Cosworth solidified its association with Ford on road cars by developing the YB series of engines. Starting with the Ford Sierra RS Cosworth in 1986 with the famous in-line four producing 204 PS, this hugely successful engine destined for great things both on and off the track. This collection includes three of those famous cars, all very successful for both Ford and Cosworth which made Ford Cosworth a household name.

The Anglia modelled was supplied new by W. Harold Perry Ltd, Ford dealers in Westcliffe-on-Sea, Essex, on June 1st 1960. The first owner, D. M. Smith Esq, paid £652, 2 shillings and 1 penny for the car which included the optional extras of whitewall tyres and a heater. Current owner James Gardner from Kendal, South Cumbria, acquired the car in 2012 from the Classic and Sportscar Centre, Malton, in Yorkshire. Although it was basically in very good restored condition, and showing a low mileage of only 39,000 which is believed genuine, James has had the engine rebuilt and fitted a replacement MacPherson strut on the offside front suspension because it was badly bent.

The Ford Anglia was launched in 1959, the same year as the much more avant-garde Mini, but was a wholly different take on the small economical car, being a conventionally engineered front-engined rear-wheel-drive package. Its styling, however, was very influenced by Ford's larger Detroit-designed American market cars and that infamous reverse-rake rear window was the work of American stylist Elmwood Engel. Crucially it sold well, and profitably, for Ford who did not produce a small front-wheel-drive car along the Mini's lines until the Fiesta was launched in 1976. The Anglia's new free-revving overhead-valve 'Kent' engine began a family of 'over-square' power units which, much modified as the 'Crossflow' and then subsequently 'Valencia', would endure into the early 21st century and gain numerous competition victories.  

Engine: 997cc 4-IL OHV
Power: 39bhp@5000rpm
Torque: 56lb.ft@2700rpm
Maximum speed: 76mph
0-60 mph: 26.9secs
Weight: 1679lbs

Triumph Herald 1200, Monmouthshire Constabulary

Monmouthshire Constabulary, which became part of Gwent Constabulary on April 1st, 1967, were early adopters of the then experimental Unit Beat Policing (UBP) methods being trialled in the early 1960s. The concept took constables off the 'beat' and into 'panda cars', allowing them to cover much larger areas and still walk a beat to meet the public. However, the advent of radios meant the UBP cars were constantly responding to calls and the beat concept gradually faded away. This car was one of six Heralds bought in September 1966 purely for UBP work, a task the reliable tight-turning Herald was ideal for. They were not fitted with blue lights or sirens in this role.

During the late 1950s, as traffic density increased and radio technology improved, the government and police started to look at different methods of policing both beat patrols and traffic management. The first 'Z' car-style policing experiments were done in Kirkby, near Liverpool, in 1959 and entailed replacing beat policemen with uniformed two-man police patrols in cars. The term 'Z car' was coined by Colonel Eric St Johnstone, then Chief constable of Lancashire, during this trial and eventually became the title of a long running BBC TV series on which St Johnstone acted as technical advisor. These experiments led to the UK officially introducing Unit Beat Policing in December 1966. Some forces resisted initially but it had become almost universal by the end of 1968.

• Engine: 1147cc 4IL OHV
• Power: 39bhp@4500rpm
• Torque: 61lb.ft@2250rpm
• 0-60mph: 28.6secs
• Maximum speed: 74mph
• Unladen weight: 1771lbs

The Volkswagen Beetle entered the record books as the bestselling single-model car of all time on February 17th 1972 when production reached 15,007,034 units, eclipsing the Ford Model T. When production finally ceased on July 30th 2003, Volkswagen had produced a total 21,529,464 and it’s unlikely this record will be eclipsed as cars now rarely remain in production longer than 10 years. It was developed by Ferdinand Porsche in the mid 1930s and was heavily influenced by the then modern design thinking about economy cars espoused by Hans Ledwinka of Tatra and others. The result was a rear-engined air-cooled saloon which was rugged, simple and reliable in any sort of extreme weather conditions.

Although Volkswagen's legendary advertising campaign for the US market highlighted the fact that the Beetle did not change year-on-year, making it easier to source parts, it did develop over the years because of both market pressure and legislative changes. The first obvious visual change was in 1953 when the vision-limiting 'split' rear-window was replaced by a one-piece oval design, which lasted until August 1957 before being superseded by an even larger rear-window. The example modelled was one of the last 'oval' window cars, which was registered in London in June 1957. Current owner, Robin Allen from Hampshire, had it professionally refurbished in 1990 and it remains in excellent condition whilst retaining its original engine.

• Engine: 1192cc 4-HO OHV
• Power: 30bhp@3,700rpm
• Torque: 56lb.ft@2000rpm
• Maximum speed: 70mph 0-60 mph: 28secs
• Weight:1720lbs

The Austin Seven modelled was built at Longbridge on April 11th 1960 as a special order for Irene Waite, née Austin, eldest daughter of Lord Herbert Austin. It was fitted with a fresh-air heater, which at that time was for export market orders only. On April 28th it was sent to another section of the BMC empire, coachbuilder Vanden Plas in Kingsbury to be painted metallic blue over the original white, trimmed in VM3230 grey hide and Evlan Birstall VDP C2 grey carpet. This was done to match the Vanden Plas Princess IV DS7 A135 Limousine owned by Irene's husband, Arthur Waite, a BMC director who'd joined his father-in-law's company after the Great War.

• Engine: 848cc 4IL OHV 
• Power: 34bhp@5500rpm 
• Torque: 44lb.ft@2900rpm
• 0-50mph: 27.1 seconds
• Maximum speed: 72mph
• Unladen weight: 1380Lbs

The Cooper S modelled appears on the cover of the book, 'Original Mini Cooper and Cooper S. The Restorer's Guide.' by John Parnell; a volume regarded as essential by both professional restorers and enthusiasts alike. It was restored to a very high standard in 1988/89 by Mini expert Nick Rogers, proprietor of well known Sheffield-based specialist Minibitz (now renamed Min-e-Bitz) who used as many new-old-stock BMC parts as he could find including a super-rare Mk1 heated-rear-window, as he intended to keep the car. When Nick purchased the car it had been dismantled, somewhat unsympathetically, and damaged as a result, but he was careful to restore to as original a specification as he could. 

The BMC Mini gradually evolved throughout its 41 year production life as the mechanical specification was changed to make it easier to produce and more reliable. However, the Mk2 facelift of October 1967 was the first really big change and featured a new eight-slat alloy radiator grille, larger rear-window, bigger (thus safer) rear light clusters, different interior trim, redesigned instrumentation and new badges. Many of these changes lasted until the Mini ceased production. Collectors often regard the late Mk1 Cooper as the ultimate expression of the original line and that's one of the reasons the Mk1 modelled is so collectable. It was registered in September 1967, making it one of the last Mk1 Cooper S production cars, and one of very few left. 

Engine: 1275cc 4-IL OHV
Power: 76bhp@5800rpm
Torque: 79lb.ft@3000rpm
Max speed: 97mph
0-60mph: 10.9secs
Weight: 1440lbs

The Cooper S modelled was a Durham Constabulary Traffic Car and was usually operated by a female crew of two. It was one of several Mini Cooper S vehicles on their fleet, as period photographs prove, but the car itself no longer exists. Mini Coopers were popular traffic cars in the North East as their size and spritely performance made them very agile in both the urban and countryside topography that makes up County Durham. Their front-wheel-drive configuration also provided good traction in harsh winter conditions on the North East's hills. They were rarely used for dual carriageway or motorway work though as Durham Traffic Police used more powerful Jaguar Mk2s in this role.

The Mini Cooper's potential as a police car was obvious immediately the 997cc model was introduced in 1961. However, it really came into its own in February 1964 when the 1275cc Cooper S version arrived. Its greater engine capacity meant extra torque so less performance was sacrificed when the vehicle was carrying the weight and aerodynamic penalties police traffic patrol cars incur when fully equipped. It became a popular vehicle in this role with police forces all over the UK, especially those in the North, and was used in a basically standard form except for the fitment of an alternator to handle the Police vehicles greater electrical load and often, but not in this car, motorsport derived twin fuel tanks to give greater range.
 

• Engine: 1275cc 4-IL OHV
• Power: 76bhp@5800rpm
• Torque: 79lb.ft@3000rpm
• Max speed: 97mph
• 0-60mph: 10.9secs
• Weight: 1440lbs

During the 1960s, Colin Chapman’s rapidly expanding Lotus car company and F1 team enjoyed a fruitful partnership with Ford. The Lotus Cortina Mk1 won races in spectacular style and Chapman worked closely with Cosworth’s Keith Duckworth and Ford PR genius Walter Hayes to develop the DFV, the engine that would revolutionise F1 and which was initially designed for the Lotus 49 F1 car. Chapman was given a new Ford Cortina Lotus as a company car and that is the car modelled here. He kept it into the early 1970s, covering 14,233 miles, before it was put on display in the company’s museum until 1998.

The Mk1 Granada was produced from 1972-1977 in both the UK and Germany with 123,368 being made in the UK alone. However, rust and banger racing has destroyed many and few survive, Ghias in this unusual but striking colour being especially rare.

First registered in October 1977, this Ghia’s early history is unknown but it was purchased as a complete and running car by Gary Davison from Ryhope in Sunderland on March 8th, 1997. Gary’s father Ian had run a Granada Coupé when he was growing up and he’d inherited an enthusiasm for V6 Mk1 Granadas.

Tragically, Gary passed away in 2006, aged just 37, because of a heart condition. Thus his son, the current owner Lewi Davison, inherited the car when he was just 11 years old.

The British Motor Corporation was created in 1952 by the merger of long time competitors Austin and Morris leaving many towns with competing dealers franchised to sell only two or three of their now six marques. Chairman, Leonard Lord, devised the concept of 'badge-engineering' the 1959 1.5-litre Farina styled Austin A55 Mk2 Cambridge into five different versions (Austin Cambridge A55 MK2, Morris Oxford Series V, Wolseley 15/60, MG Magnette Mk3 and Riley 4/68) so every dealer had a vehicle to sell to their often brand-loyal customers. The whole range was updated and restyled in late 1961 and remained in production until 1971 by which time over a million of all types had been produced.

Sold new in late 1961 by Knavesmire Garage in York, 4771 DN is one of a small number of early Oxfords made in this distinctive hue with no mid-line chrome strip.  It returned to the dealer as a used car in 1967 and was loaned to the garage's workshop-foreman, Bob Turner, for his family's summer holiday to Reighton Gap Caravan Park. His car-mad son, Steve, then 5, was impressed by the 'salmon pink' car, the first Oxford he'd ever travelled in, and has retained that youthful passion; becoming one of the UK's leading restorers of the type and Secretary of The Cambridge-Oxford Owners Club. Sadly it is believed 4771 DN was scrapped in the early 1970s and no other Deep Pink Oxfords survive.

Engine: 1622cc 4IL OHV
Power: 61bhp@4500rpm
Torque: 90lb.ft@2100rpm
Maximum speed: 81mph
0-60mph: 21.4secs
Produced: 296,255 (Series V & VI)

The Morris Minor was launched at the 1948 London Motor Show, Britain's first since the cessation of hostilities, alongside another legend the Jaguar XK120. In its original form it used a 918cc sidevalve engine and its headlights were mounted low in the grille. Foreign market legislation forced the lights up into pods on the wings in 1951 and then, when Morris Motors merged with Austin in 1952 to create BMC, the Minor received the Austin-designed 803cc A-Series engine.  This was updated to create the 'single screen' Minor 1000 in 1956. The Minor was Alec Issigonis' first complete car design and possessed extremely surefooted handling which was many years ahead of its competitors.

Engine: 948cc 4IL OHV
Power: 37bhp@4750rpm
Torque: 50lb.ft@2500rpm
Maximum speed: 73mph
0-60mph: 25.9secs
Produced: 1,303,331 (all Minors)

Extensive government research into policing procedures led to 'Unit Beat Policing' (UBP) being rolled out across the UK during the late 1960s. Conceptually this was a big change as police officers, who had previously walked a 'beat' over a given time period, now drove between different areas walking for a while before driving to the next. This led to the introduction of the 'Panda Car', so named because it featured white panels on a blue car. These were usually small, economical cars such as the Minor. The example modelled was one of The Lothians and Peebles Constabulary's (L&PC) initial batch of twenty UBP cars, all Minors, supplied by Hall Brothers of Musselburgh.

• Engine: 1098cc 4IL OHV
• Power: 48bhp@5100rpm
• Torque: 60lb.ft@2500rpm
• Maximum speed: 74mph
• 0-60mph: 24.8secs
• Produced: 1,303,331 (all Minors)

The Morris Minor had a remarkably long production life from 1948 until 1971 and was a great step forward in handling and comfort. It was the first complete car designed by the legendary Alec Issigonis (knighted in 1969) to enter production. Over the years it was available in at least 38 different colours, but this car’s ‘Turquoise BU6’ is rare because it was only offered between 1956 and 1959. This car was purchased by Mr Marchbank in 1985.

He started a restoration that included replacing rusty panels and reconditioning the engine but the car remained dismantled in his garage until January 2009 when a new owner took on the project and completed the rebuild in August 2010. The car was sold by South Western Vehicle Auctions in June 2017 to Morris Minor specialist Steve
Loder who’s done further restoration work on it.

In October 1963 Rover announced their compact 2000 model, often known colloquially by its codename P6. It was an all-new design featuring a unit-construction base skeleton covered by bolt-on body panels, independent front suspension using horizontal coil springs, de Dion rear suspension and four-wheel disc brakes, giving it class-leading dynamics. Its radical exterior and interior styling was by David Bache and its pioneering passenger safety-cell contributed to it becoming the first ever 'European Car of The Year' in 1964. Rover's General-Motors derived all-aluminium V8 was offered as a more powerful option in April 1968, finally giving the P6 the power its chassis had always warranted. Production of the P6 ceased in 1977.

Engine: 3528cc V8 OHV
Power:  150bhp@5000rpm
Torque:  204lb.ft@2700rpm
Maximum speed: 122mph
0-60mph: 9.1secs
Produced:  292,947 (all P6)

This Series 2 model was painted in a slightly later Series 3 colour, quartz blue. It was owned from 1972-1975 by Edinburgh-based Kenneth Scott and he remembers that, although areas underneath showed it had originally been green, it had been painted very professionally and comprehensively. This has led Alpine enthusiasts to speculate it was done by the Rootes development department in order to see what an Alpine would look like in their new colour. Alternatively it could have been sprayed by the Edinburgh dealership it was dispatched to as a special order for a favoured customer. This would explain why the hardtop, usually in a contrasting shade, was the same colour.

• Engine: 1592cc 4IL OHV
• Power: 80bhp@5000rpm
• Torque: 94lb.ft@3800rpm
• 0-60mph: 14.8 secs
• Maximum speed: 97mph
• Weight: 2,135Lbs

Ford advertised the Twin-Cam using the slogan, ‘Any colour as long as its white’, which was an ironic Model T reference. All were built near Liverpool in Ford’s Halewood factory alongside less exotic Escorts and the single colour policy was instigated to minimise factory disruption.

Oddly, export market CKD kits were made in other colours but the car modelled is the only non-white UK market example. It was first registered on November 20th, 1968 to Mr Howard F. Colling of Ardleigh Green, Hornchurch, Essex, probably through local dealer Dagenham Motors. It’s not known whether he specifically ordered Blue Mink, then a current Ford colour, or whether it was produced because of a factory error.

Ford Escort Mk1 RS2000 Daytona Yellow The RS2000 was the last MK1 RS Escort to be announced and was created by fitting the Mk3 Cortina’s SOHC 2-litre engine into the smaller, more nimble Escort. It was ideally suited to both Group-1 motorsport or spirited road use and in standard guise was not much slower than the more expensive and complex Cosworth BDA engined RS1600. It was unveiled on July 4th 1973 and 5,334 were produced in only eighteen months, 3,759 of which were for the UK. The RS2000 modelled was first registered on October 18th 1974 by Finchley-based Ford dealers W. Harold Perry, Ford’s main London dealer from 1912, and retained by them until March 1975 as a demonstration car.

Vauxhall got ahead of Ford by launching their fresh new front-wheel-drive 'J-car', as it was known internally, in Autumn 1981 when Ford's new Sierra was still almost a year away. It was an immediate sales hit, being handsome, robust, reliable and great to drive. Vauxhall pulled the rug from under Ford again by announcing the injected 1.8-litre SRi in 1982 and suddenly every sales rep Europe wide had a new purpose in life, to own an SRi. Its lightweight but strong and discreetly aerodynamic bodyshell made the best use of the new engine's power and allowed this genuinely rapid saloon to be fairly economical while alloy wheels, spoilers, graphics and bucket-seats provided showroom appeal.   

The 2-litre SRi 130 was introduced in 1987 and has become a cult classic today. The example modelled was originally owned by Len Balls, Service Manager at Cowies Vauxhall in Bury St Edmunds, Suffolk, where it was originally registered on 6^th August 1987. He serviced it meticulously for fifteen years then sold it to an enthusiast who dry-stored it for three years. Current owner, Cleethorpes-based Mk2cav.com member Darren Cox, bought it in 2005 and in October 2006 embarked on a detailed restoration to a better than new standard using as many original components as possible. The finished car, known amongst his family as 'Champers' because of its champagne colour, has still only covered 55,000 miles and is considered to be one of the UK's best.

Engine capacity: 1998cc 4IL OHC
Power: 130bhp@5600rpm
Torque: 133lb.ft@4600rpm
Max speed: 117mph
0-60mph: 8.2secs
Weight (unladen): 2320lbs

The Stag modelled was purchased from BL Dealers F.W. Warwick and Son, Petersfield, Hampshire, on June 12th 1974, by David Ford, from Hayling Island. It cost £3146.56, including a £41.45 laminated windscreen and a whopping £292.98 for a Radio-Mobile 108SR cartridge 8-track player. He had major engine repairs carried out on the car in 1980, which resulted in a court case with the garage concerned; correspondence in which Ford stated "car worse than before" has remained with the car. Stag specialist Clive Tate did a full engine rebuild in 1990, after it had blown up while Ford was holidaying in Wales.

He obviously loved the car though, as he kept it until July 2011. David Ford had the body restored in 1994 at a cost of £4300, and second owner, Peter Harper, carried out more restoration work including having the seats retrimmed in the original shadow blue Ambla vinyl, a new blue hood, and new stainless steel bumpers. However, he only kept it 18 months before current custodians, Cambridgeshire-based David Currington and Helen Field, purchased it in December 2012. It's now covered just over 90,000 miles and, having been well looked after, is a very good but usable example. David and Helen have had the hard-top resprayed and the manual-overdrive gearbox rebuilt after reverse gear sheared off. They are enthusiastic members of the Stag Owners Club, attending events regularly, and enjoy using the car all year round.

Engine: 2997cc V8 SOHC Power: 146bhp@5700rpm Torque: 167lb.ft@3500rpm 0-60 mph: 9.3 seconds Maximum speed: 116mph Weight: 1274kgs

The car modelled was purchased from Tildesley Ford, Walsall, for £1250 on August 1st 1973 by a then 25 year old engineering company MD, Ivor Grange. He bought it off the showroom floor, pleasing salesmen who’d nicknamed this colour ‘doom blue’; yellow or orange being the fashion. Unusually, it had been built with black cloth seats but he requested two dealer-fit extras, a vinyl roof and Dinitrol rust-proofing. He drove it for 10 years, 56,000 miles, before putting it in his garage for restoration. In 2007 Ivor sold it, untouched, to Midlands-based enthusiast Mark Rogers who totally restored the car and was delighted that Ivor was able to join him displaying the car in the 2017 NEC Classic Car Show’s Pride of Ownership competition.

The MGB modelled was registered in January 1974 and is presented as it was when new. However, it’s led an interesting life. When only eight years old, after being damaged, it was partially rebuilt by MG Specialists Chatham’s in Braintree, Essex, and returned to almost as-new condition.

Since then it’s been well cared for by a number of owners as the car’s substantial history file proves, before being purchased in 2013 by the current owner, David Trotter, who is based in the French Alps. He sent the car to well-known MG specialist Oselli, who fitted one of their fast-road 1950cc engines, converted it to left-hand-drive, and carried out various other works to improve it.

This Capri was purchased new from Ford agents M&M Services in Eastriggs, South West Scotland, by David Mulholland who’d originally attempted to order a Capri from a Ford dealer in Dumfries. Unhappy with their response he found that M&M had one in their showroom, bought it, and requested the number plate XSW 24W because he was then a truck driver with the CB handle ‘24V’.

He used the car for five years and it had two further keepers before being purchased in 1996 by the current owner, Cumbriabased Malcolm Rolland, for £700 without an MOT. It had covered 74,000 miles. He used it for four years, then embarked on an epic nine-year restoration. The result, after over 3600 hours in the garage, is one of the best Capris in the UK.

The Capri modelled was purchased from Ford dealers KT Group of Erith, Dartford, Kent, on June 30th 1987. Its first owner, a lady from Dagenham, used the car sparingly and sold it after less than a year to a new owner who also only used it rarely. Third owner Stewart Graham, from Bedfordshire, bought it on December 9th, 1990, at which point it had covered less than 8000 miles. Stewart kept the car for nearly 24 years, looking after it meticulously before selling it in late 2013, after careful consideration that it was going to a good home, to Nottinghamshire-based Ford enthusiast Wayne Christian. At this point it had covered less than 28,000 miles.

This remarkably original example has become well known within the Capri world and has been exhibited at the NEC Classic Car Show. It is considered one of the best and most original examples of its type, having had only routine maintenance throughout its life. Even the paint is 100% original. Left-hand-drive Capri production ceased in late 1984 but strong UK demand meant the right-hand-drive, UK market only, Capri 2.8i Special was announced at the London Motor Show in October 1984 and produced until 1986. It featured leather facings for the Recaro seat's side-bolsters, gear-lever, steering wheel and trim panels. It also boasted a colour-codedgrille and headlamp surrounds, 7-spoke RS alloy wheels wearing 205/60-13 tyres, a 5-speed gearbox and a limited-slip differential.

Engine: 2792cc V6 OHV Power: 160bhp@5700rpm Torque: 162lb.ft@4300rpm Max speed: 127mph 0-60mph: 7.9secs Weight: 2620lbs

Ford Motors Company Trademarks and Trade Dress used under license to Hornby Hobbies. Manufactured by Hornby Hobbies Ltd.

Ford Capri Mk3 3.0S Graphite Grey The Capri Mk2 of 1974 revised the successful 1969 Mk1 by adding a useful hatchback while retaining the sports coupe’s attractive basic outline. The Mk3, launched in March 1978, brought in many detail upgrades the most obvious of which were the partially shrouded twin-headlamps, front-spoiler, wrap-around bumpers and slatted grille. These, combined with the rear-spoiler, lowered the drag coefficient to 0.374, a reduction of 12.6%, and improved both high-speed stability and fuel economy. This made an attractive showroom package and remained in production at Ford’s Cologne plant until December 19th, 1986, by which time 324,045 Capri Mk3s of all types had been produced.

The V6 Capris are often regarded as the most desirable models in the Capri range but many enthusiasts regard the 2.0S as equally desirable, especially if the 2-litre SOHC engine has been tuned. The smaller engine created a less nose-heavy car that was 188kgs lighter overall and, when fitted with the more responsive S suspension package, was a very appealing driver’s car. It was only one second slower to 60mph than the V6 but also considerably more economical. The Mk3 2.0S also featured a rear spoiler and an integrated front-apron spoiler which reduced lift by 7% and drag by 6%.

The XR3i modelled was based at Darlington Police Station from 1983 under the call sign M10D, or more usually 'Mike 10'. It was used by 'Traffic' and was one of two XR3is employed by the Constabulary in this role during that period with the other, A277 BJR, being based at Peterlee; both were later replaced by Astra GTEs. The XR3i was an ideal urban traffic car because it was relatively small and nimble but genuinely fast enough to carry out all the tasks demanded by this role. It was thus a formidable weapon in the fight against car crime although, ironically, XR3is were one of the most commonly stolen cars of that era...

The XR3i was used in this role by Merseyside, Durham, Dorset, and Cambridgeshire, but other forces adopted hot hatches for similar duties. With impressive grip and vice-free front-wheel-drive handling, honed by F1 Champion Jackie Stewart, a 0-60 time of 8.6 seconds and a maximum speed of 116mph it could keep up with far more exotic cars in any real-world situation. It could, however, still carry the equipment that the job by then demanded and have two passengers in the back if needed. The UK police started using small performance saloons in the early 1960s, with the Mini Cooper pioneering this role, although other rally and race-bred saloons quickly followed with the Lotus Cortina, Escort Mexico and Escort RS2000 being popular.

Engine: 1597cc 4IL SOHC Power:105bhp@6000rpm Torque: 101lb.ft@4800rpm 0-60mph: 8.6 seconds Maximum speed: 116mph Weight: 2040lbs

Ford Motors Company Trademarks and Trade Dress used under license to Hornby Hobbies. Manufactured by Hornby Hobbies Ltd.

The Royal Automobile Club (RAC) was founded in 1897 by Frederick Richard Simms to 'promote the car's place in society'. They introduced uniformed patrols in 1901, were awarded royal title by King Edward VII in 1907, and opened their first emergency telephone boxes in 1912. The RAC used Land-Rovers but the vehicle modelled is a replica created by Series 1 enthusiast Jason Allcock. He restored it as an RAC Service Vehicle in 2012 because he'd previously owned a genuine RAC 107" example and liked the livery. Jason did all the work himself, except the signwriting and blasting, so was pleased to win 'Best New Restoration' at the 2012 Land-Rover Series One Club's annual rally..

• Engine: 1595cc 4IL IOEV  
• Power: 50bhp@4000rpm 
• Torque: 80lb.ft@2000rpm 
• Width: 61 inches 
• Length: 132 inches 
• Weight: 2,594lbs 

It became clear almost immediately after the Land-Rover's launch in 1948 that it could be used in a far greater number of roles than Rover had initially envisaged. The vehicle modelled is the first Land-Rover built for the fire service, and thus the first to leave the Solihull works painted red instead of green. It was actually the first of a batch of four dispatched in February 1949 to the Derbyshire Fire Service, all of which were handed over to Derbyshire's Divisional Fire officer at the same time.

They were among the last vehicles made using the R86 1948 model-year numbering sequence, before production of the subtly different 1949 model-year vehicles commenced. Other than the red paint they were all standard vehicles and were used to transport equipment and personnel around Derbyshire, a region where off-road capability is important because of the topography. All four were painted green to be sold off in the mid 1960s and the current owners, North Yorkshire-based Robert and Rachel Sargeant, spotted the vehicle on eBay in 2010. It was by then painted blue and had been off the road for 35 years but, although in very poor condition, it was complete and unmodified. The Sargeants embarked on a total restoration to return it to its original condition and livery that took 570 hours of work but was finished in time for the Series One Club's rally in June 2012.

Engine: 1595cc 4IL IOEV Power: 50bhp@4000rpm Torque: 80lb.ft@2000rpm Width: 61 inches Length: 132 inches Weight: 2,594lbs

Land Rover and the Land Rover Logo are trademarks owned and licensed by Jaguar Land Rover Limited.

A40 Farina Mk1 'Alf', 1960 Monte Carlo Rally, Winner: Coupe des Dames, Pat Moss & Ann Wisdom. Pat Moss and Ann Wisdom's winning of the Coupe des Dames, or 'Ladies Prize', on the 1959 Monte Carlo Rally had been well publicised and BMC thus entered the pair in the 1960 Monte, always the season opening event in January, driving a similar A40. The little 1-litre A40 was one of Pat's favourite cars because it handled well, was the right size for rallying, responded well to tuning and the driving position suited her stature. BMC Competitions Department at Abingdon, where both Pat and 'Wiz' were very popular with the mechanics, built a new example for this event, 947 AOF, which Pat, who nearly always named her cars, immediately christened 'Alf'.

Austin, Austin-Healey, MG and Morris are registered trademarks of MG Moror UK Ltd. Licensed by British Motor Heritage Ltd. Licensing agent LMI www.bmh-ltd.com     

The more sporting S specification Cortina was popular with customers who wanted the stiffer suspension and improved handling it offered. However, the vast majority of the nearly 3000 S specification cars built were the 4-cylinder 2.0S, as the 'Cologne' V6 engined 2.3-litre version tended to be ordered with an automatic gearbox in the more comfort-orientated Ghia specification. The 2.3S modelled, which has a manual 4-speed gearbox, is therefore one of only 476 produced at Dagenham for the UK market, one of only two remaining and the only currently roadworthy example.

Built in June 1978, and registered on July 3rd, it also features the extremely rare 'Orange Cadiz' upholstery instead of the more common grey. The previous owner, a Cortina enthusiast, enjoyed it for almost two decades but wanted to sell it to someone who would restore it. In August 2017 the current owner, Cambridgeshire-based aircraft engineer Simon Hoar, was able to persuade him that he was the man for the job. Simon had grown up with his dad's Mk4 Ghia, and loved it, but had rolled that car and written it off when aged 17. Thus, he initially bought the 2.3S to restore and give to his dad, Richard, to repay that long-standing debt. However, Richard found out, ended up helping, and the pair now share the matching-numbers car. Their concours standard complete restoration was finished in April 2018 and won Classic Ford Magazine's 'Restoration of the Year'.

Engine: 2294cc V6 OHV Power: 107bhp@5000rpm Torque: 130lb.ft@3000rpm 0-60mph: 12.2 seconds Maximum speed: 103mph Weight: 2507Lbs

Ford Motors Company Trademarks and Trade Dress used under license to Hornby Hobbies. Manufactured by Hornby Hobbies Ltd.

The Mk4 Cortina was based on the existing Mk3 platform but sported a totally new body, which was crisper and less American influenced than the Mk3 had been. It was styled under the leadership of Uwe Bahnsen at Ford in Germany and was now almost fully integrated with the European Taunus range. A 2.3-litre V6 model was made in relatively small numbers but the 2-litre 4-cylinder Ghia was the defacto top model for economy minded company car users and was luxuriously equipped for its era, featuring a wood-veneer dashboard and door cappings, extra sound deadening, a vinyl roof, cut-pile carpet and luxury cloth seats.

Subaru Impreza WRX Type RA STi V.II 555 Pure Sports Sedan. Sports Blue. The fantastic sales success off the first STi was a surprise to Subaru, although in hindsight it's hard to see why. However, on 22nd August 1995, only sixteen months after the first generation had been announced, they launched the STi Version II to meet this demand. Unlike the first it was built in Subaru's main production facility at Yajima, solving the volume problems associated with hand building the original in STi's smaller Mitaka plant. The V.II range included the limited edition Impreza 555, of which 500 'Sedans' and 100 'Wagons' would be built, with Sports Blue paint, a central roof-vent (sedan only), gold 16 inch Speedline Electra wheels and an optional dealer-applied sticker package.

The 555 V.II STi was only sold on the Japanese domestic market, or JDM as it's often called, but the example modelled was brought to the UK in 2008. Since 2013 its been owned by Wales-based Subaru enthusiast Dale Webb, who, after thoroughly overhauling it shortly after purchase, was pleased to find it was as original and sound as he'd thought when buying it. He's used it sparingly but regularly ever since, attending events organised through the Subaru forum www.type-ra.com, of which he's an active member, and enjoying its prodigious performance on track when he can. He's added a Prodrive suspension kit and exhaust, but has otherwise kept it original including the shorter final-drive of 4.111:1 that all STi V.II cars used.

Engine: 1994cc EJ20-Boxer 4cam 16v Power: 275PS@6500rpm Torque: 235lb.ft@4000rpm 0-60mph: 5.1 seconds Maximum speed: 112mph (Limited under JDM laws) Weight: 1515kgs

“SUBARU”, “IMPREZA” and all other associated marks, emblems and body designs are properties of SUBARU CORPORATION and used with permission.

Apollo Green The 1977 Mk2 Granada was based on the underpinnings of the Mk1 but Ford put a great deal effort into both the refinement of the car and its aerodynamics. The result was a luxury express which, in top of the range Ghia trim, offered serious competition to the premium luxury brands but was, in the Ford tradition, still simple and economical to service and maintain. All European market Granadas were built in Cologne, Germany, and featured the German-designed 2.8-litre V6 in place of the Mk1’s 3-litre ‘Essex’ engine. The Mk2 Granada remained on sale until 1985, by which

The 'Fiesta Festival' was a Special Edition model, launched in 1980, which was based on either the 950cc or 1100cc models and featured prominent side-stripes and Festival badging on the tailgate.  Dinkar Jhalera from Buckinghamshire purchased his Fiesta Festival new in October 1980 from Ford main dealers Godfrey Davies of Neasden, London, and has kept the car, which has now covered approximately 75,000 miles. He had it rust-proofed by Ziebart immediately after purchase and, as per the firm's warranty conditions, Zeibart steam cleaned and reapplied their antirust treatment every two years until their 10 year anti-corrosion guarantee expired. As a result the car has remained in very good original condition.

The Fiesta Festival Special Edition was only available in 7 colours and only one option was offered, the wonderfully titled 'Convenience Option Pack' featuring a removable rear parcel shelf, head restraints and Ford pushbutton (p21) MW/LW radio. This was not fitted to the car modelled. The 950cc version modelled cost £3250 of which £217.39 was car tax and £423.91 VAT, while the 13bhp more powerful 1100cc model cost £3424.61. However, twin door-mirrors, electric washers, intermittent windscreen wipe, rim embellishers, bright bolt caps, a rear wash-wipe and the distinctive side and rear decals were standard on all Fiesta Festivals. Buyers could choose either Bitter Chocolate, Tan, or Indian Red 'York' cloth trim on the centre inserts of the car's 5-position rake adjustable front seats.

Engine: 957cc 4IL OHV
Power: 40bhp@5500rpm
Torque: 47lb.ft@2700rpm
0-60mph: 19 seconds
Maximum speed: 79mph
Unladen weight: 1635lbs

Ford purchased Italian coachbuilders Carrozzeria Ghia SpA in 1970. Initially Ghia worked on future Ford designs and concept cars but in the early seventies the Ghia name was transformed into the company’s most luxurious trim level on both European and American Fords. The Escort Mk2 Ghia featured more sumptuous cloth upholstery, wooden trim on the dashboard, distinctive square headlights, bright side mouldings, a Ghia crest on the lower part of the front wings and a vinyl roof. The majority of Ghias built were 4-doors, so 2-door examples are now rare because many of the small number produced have been converted for motor sport use.

The Mexico nameplate survived into the Escort MkII range but the car lost the 1600 crossflow OHV engine that had been so crucial in securing victory on the 1970 London to Mexico World Cup Rally and been such a huge part of the subsequent ‘Mexico’ tribute road car’s character. Instead, the Mk2 used a 1600cc version of the RS2000’s SOHC engine. It was only 2 seconds slower to 60mph than the RS2000 but at £2978, £541 cheaper. The Mexico was the entry-level Mk2 RS Escort but is now amongst the rarest as only around 10% of the 2,290 produced in Saarlouis, West Germany, remain.