Articles by David Burrell

It marked the end of Britain's last luxury bespoke automotive marquee. Within a couple of months Kamkorp Autokraft announced that it had acquired the assets and goodwill of Bristol Cars. So maybe the handmade and very expensive cars have gained a reprieve. Bristol Cars history began in 1945. Having unused factory and labour capacity after World War II the Bristol Aeroplane Company (BAC) decided to create a car division using war reparation plans and the rights to pre-war BMW car and engine designs, including the BMW's 326, 327 and 328. The first car out the door was the 1947 Bristol 400. The body resembled a BMW 327. The 6 cylinder engine was a refinement of what was in the BMW 328, and if the grille looked familiar, yes, the famous double-kidney BMW grille was carried over almost intact. In 1961 the 6 cylinder engines were replaced with V8's made by Chrysler. Handmade to customer order, Bristol Cars Ltd had no dealers. They sold direct to aficionados from their up market London address in High Street Kensington. Bristol always said it has no interest in slavishly copying automotive fashion. Instead, they sought integrity of purpose and an unmatched level of engineering perfection. Quite simply, they built a luxury car for two people and their luggage for a pleasant and fast excursion across the European continent. For that they charged Rolls Royce prices and until the GFC that level of cost had not deterred collectors and owners from buying them. Indeed, new and used Bristols enjoy a level of customer confidence and loyalty which can only be described as tribal. The most recent incarnation of the marque was a 700kW twin turbocharged V10 called the Fighter, boasting a top speed of 450kph, though that's limited to a mere 350kph by technology. But no air bags should you stray too far from the road at warp speed.. Trouble was the competition in this super luxury GT end of the market really surged ahead of Bristol. Mercedes AMG rolled out their SLSs and SLRs, Bugatti debuted its Veyron and so many Aston Martin and Bentley models hit the market you started to lose count. Customers were spoilt with quality choice and voted with wallets. Bristol was just left behind. Opinions differ about Bristols. Some motoring writers eulogize them while others consider them too olde worlde. Meanwhile the Bristol Owners Club of Australia is very active with its base in Melbourne and branches in most capital cities. Cars change hands very rarely, and most are never advertised. www.retroautos.com.au

The low-slung two seater was unashamedly aimed at the growing American market and for the next seventeen years the Healey came to epitomise what a high-end sports machine ought to be. Donald Healey was in his mid-fifties when he developed the stylish two sports car in conjunction with Austin. For many years previously Healey had developed, designed, sold and raced various sports cars which carried his name. They were usually combinations of someone else's engines, gear boxes, frames and components over which Donald would wave some of his magic. After World War Two, Healey came to realise that America was a vast untapped market for sports cars. He tried his luck with a bulky grand tourer. It had a Nash 6 cylinder engine and styling by Italian Pinin Farina ,who had been commissioned to design the larger Nash passenger cars. Only 500 Nash Healeys had been sold when, in 1954, the arrangement with was terminated when, when Nash and Hudson merged to form American Motors Corporation. Meanwhile, Austin Motor Company's Chairman Leonard Lord was having his own American experience. Lord was responsible for the Austin Atlantic (A 90). Remember them? Once seen, never forgotten. A British made convertible, four cylinder motor and three headlights, making it look like a 1948 Tucker. Lord thought they'd sell up a storm in the USA . They did not. Consequently, Austin had quite a few spare 4 cylinder motors sitting around. It required urgent attention and Lord still harboured ambitions of success in the USA. So did Healey. Together they decided that the Atlantic engine would serve as the base for a car to be positioned in the American market under the expensive Jaguar XK 120 and above the cheaper MGTD. In essence, Healey contributed the technical knowledge and mechanical excellence while Lord contributed the motor and the money. Designed to be left and right hand drive from the start the new "Healey 100" reached the 100 mph mark in tests and was immediately acclaimed on both sides of the Atlantic. Light in weight, it handled as a sports car should. Everyone loved it. Everyone still does. Throught out the next 15 years Healey improved the car, inserting a 6 cylinder in 1959. In total Healey sold over 70,000 examples between 1952 and 1968. Stories differ about the demise of the Healey. Most fingers point at British Motor Corporation (BMC) for refusing to re-engineer the car for 1970s American safety regulations. Healey even built a prototype to show the timid British executives that it was easy to do. But BMC stood fast. No more Austin-Healey. That meant Donald and his team were free to look elsewhere, to Jensen. And that's a whole other story. www.retroautos.com.au

The EJ has always been overshadowed by its face-lifted sibling, the EH. Yet in its short 13 month model life the EJ sold almost 155,000 units and if you combine that with sales of the EH, the total tops a staggering 400,000 cars in just 2.5 years. When released in 1962 the EJ was right up to date with GM's international design trends. Its clean and contemporary styling propelled GMH out of its FB/EK 1950s time warp into the middle of the swinging sixties. As well as its great looks, the EJ range introduced the `Premier' model which featured leather-covered bucket seats, a heater, wool pile carpet, whitewall tyres, a floor console, liberal use of additional brightwork and "Premier" logos inside and outside. It was the first Holden with metallic paint and automatic transmission as standard. On the downside the EJ carried over the EK's drive train which dated back to 1948. The EJ production run also included the one millionth Holden, a gold Premier. Melbourne-based Peter Barbadonis owns this immaculate EJ Premier. "My father had an FC, an EJ and a HD and I always wanted to have one of them, and when this EJ came up for sale I decided it was the time to get one." That was four years ago, and in those years Peter has had it restored to show room condition. "The car was originally delivered in Portland in Victoria and I bought it off a 20 year old guy who was either the second or third owner. "I drove it as is for a while then decide to have it taken back to bare metal and any rust repaired." Peter explains After the outside was finished Peter started on the interior. He found an original set of the red leather materials and vinyls for the seats, centre consol, armrests and rear parcel shelf. The 'grey' 138 cubic inch engine was taken to original specification. The GM Hydramatic three speed automatic transmission was also given the once over. Peter's car contains many factory NASCO accessories including rear venetians, scratch plates, steering lock, exterior sun visor, twin heaters, mud flaps, weather shield, wheel trims, and chrome front mud guard wind `strakes'. There is also a rare "picnic" radio. This is a car radio which can be taken out of its dashboard cradle and used at, well, a picnic. The car is painted in its original Theatre Grey metallic body colour and the roof is Atherton Ivory. The interior is a striking two tone red combination of Astoria and Waldorf Red. "I like to drive it about once or twice a month," Peter says. Then he adds: "It has never seen rain or a supermarket parking lot since I've owned it." Peter does not see himself as the owner of an EJ Premier." I'm merely its custodian for a period of time. Cars like this are now beyond individual ownership. They are pieces of living Australian history and need to be preserved," he observes. www.retroautos.com.au

Let's start with the car which kicked off the muscle car craze in Australia. It is not often reported, but Ford global design supremo from 1980 to 1997, Jack Telnack, was one of the team responsible for taking the 1966 Ford XR Fairmont and re-casting it as a four door super car.In late 1965 Telnack was assigned to Australia as part of his fast-track career, which would see him ascend to the Vice Presidency of Ford worldwide design.Telnack came with loads of street cred. He was part the team which designed the first Mustang and was very influential in styling the fastback version, doing some early sketches in 1962.So when Ford Australia boasted that the XR was the 'Mustang-bred Falcon', they knew they had one of the originators on the payroll.At the time Telnack's local boss was the energetic, youth-oriented and forward thinking Bill Bourke, who wanted a `hero' car to gain publicity and to win at Bathurst.It was this combination of youth, talent and boundless energy which kicked all the corporate barriers out of the way and drove the development of the GT Falcon. Right people, right time, right place, right car.Telnack went on to design many commercially successful vehicles for Ford. His breakthrough cars include the 1979 Mustang, the 1983 Thunderbird, the 1986 twins-Ford Taurus and Mercury Sable-and the 1996 Ford Ka.But back in 1966 it was Telnack who devised the simple but effective all-bronze paint work, the subtle striping, the chrome wheels, the revised grille and the 'GT' badges for what was a really a Ford Fairmont. And the rest is history.GT Surf Wagon-AlmostAllan Irvines's XR GT was originally bought by his eldest son Raymond in 1996. The car had endured a hard time over its 30-year life span and at one point had been used to carry bricks around a building site.Raymond thought it would make an ideal car to transport himself and his surfing mates to and from the waves.Allan thought otherwise. "I did a deal with him. I swapped my XW Falcon Futura and a bit of cash for the GT. And we were all happy.""It was really a basket case," Allan admits. But over the next nine years through painstaking reconstruction and restoration he crafted a car which has drawn admiring comments from those whose opinions really matter.Inside Allen's house is a wall of trophies the GT has won, including one bestowed by Allan Moffat. Another racing legend , Harry Firth, told Allan it was the best GT Falcon he had ever seen.Allan often uses the GT. "It is meant to be driven, and given a good work out " he says, and gives the accelerator pedal a couple of quick blips to emphasise the point, before turning the motor off Anyone who has restored and /or collects classic automobiles knows only too well that family support is a key element in their enjoyment.Allan's wife Leah and sons Richard and Raymond are more than supportive. They have actively encouraged the assembling of the collection and participated in the restoration processes.Says Allan, "Leah likes the GT as much as I do, maybe even more."www.retroautos.com.au

You can't get anywhere more mid-west USA than Auburn, Indiana. Its main street is as small town cute as cute can be. I'm sure Walt Disney came to Auburn and had a good look around before he laid out the plans for his own Main Street in the Magic Kingdom. And it is here that you will find one of America's best car museums - the Auburn Cord Duesenberg Automobile Museum . Staffed by volunteers, the museum is located in the former Auburn Automobile Company's national headquarters, an evocative art deco building. The museum has the most extensive collection of Auburn, Cord, and Duesenberg automobiles in the world. These are cars from a grand era of custom built elegance. But I came for one reason only, and that's the iconic Cord 810 /812. The Cord is a pivotal moment in global car design and engineering, made even more remarkable that it was styled and engineered amid a menacing economic depression and a financially dying corporation. Mr E.L Cord and Gordon Miller Buehrig are the men responsible for the Cord. The former owned the Auburn, Duesenberg and Cord brands. Buehrig styled the car. The Cord 810 was originally conceived, in 1933, as a small, rear drive Duesenberg, however, E.L Cord's enthusiasm soon saw the car become the basis for his new front drive concept. It was released in November 1935 to overwhelming acclaim. Everything about the car was different. It was a V8, front wheel drive and of unit construction when all else used big chassis. This meant it was 20 cm lower than anything else on the roads, standing only 150cm high, about the height of a current Holden Commodore. Running boards were eliminated. Door hinges were hidden , something even General Motors (GM) had not been able to achieve. The bonnet was hinged at the rear-very new and innovative in 1936. The headlights were hidden in the mudguards, which flowed along the body like water over smooth river stones. But it was the horizontal grille, those exquisite lines of blades, which grabbed everyone's attention. Up to that point all cars fronted the world with massive vertical grilles. Suddenly it all had to change. GM's Chief of Design, Harley Earl, was said to have raged "why couldn't we have thought of all of that!!" In 1936 Cord added superchargers to in order to deliver 195bhp/135kw. And with that came those big chrome exhaust pipes exiting out the side of the bonnet. The iconic look was complete. As futuristic the Cord might have been the rush to market combined with scarce resources for technical development meant it was not tested properly. Reliability issues arose, and its reputation suffered. E.L Cord exited the company in 1937 and Auburn, Duesenberg and Cord were consumed in the financial fire that followed. Of the 2320 Cords registered nearly 70% remain intact and operational today. Seven are in the Museum. www.retroautos.com.au

When your computer spits the dummy Mark fixes it So what car would you expect this technology guru to drive every day? A 1971 VG Valiant four door sedan, that's what. But not any Valiant.This one is a base model, with a basic 215 cubic inch hemi six. It has a three speed automatic, a radio and is stopped by drum brakes. There is no power assistance of any kind.The VG is a genuine one family car. "It was my grandmother's car. She won it in an Art Union lottery. She only bought one ticket," explains Mark.So not only is the Valiant a bare bones basic piece of transport, it cost almost nothing. Mark continues the story:  "My grandmother drove it for about 20 years and when she gave up driving at age 85 it was given to me".Nothing has been done to the Valiant during its forty years on the road, save for the usual servicing and replacement of worn parts. The motor and auto transmission are original. The interior is original, too. The front seat shows some signs of wear but the back seat gleams as if new.Although the body has a few rust spots, the paint work may be fading in a few places and the chrome a little tarnished, Mark's VG is a perfect example of classic car motoring in its purest form. Cheap, reliable transport that has been cared for but not pampered.And it is rare. How many stock standard VG Valiants with the smallest of the hemi sixes have you seen recently?Any automobile that has survived with its original motor intact, its interior in useable condition and the paint work still presentable renders it very desirable and collectible.In the USA and the UK there values of original cars are climbing at a faster rate than restored collectibles. They are considered to be irreplaceable time capsules. "Worn in, not worn out", is a sound bite starting to gain traction.(pic left: The 215 cubic inch 'hemi' engine.)VG HistoryReleased in March 1970 the VG Valiant was little changed from its VF predecessor, at least in the styling department. The VF was itself a mild facelift of the VE, which was an Australianised version of the 1966 American Dodge Dart.By contrast it was the engine which got all the attention. Gone was the reliable `slant' six, and in its place was a trio of `hemi' sixes.These motors allowed Chrysler to keep its bragging rights for having the most powerful six cylinder engines of the big three in Australia.To ensure we all were aware of the hemi , Chrysler brought a retired Stirling Moss out to Australia to front their comprehensive advertising campaign.VE, VF and VG Valiant's are very much underrated as classic cars.The two door hardtops have never reached the money levels of the Monaro, despite their Dodge Dart heritage and cool, clean looks. Consequently they represent great value for those looking for stylish and reliable classic cars. Buy now and avoid the rush. The distinctive concave rear window was an enduring design feature of the VE, VF and VG modelsDavid Burrell is editor of  www.retroautos.com.au

Then go and win races on a Sunday and sell, sell, sell the road-going versions to all manner of punters on a Monday.This is exactly what Ford did on 1962 when it released the Cortina Mark I. Colin Chapman at Lotus race cars got the contract to work on 1000 of them for homologation for Group 2 touring car racing in the UK and Europe. Ford would then sell them through its dealer network.The folks at Lotus proceeded to install all manner of mechanical upgrades and technical wizardry to ensure these cars went fast and were capable of winning races. Then to give themselves an additional advantage Ford and Lotus enticed some the best in the world to drive them. Open wheel heroes such as Jim Clark, Jackie Stewart and Jackie Ickx all strapped into the Fords. Its light weight and agile handling meant these Formula One jocks and others won, and won often. And so the legend was created.To the uninitiated the Mark I cars look like the poverty pack models. But to those who know the discreet yellow and green `Lotus' badges on the rear guards and the green stripe along the flanks are the giveaways.When Ford introduced the restyled Mark II Cortina in 1967, the Lotus version also debuted. Mark II Lotus Cortinas are rare in Australia. "I estimate there are about fourteen", says David Fotheringham, the owner of the one featured here.David's car is build-number 331 of 1967. It was imported by Geoghegans Sports Cars in 1971 from the UK, and David is the third owner in Australia. In all those years only 57,100 miles have been put on it.The Cortina has not been restored in any way, however its iconic ermine white paint was given a re-spray sometime in the seventies and the engine enlarged. The front bumper has also been split, Mark I style. Nothing else has been touched and David intends to keep it that way."There's no need to make any changes. The car is in wonderful condition and I like the patina of its age." he observes.Open the bonnet and you are immediately confronted with the double overhead cam shaft 1558 cc motor filling the engine bay. Out to the side are strapped two Weber DCOE 40s carbies. It all looks very efficient and effective. The power output is 140 BHP, propelling the car a top speed of over 100 mph.This not a trailer queen car. "I take it on club runs about eight or nine times a year", David says. Not content with the Lotus, David also has 1967 GT Cortina and an unusual 1966 V4 Ford Corsair. So it's no surprise to know he is the President of the Hunter British Ford Club.David explains his passion for smaller Fords. "My first car was a 1967 Cortina GT. I bought it in 1977 and sold it a few years later. Then in 1995 I had an opportunity to buy it again, but before I could close the deal the car was stolen and just disappeared. So I decide to buy a GT anyway. And that got me started".