern (Worcestershire, England) who ran the business until his death in 1959 at the age of 77. In 1911, Morgan started building affordable – they attracted a lower road tax as they were treated as motorcycles  – and stable three wheelers. An early version of the three wheeler was shown at the 1911 Motor Cycle Show and Harrod’s took an agency to sell them in London priced at £65.

My family legend has my late father (a Brooklands Circuit Trustee until his death in 1991) being nearly totalled in a three wheeler driven by his school pal and the UK’s first Formula One World Championship (1958), Mike Hawthorn.

By 1935, in response to more realistically priced four wheeled cars, including Ford’s Popular, the more familiar Morgan “4-4” – four cylinders and four wheels – and Morgan’s first four-wheeled car, was launched at a price of £194. A four seater model was released in 1937 and in 1938 a four seater drop-head version was launched. In 1938 a 4-4 was entered for Le Mans. World War II intervened and production stopped until 1950 when an in-line four cylinder Standard Vanguard engine was used.

The company continues to be 100% family owned and produces more than 1300 cars annually that are all assembled by hand. Unusually, Morgan – despite some run-ins with the Health and Safety guys – particularly in the USA – continue to build their cars with an Ash wooden frame and body shell – the chassis being, of course, metal.

The Plus4 Morgan models launched in 1953, 1956 and 1968 used the Triumph TR2, TR3 and TR4A engines. See our previous post here – Triumph TR2, TR3 and TR4

In 1955 production of the 4-4 was revived with the Plus8 chassis and a Ford engine.

In 1968, Morgan used the Rover V8 (later the Land Rover version) Engine – delivering much better acceleration – to launch the Morgan Plus8 – our featured image – and my favourite Morgan. This model was fazed out in 2004.

The Morgan Aero 8 was first introduced in 2002 and went through a series of incarnations with the most recent iteration being launched in 2015.

The Aero 8 was followed in 2008 by the Aeromax that was limited to 100 units. A targa-roofed version, the Aero SuperSports, was launched in 2009 but production ceased in 2015. An Aero Coupe, hard topped version of the SuperSports, was launched in 2011 and withdrawn in 2015.

Whilst a great condition Morgan Plus8 can now fetch a King’s Ransom why not place this scale model die-cast on your shelf. Please click the link below the image

MORGAN PLUS EIGHT MODEL CAR 1:43 SCALE GREEN CARARAMA SPORTS OPEN TOP K8

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Photo credits – with grateful thanks – Charles Ware’s http://www.morrisminor.org.uk/40-traveller-wood, Hemmings and Richard Thorpe Classic Cars.

 

Triumph TR2, TR3 and TR4

The response to our recent post featuring the Triumph Stag – see our previous post here – Triumph Stag– was phenomenal. Whilst watching a film set in the 1950’s that featured a dashing young chap arriving to pick up his lady love in an early Triumph sports model, I decided to dig deeper into the Triumph Stags’ ancestry. I discovered that the star of the TV show was a Triumph TR2 – quite a stunner.

I have never suited the image of cordouroys, a flat cap and a pipe-smoker but these seem almost compulsory for the devotees of the sprightly, iconic and classic English sports cars.

A model described as the 20TS (unofficially the TR1) was shown at the London Motor Show in October 1952 – see below a rare photo of this prototype – to a mixed reception. The then Chairman of Standard-Triumph, Sir John Black, requested the assessment of the 20TS from BRM’s development engineer and test driver, Ken Richardson. It was so damning – a slow, poor handling death-trap – that Sir John sought Black’s help to redesign the car.

Black’s efforts resulted in substantial improvements and in March 1953, at the Geneva Motor Show, the TR2 debuted. It benefitted from a parts pool culled from the Standard Motors range that gave the TR2 excellent reliability, albeit with rather basic handling and an uncomfortable ride. It sold between 1953 and 1955.

In 1955, the TR2, as a result of minor styling changes and an upgraded engine became the TR3 – “Small Mouth”.

In 1956 Girling Disc brakes on the front were added exponentially improving the braking. Styling changes alone to the TR3 in 1957 resulted in the TR3A – as it is often described – was, for me, the nadir of good design for this series. Although far from “modern”, the TR3As were appreciated in both Europe and the US with annual production exceeding 10,000 vehicles.

In 1962 TR3B entered production and look virtually identical to the TR3A but with engine and carburetor upgrade. It was offered concurrently with the new TR4 in response to dealers concerns about the TR4 being regarded by the core audience as being too modern.

 

Realizing that the TR3 needed a significant facelift in 1961 Triumph engaged Italian designer Giovanni Michelotti – already well known for his work with Ferrari, Alfa Romeo, Maserati and BMW – to design the TR4. His boxier body looked much more modern with a larger cabin, although under the skin it was largely a TR3 with upgraded steering. Michelotti designed extensively for Triumph, his work included the Triumph Stag.

In 1965, the TR4 became TR4A with a much improved ride, a more tuned engine and quieter exhaust.

For me the TR4 with its wire wheels and elegant lines is the definitive small English sports car.

The TR3 and TR4 saw production runs in the region of 70,000 cars each so there’s lots of potential examples out there both those that are Concours ready and those that could benefit from a significant re-build. Checking sites like http://www.hemmings.com or http://www.erclassics.com will demonstrate that a price range – depending on condition between £5,000 and £30,000.

You’ve been promising yourself that you’ll find a classic sports car to rebuild – perhaps now’s the right time.

Would a Buyer’s Guide to the TR2 and TR3’s assistant you in your quest? If so, published in July 2018 is an Essential Buyers Guide –  click the AMAZON link below the image to order your copy

Triumph TR2, & TR3 – All models (including 3A & 3B) 1953 to 1962: Essential Buyer’s Guide

If a TR4 is more your thing then there is also and Essential Buyer’s Guide for this model – click the AMAZON link below the image to get your copy

Triumph TR4/4A & TR5/250 – All models 1961 to 1968 (Essential Buyer’s Guide)

You’ll, of course need a trusty Haynes Owner’s Worshop Manual – get a copy here that covers the TR2 to TR4A – please click on the AMAZON link below the image

Haynes 0028 Car Maintenance Service Repair Manual

I do appreciate that your enthusiasm may only stretch to wearing the T shirt – in this case a personalised vehicle registration plate – if so, please click on the AMAZON link below the image

Triumph TR2, TR3, TR4, TR5, TR6, TR7 Chassis Plate T-Shirt *PERSONALISED* Model & Reg Plate (M, Charcoal)

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Photo Credits – with grateful thnaks – Hemings.com, Standard-Triumph

Maserati A6G/54 Zagato

I am indebted to a regular Aestheticions reader for expanding my automobile education and introducing me to the sheer delights of the 1955 Maserati A6G/54 Zagato.

The A6 models – with straight six-cylinder 1.5 litre engines – were made by Maserati between 1947 and 1956 and named after one of the company’s co-founders, Alfieri Maserati, who along with his brothers Ernesto, Bindo and Ettore established the iconic company in Bologna in the late 1920’s. Maserati’s trident logo derived from the Fountain of Neptune in the city’s, Piazza Maggiore.

By 1937 the company was in financial difficulty and the remaining brothers sold all their interests to the Orsi family who moved Maserati to Modena where it has been ever since. After year of takeovers, mergers and sales the company is now well funded with an evolving range as part of the car giant, Fiat Chrysler.

The A6G grand tourer was launched in 1954 at the Mondial de l’Automobile in Paris, it was originally known as the “A6G 2000 Gran Turismo’ – but is more commonly known at the A6G/54.

The A6G/54 was offered in a choice of four body styles: a Carrozzeria Allemano Coupé – only 21 were made, a Coupé and a Gran Sport spyder by Pietro Frua (see below) – only 7 and 12, were made and a fastback by Ugo Zagato of which a total of 19 were made in this configuration plus a racing special on the same chassis. Between 1954 and 1956 the total production was a mere 60 cars.

Given the rarity of these car values are astronomical, it’s anticipated that our featured car, if you could find one to buy would be in excess of $3m.

It may be interesting to note, that in the UK during a similar era Jaguar were making the XK120 – see here our previous post Jaguar XK120 and MG were making the MGA – see our previous post here – MG – MGA. Both of which, although beautiful in their own way, seem to echo the design of cars of an earlier era whereas the A6’s design seems altogether much more modern.

To be clear our featured car is a 1955 A6G/54 two-door coupe by Ugo Zagato which was sold at Gooding and Co’s Pebble Beach auction in 2010. The name A6G/54 derives from “A” for Alfieri, “6” the number of cylinders, “G” featuring a Ghisa or cast iron engine block and “54” denotes its year of first introduction.

Given the rarity of these car values are astronomical.It is anticipated that our featured car, if you could find one to buy, would cost in excess of $3m.

A new A6 inspired Maserati – a 2 plus 2 grand tourer – has been scheduled in recent years to join the range. Called the “Maserati Alfieri”, it was trailed as a concept car in 2014 and is understood that its planned launched will be in 2020.

Whilst I am a little concerned by the increasing similarity of super cars, I hope that Maserati delve into their heritage to make this re-imagined classic truly special and worthy of the A6 legacy.

Images by Gooding & Co Auctions

Jaguar XK120

Setting the scene, Evelyn Waugh was an English author. As English as breakfast tea, marmalade and roast beef whose, arguably, best book, “Bridehead Revisited” was published in May 1945. The leading characters were equally old school English, lots of tweed, Tiffin and tennis racquets. It’s a myth – as the novel’s action took place in the mid to late 1920’s – but had the cast been wealthy, young and foolish in 1948 the dramatic personae would have certainly included a Jaguar XK120 and, at least, one jolly young lady in a Burberry raincoat – see our earlier post here – Burberry Trench Coat and a Hermes headscarf.

It’s not often that we can trot out the word quintessential but the iconic Jaguar XK120 was quintessentially British being produced in Coventry by Jaguar Cars between 1948 and 1954. There were over 12,000 production cars made during the run.

Launched as a “rag-top” (aka a “convertible” or a “drop-head”) open two-seater at London’s 1948 London Motor Show it was a kind of concept car of its day intended as an elaborate display for Jaguar’s new 3.4L twin-cam straight 6 XK engine. With minor modifications the engine was produced until the late 1980’s and saw service with the XK120,  XK140, XK150 and the E-Type. All delivering in the founder’s mantra of “value for money.”

With what may be seen as either nativity or great good fortune the phenomenal level of interest in the car at the 1948 Show prompted Jaguar’s founder – in 1922 debuting as Swallow Sidecars Ltd. – giving rise to the “SS” brand that Jaguar used extensively – only changing to Jaguar in 1945 for post war reasons – William Lyons to green light production. Early examples had ash wood frames with aluminum bodies but it evolved into an all steel vehicle from 1950 retaining the aluminum doors – with no external door handles but opened by an internal cord –  bonnet and boot.

The XK120 first retailed at around £1260. For the purposes of comparison, an entry level family car, such as a Ford Anglia, would have cost around £300 in the same era.

Of course, “120” referred to the top speed for the aluminum bodied car of 120 mph – the world’s fastest at the time – although other tests set the genuine top speed at over 130 mph.

Many of the early cars were exported and orders rolled in from overseas including Hollywood. Clark Gable (seen here with Sir William Lyons) took delivery of an early XK120 in stunning deep gunmetal gray with a red leather interior.

Two versions were offered over the production run the more familiar drophead and a fixed headed coupe. Our featured image shows the car without its color matched removeable rear wheel “spats” – it is likely that this car dates from around 1951 when the optional extra of wire wheels was first offered and these spats – which I have always disliked – removed.

I am a massive fan of certain European car brands of a similar era having never really shared the passion for many British brands but the grace, style and whimsy of the XK120 and its successor, the XK140, are compelling.

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Volvo P1800

 

It’s odd what you forget and your memory needs to be jogged by a friend’s comment. A recent example is that of a favourite TV series from the late 1960’s.

I had forgotten that it’s hero, Roger Moore’s rather wooden “Simon Templar” aka “The Saint”, – cue title music – dodo dodo dadodo –  drove a very early white Volvo bearing the registration “ST1”. Long before they became super sensible Volvo, yes a Volvo, agreed to sponser the design and constructed later versions of the far from ordinary and wholly iconic Volvo P1800.

Available from 1961 to 1973, it was designed by Pelle Peterson – seen below with his creation – later to find fame as a decorated yachtsman and yacht designer – and featuring the styling of, Pelle’s tutor, Pietro Frua, a leading Turin-based car designer who’s work is seen particularly with Maserati.

In 1957 Volvo sought a sports model to compete in the US and European markets. The concept for the car came from Pelle father, Helmer, an automotive engineer and consultant to Volvo. Volvo were insistent that the car had to designed by an Italian coach-builder and the resulting P1800 was what was then known as a “stylish tourer”.

It was initially intended to build the car at the Osnabruck (Germany) factory of Karmann but, it is thought Karmann’s major client, Volkswagen, may have insisted that Karmann refuse the work.

The car was finally presented at the 1960 Brussels Motor Show and it was initially assembled at the Jensen Motors factory in West Bromwich (near Birmingham, England).

Production moved to Sweden in 1963 and the car was renamed the P1800S – “S” for “Sweden”.

Over its production run more than 47,000 cars were built. In addition to a couple of engine sizes – the 1800 denoting the 1778cc initial spec. engine – the P1800 was available as a neat two seater coupe or as a three-door “shooting-brake” or sports estate – the P1800ES. This acquired the affectionate nicknames, the “Fiskbilen” – Swedish for the “Fish-van” – and in other parts of Europe, the slightly sinister,  “Cinderella’s Coffin”.

Although Volvo themselves didn’t produce a convertible version of the P1800 the car was recognized by others for its perfect lines for this treatment. Notably, Volvoville in New York saw this opportunity and produced a highly desireable convertible version.

In September 2013, a 1966 P1800S, having obtained an entry in 1998 Guinness Book of Records for the highest mileage private vehicle at 1.69 million miles – exceeded three million miles.

In the 2013 adaptation of Jonas Jonasson’s excellent book “The 100 Year-Old Man Who Climbed Out of the Window and Disappeared” the leading character Allan Karlsson (played by Robert Gustafsson) is shown – in a Swedesh city location – driving a P1800S.

If you have ever been tempted to buy a Volvo P1800 can I suggest that a Eseential Buyer’s Guide is a good starting point – click the AMAZON link below the image to get a copy.

Volvo P1800/1800S, E & ES 1961 to 1973: Essential Buyer’s Guide

Once you have purchased your Volvo P1800 you will surely need the required Haynes Workshop Manual – click on the AMAZON link below the image to get a copy

Volvo 120 & 130 Series (and P1800) (61 – 73) Haynes Repair Manual (Classic Reprint Series: Owner’s Workshop Manual)

I do understand, as opposed to buying the car you may like to show your allegiance to the Volvo P1800 by wearing a T shirt with pride. If so, click on the AMAZON link below the image to get yours. – there are several colors to chose from.

STUFF4 Men’s Large (L) Burgundy Round Neck T-Shirt/Stencil Car Art / P1800

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Phot credits – with grateful thanks Gooding & Company