Words: Wilhelm Lutjeharms
Photography: Supplied
If there is a single story that has grabbed the attention of Porsche, classic car or restoration enthusiasts, it can undoubtedly be found at the Instagram account “Limoncellaprojekt”. The person behind the account is Paolo Iacometti. Based in Italy, he has done something quite out of the ordinary: he decided to save a 993 had been submerged under water, in a river… for four-and-a-half years! Let that, uhm, "sink" in for moment...
During our interview, it quickly became evident that he is a true enthusiast and didn't want any attention, but still, it is fascinating to learn more about him and his mindset. What motivated him to tackle such a massive project, even with the full assistance and experience of a workshop?
Paolo eagerly shares stories about his upbringing and how his love for cars and especially Porsche’s 911 came about. But he digs much deeper than your general enthusiast. He zooms in on the 993 and soon admits that to him the 993 RSR is the ultimate and pinnacle of Porsche’s 911 air-cooled development. However, if you think he wanted to build a 993 RSR tribute, you'd be wrong. His 993 did take some cues from the Cup and RSR, but the story of this car runs in a number of directions and the end result, and the dream that is still being chased, goes in a different direction to that of a RSR tribute.
Paolo was already driving his father’s Polar Silver 993, but he didn’t want to butcher the car to make it suitable for the track, but every time he did an event with the 993 he thoroughly enjoyed it and thought about ways to improve it. But then things changed when this sunken 993 crossed his path.
“In 2018 I saw the pictures of the 993 Carrera being taken out of the river on Facebook. It was the year when I thought regularly about stripping out my 993 Carrera and making it into some kind of track-focused car. But then I reflected for a split second and realised I could not do it to such a pristine and cared-for 993, I simply had too much respect for it. It was my father’s car, after all, and even has a full-service history!”
“When I saw the pictures and eventually the wreck, I thought, emotionally... ‘never’. But rationally I thought ‘Paolo, but maybe there is a possibility you can build this into a razor-sharp old-fashioned track tool’. This thought was running in my head, over and over. I thought, at least, let’s try!”
However, Paolo already knew about this car as a youngster as one of the previous owners, the third owner, Dr. Andrea Giomi, who was a Porsche collector, lived in the same municipality as Poala. This means his history with the car goes back more than two decades. The first owner was actually the Italian fashion designer Enrico Coveri.
From the information that Paolo managed to put together over the past five years, Enrico’s wife went to the Porsche dealership in Florence and ordered the car in the yellow that was closest to the yellow hue Coveri was using in his designs. This was called Lemon Yellow in the Porsche colour palette, available back on '86-'88 MY production. The car was passed on to another enthusiast only a couple of years later, and Paolo is now well acquainted to this second owner. His name is Alessandro Baccani and is an official Porsche 992 GT3 R driver.
One thing led to another, and during a conversation with the third owner, Dr. Andrea Giomi, Paolo was informed that the person to whom he had sold the car accidentally drove the car into the river during a rainy evening in 2014. “This was in 2016 when I had this conversation and I didn’t really think about it again. But when a couple years after this exchange I saw the pictures, I realised it couldn’t be another car. I realised that maybe there was an opportunity, because I wouldn't be butchering my pristine father’s car, but I would be saving a car destined to be crushed and destroyed. Believe it or not, but the core of this project comes from my appreciation and respect of Porsche’s artisanal masters - whether it is a painting, a car or a chair, but it is made well and it is made by hand. I like art, I like monuments and I like museums.”
Paolo had to pay the transfer of ownership fees as well as all the outstanding taxes of the time the car had been in the water (as well as the five years during the restoration), as if it was still on the road. “At that point I actually didn’t know if the car was salvageable or not, but I wanted everything to be legitimate.”
“I put on old clothes, a hat, thick and long gloves so I wouldn't cut my hands and set a day aside to clean the car as much as possible. I knew it was going to be a long day, so I booked the tow truck for that evening. I didn’t eat, just drank a lot of water. I think I removed around a tonne, or more, of mud that day!”
“At the time I thought I could take some parts off the car and leave the chassis in the garden at my parents’ house. What also made this car special was that it had the early, and rare, short-ratio gearbox, the G50.21.2. I thought, let’s see what can be done, otherwise the car would have been crushed. I had no prior experience of rebuilding or restoring a car. I didn’t even have friends that worked in workshops.”
“From the beginning I wanted to be involved in the project. This meant the workshop would need to allow me to participate. I was thankful when I found the coachbuilders called Autocarrozzeria Capecchi in Pistoia, founded as far back as 1952. They trusted me and allowed me to be part of the project.”
Needless to say, the car was stripped completely bare. That is the moment when the team realised that there was no structural damage to the car.
“The most challenging aspect was the disassembly process, and specifically removing the fully adjustable electric seats. These were basically glued to the car by mud and rust and the aim was not to damage the control units or the need to cut the bottom of the car. Secondly, the hardest single thing to sort out was the gearbox.”
Specific parts that were fitted was an RS/Cup killer switch mounting base, RS/Cup brake control unit mounting bracket, RS/Cup front hanging hook reinforcement, M003 Momo steering wheel with quick release and an adjustable throttle pedal, among many others. A genuine Porsche M003 (RS Clubsport) full aero kit has been fitted and up front is a welded strut reinforcement with genuine Porsche parts as was used for the 993 RSR. The rear and side glass are polycarbonate.
In the drivetrain a single mass Porsche flywheel and pressure plate has been installed, a Sachs performance clutch, a larger master cylinder from JPL Germany and the original limited slip differential has been completely rebuilt. The latter is part of the original car’s specification and so was option M220 (option-LSD).
The M64.05 engine was completely rebuilt with most of the parts surviving. The intake and the ECU are from the M64.21 that came with the vario ram air intake system. Aluminium billet Rennline engine covers were fitted on the both the upper and lower side of the engine.
Obviously, a lot of equipment that had been fitted were left out during the rebuild. These include, to name a few, the airbags, air conditioning, heating, carpets and sound deadening. An original 964 roof was found in Germany, and few people know that a 964 and a 993’s roofs are the same.
“Furthermore, the chassis, when it was stripped to bare metal, has been fully reinforced with interrupted seam welding, according to the specifications of the 993 RSR race car. The car is now ready for a Matter roll cage to be welded in, but it currently has the rigidity that is at least equal to the RS (M002), without the welded cage.
“The aim was to make a car that would be close to that of a combination of a 993 Cup and RSR racing car. I found the information of the welding methods Porsche suggested to the racing teams when a new 993 body was ordered.”
The suspension features Tarett Engineering adjustable mono-ball drop links and there are no rubber bushes in the car. The subframe mounts are solid billet aluminium. The engine carrier is that of the RS/Cup and the engine supports are semi-solid Rennline blue rubber mounts. The gearbox mount is also semi-solid as the RS short shift leverage, the so called golden-rod, are both from FD Motorsport. At the rear are brand new RS A-arms and Rennline mono-ball adjustable control arms. The front A-arms uses Teflon line inserts and the front features re-engineered RS wheel carriers in aluminium billet from BBi.
A 3-way adjustable coil over system, complete with aluminium billet camber plates have also been installed from Motion Control Suspension.
There are front and rear adjustable Porsche RS sway bars with Powerflex black series bushings and Moonball drop links, also from Tarett Engineering. The steering pump was removed from the right rear bank of the engine and replaced with the RSR electric pump in the luggage compartment.
The fuel tank and accessories such as the fuel level sensor are the original ones restored to brand new condition, as well as the brake fuel reservoir. Last but not least, Recaro Podium Carbon seats have now been fitted.
It is evident that over the past few years Paolo has learned nearly all there is to know about the 993, restoring it, rebuilding it and improving it
During our online interview, Paolo showed me some elements of the car that he has kept. Included is the Quarts analogue clock that indicates 06:42 PM, the time that the accident possibly took place and when the car’s electronics stopped working on 14 February 2014. It was already dark, it was raining and it is said that the river was also quite full.
On the 25th of July 2023, Paolo took the car out on the road for the first time. Understandably he mentions that date without thinking twice. “I was rather emotional but it was very exciting.” It seems there will be a long journey ahead for Paolo and this unique 993 as he still has a number of ideas and plans for this unique, rescued 911.
]]>Words: Wilhelm Lutjeharms
Images: Supplied
The late Louis Coetzer, lovingly known as oom Louis, was without a doubt one of the most prolific car collectors in South Africa, having amassed a staggering number of vehicles over his lifetime.
Several years ago, a friend and I drove up early on a Saturday morning from Somerset West to Bloemfontein to visit him for a few hours that afternoon, and drove back Sunday morning. I just had to see his collection.
Oom Louis kindly took us through his collection and shared with us why he collected these cars, what he liked about which models, what he was working on and how he used his cars. The collection was truly massive... Cars were parked in neat rows in the barn as well as along the side. The collection was mainly made up of a variety of German, American and some European cars. Some of them had very interesting stories, others still had their full luggage sets (like a Mercedes-Benz Ponton and a W123 station wagon).
Along the barn’s walls were long rows of mounted hub caps - he admitted (jokingly) that he loved cars, but that he actually collected wheel caps!
When Oom Louis and his wife, Hermien, sadly passed away, a large number of the cars (286 in total) were auctioned off by Creative Rides at the end of 2020. However, there were still some cars left in a number of barns in Barkley East, which will now be auctioned, again by Creative Rides, as the final auction of this massive collection.
According to Creative Rides, the auction of these cars forms part of the “largest ever automotive ‘barn find’ treasure trove going under the hammer”. This is possibly quite true as we can’t think of another find or auction like this in the recent past.
The auction will feature no fewer than 334 lots, which includes around 150 cars from manufacturers such as Mercedes-Benz, Chevrolet, Holden, Ford, Cadillac, Alfa-Romeo, De Soto, Porsche and BMW.
Creative Rides Classic & Collectibles Auctions CEO Kevin Derrick says: “The remaining lots comprise hundreds of items of automobilia, scores of engines across makes and models from four and six cylinders to monster V8s, enough classic car spares, car books and original manuals to stock a retail store, and a wide variety of original body parts from bumpers to tail lights. The Louis Coetzer Lost Barn Find Collection sale will also mark the inauguration of Creative Rides’ new online-only auction series that will become a regular feature on car collectors’ calendars.”
Creative Rides’ staff were obviously quite excited when they first laid their eyes on this truly once-in-lifetime discovery. It is clear that the cars have not only been there for years, but quite possibly a couple of decades or more. Exterior paint colours were barely visible owing to the thick layer of dust on all the cars.
Joff van Reenen, lead auctioneer of Creative Rides Classic & Collectibles Auctions, says it’s been an eight-month labour of wonder and love to document and catalogue this collection. “In the auction preparations, we have intentionally left the vehicles in as close to discovery condition as possible so that collectors across the country and the world can appreciate for themselves the historic magnitude of this incredible find. It’s taken months of sorting, documenting and research to catalogue the collection for the online sale, which has been as much a privilege as it has a challenge.”
According to Derrick, some of the highlights at the auction will be the following cars:
The Creative Rides app will be the place where interested parties can view the catalogue, receive auction updates and register to bid. Van Reenen says successful buyers – those with the highest bids at the end of the sale – will be notified the following day.
This will unquestionably be an exciting auction to watch. It seems, because of where and how the cars were stored, that the cars are in a much better condition than one would expect, especially in terms of rust and the interiors. However, make no mistake that if a car stood still for two or more decades it is likely that a full restoration will be needed, especially in terms of the drivetrain.
Where: Creative Rides App (on both iOS and Android)
Duration of auction: 10 days
Start date: Monday, March 25th.
Start time: 8:00 AM, Central African Time (CAT)
End time: 20:00, CAT on Wednesday, April 3rd
Highest bids at the end of the sale will be notified the following day.
Word By: Stuart Johnston
Images: Supplied
When the Mark I version of the Cortina was launched in late 1962 it had a 1.2-litre engine, a unit that would normally be associated with a light car. And yet the performance on offer was close to the levels of the medium-sized cars of that era, and the same had to be said for the packaging of the bodywork.
The first Cortina was a genuine four/five-seater, but with a boot that was cavernous in comparison to anything else in its class. Straight away, customers who would have looked at the larger models on offer, with bigger engines and correspondingly higher prices, were prepared to give the new Cortina a once-over, and assess whether its performance could live up to expectations of a medium-sized car.
And by and large, it did. Its top speed of about 125 km/h was more than adequate for a 1200cc in those days, and ditto for the acceleration of 0-100 km/h in less than 20 seconds. What’s more, Ford had a roll-out of models lined up for 1963 and ’64 that would make the Cortina not only acceptable, but shape-shift the way enthusiasts perceived the Ford brand.
Following hot on the heels of the 1200 models were the 1500 variants in station wagon and sedan format for more lugging power. Then, in late 1963 came the car that became an instant icon – the Cortina GT. It had lowered suspension, a rev counter, a short stubby gear lever and disc brakes up front. Most important was the 1.5-litre engine with a Weber carburettor, branch manifold, higher compression, slightly wilder camshaft, and some extra trim, topped off, of course, by those GT badges….
The correspondence pages in Car Magazine in 1964 and 1965 were rife with controversy about Ford using the hallowed Gran Turismo suffix which, until that time, had been the province of exotics like Ferraris, Maseratis, Aston Martins and the like. But what the stodgy old purists failed to grasp was that, at the stroke of a few upper-case letters, Ford had made it ultra-cool to own a mass-produced light car that could deliver excitement on a day-to-day basis, at an affordable price.
Not content with the 61 kW GT version, Ford then launched the Lotus Cortina, developed by Formula One guru Colin Chapman, which re-wrote race records all over the planet. The Cortina’s launch had happily coincided with Ford’s worldwide marketing campaign known as Total Performance, and this meant entering motorsport events in categories ranging from saloon car championships to rallying, the Le Mans 24-Hour and the Indianapolis 500.
Unfortunately, ordinary South Africans never had the privilege of being offered the specialised 78kW twincam Lotus Cortina here for sale. But Ford South Africa imported a handful of examples for our top two saloon car aces at the time, Basil van Rooyen and Koos Swanepoel, to contest the newly instated South African Saloon Car Championship in 1964.
Swanepoel, a humble mechanic from Cape Town, duly won the SA championship and in late ’64 he found himself involved in snowball fights with the great Jim Clark at the ski resort in Cortina, Italy, the town that the little Ford was named after. Drivers from all over the world who had won a championship in a Ford Cortina were invited to the celebration, and Clark was one of those, having taken time off from his Lotus F1 duties to win the 1964 British Saloon Car Championship in a Lotus Cortina.
The global motorsport programme that underpinned the Cortina’s appeal as a practical car brought huge publicity to the Cortina, and indeed, to Ford as a global brand. In the mid-1960s the Cortina had become South Africa’s top-selling car and in its first four years sold 60 000 units. In early 1967 the Mk II version was introduced with a total re-style, and again it achieved great sales success. In this rendition, which was in fact slightly shorter but with a wider track, it received the famous Kent crossflow four-cylinder engine, which would have a lifespan of well over two decades and power many thousands of racing cars and sports car specials in all parts of the world.
Famous South African tuner Basil Green launched an inspired V6 version of the car in 1968 by transplanting the 3.0-litre V6 engine from the Zodiac into the Mk II body, and famously adding Rostyle wheels and a racing stripe that wrapped itself around the nose section of the Cortina. This was the launch of the famous Perana brand that would see it revered as a global icon a few years later, when Green went one better and transplanted a Mustang 5.0-litre V8 into a Ford Capri body shell.
The Mk II Cortina was undoubtedly better equipped and more sophisticated than the original Mk I Cortina. But the Mk III version which debuted in 1971 was probably the biggest evolutionary step in the Cortina’s history. What had begun as a light car with medium-car benefits was now very much a mid-sized contender and, what’s more, its sexy new Coke-bottle shape was given added sophistication, not least by the addition of a German-developed single overhead camshaft (“SOHC”) engine in the top GT model.
The new Mk III’s launch in South Africa had been delayed by strikes in the UK, which prevented certain components from reaching here, and because of this, the Cortina had slipped out of the top three on the sales list. But the Mk III sorted that problem out as soon as it came on full stream.
During its third-gen model life, the top GT model underwent a significant change. The SOHC two-litre motor was quietly dropped from the range and in its place was the much more potent Ford Essex V6 engine, previously developed for the larger Zephyr/Zodiac range, which by the early ‘70s had been phased out. Initially this engine was introduced as a 2.5-litre option, but the GT model was given the full beans treatment with the 3.0-litre unit which was rated at 100 kW – a huge jump from the four-cylinder GT models available until that time.
With the better aerodynamics of the new body shape, the top speed of the mighty V6 Mk III Cortina GT was recorded by Car Magazine at an impressive 180 km/h. This was the dawn of the famous “Big Six” Cortina era, which defined this car as a serious performance contender throughout the rest of its lifespan. During this time the base model Cortina still used the famous Kent 1600 four-cylinder engine introduced in the Mk II, and these entry models had solid performance credentials too, for the family man or woman who wanted a strong, no-nonsense midfield performer. Another engine option was the two-litre V4, but it never enjoyed much popularity.
Also at this time, the Cortina bakkie was introduced, with 1.6 four-cylinder and 2.5-litre V6 engines. This was an amazingly successful vehicle that, due to top sales figures, would be manufactured long after the final version of the Cortina sedan was produced. What’s more, the pick-up was a unique, wholly South African design, and so well thought-of that it was exported to the UK!
The Mk IV Cortina was introduced in May 1977 and by now the styling typified the knife-edge creases that were so popular in the late 1970s. The Mk IV had an increased glass area, plush interior and an engine range that once again included the two-litre SOHC engine as a midrange model option. The 3.0-litre V6 models were given upmarket nomenclature like “XLE” and “Ghia” and the front suspension retained the double-wishbone system introduced on the Mk III version to replace the MacPherson strut design of the first two generation Cortinas. An identifying styling feature of the Mk IV models was a switch to square-shaped headlights.
Perhaps the most notable achievement of this Mk IV model range was that it had bounced back to again become South Africa’s top-selling car, a position it had not held since 1965. It should be noted that in the late ‘70s South Africans were still very much affected by the fuel crises of late 1973 and many had made a switch to much smaller cars. Accordingly, the top-selling sales figures were a huge endorsement of the medium-sized Mk IV’s excellent design and specification.
The final Mk V Cortina was introduced in 1980 and was pretty much an evolution of the similarly-styled Mk IV. Beneath the skin, Ford South Africa was very proud of its new five-link rear suspension that, again, was developed in Port Elizabeth.
The top model in the range introduced the evocative XR6 name into the Cortina lexicon, essentially the GT replacement model. The XR6 had exotic Scheel rally-style bucket seats, pressed-steel wheels with a special “mag-style” pattern, spoilers and side stripes. Essentially it was the same Big Six Cortina beneath the skin, and no-one seemed to care very much that its V6 engine had been around in the same basic form for nearly a quarter of a century!
For hard-core enthusiasts, who had been mesmerised by the first Cortina GT, the crowning glory for the Cortina range in South Africa came with a special run of 200 Cortina XR6 Interceptor models. The whole idea was to homologate a model for racing to run at the front of the Group One saloon car racing field. These came standard with three twin-choke Weber carburettors, a hot camshaft, branch exhaust manifolds, uprated suspension, and special alloy wheels. The Interceptors were painted a brash red and raced to winning effect in the Group One category against BMW 528s, by the likes of Sarel van der Merwe and Geoff Mortimer.
A lesser-known hot version of the Cortina XR6 at this time was the very rapid X-Ocet, marketed by a Port Elizabeth dealership, Simpson Ford. This car ran a modified 3.0-litre V6 motor topped off by a Holley four-barrel carburettor, and the X-Ocet was at least as quick as the Interceptor, but easier to keep in tune with its single four-barrel carburettor.
By the time Cortina production ended in the third quarter of 1983, with the introduction of the Sierra, more than 303 000 Cortinas had been sold in South Africa since introduction in December 1962. You still see Cortina cars and bakkies running around our roads today, and on the classic car circuit they are much prized as desirable and reliable cars that are easy to keep on the road because of spares availability.
They had a great motorsport legacy that continued right until the final series was built. It is not overstating the case for Cortina that this was the car that cemented the way us South Africans felt about the Ford brand; a car for the people that continued the legacy established by the amazing Ford Model T in our rugged country, over 100 years ago!
Copy & Images supplied
Among the rare and exotic cars participating in this year's rally are the 1935 Bentley Derby Special, 1965 Shelby Daytona Recreation, 1993 Lamborghini Diablo and a 2015 Ferrari 458 Speciale.
Vanessa Crichton, Cape 1000 Event Director, expressed excitement about sharing this extraordinary opportunity with the public. "It’s not often that you get to see such a wide variety of truly special vehicles in one place, and we are excited to share this opportunity with the public. All suggested viewing areas are free to attend.”
The Cape 1000 is not just a visual feast; it's a thrilling automotive experience. The event will host various driving challenges, including a timed rally, mountain passes and a long-haul driving adventure. This year’s event spans Cape Town, Swellendam, Hermanus and George, offering an excellent opportunity for car enthusiasts to witness Africa's most beautiful drive.
PUBLIC VIEWING SCHEDULE
10 March 2024 – Sunday: Registration & Show & Shine
14:00-17:00: Quay 6, V&A Waterfront in front of Table Bay Hotel
11 March 2024 - Monday
08:30-09:30: Quay 6, V&A Waterfront in front of Table Bay Hotel (watch the start)
10:00-10:45: Bainskloof Pass (driving)
12:30-13:30: Drostdy Museum, Swellendam (lunch)
15:00-15:45: Gates to Fancourt Hotel (outside)
12 March 2024 - Tuesday
08:30-09:30: Gates to Fancourt Hotel (outside)
08:40-09:40: Outeniqua Pass
10:40-11:40: Meiringspoort Pass
14:00-14:45: Outeniqua Pass
15:30-16:15: Eden Technical High School – display before driving up York Street to Fancourt
16:45: Gates to Fancourt Hotel (outside)
13 March 2024 - Wednesday
08:15-09:00: Depart Fancourt Hotel
12:15-13:15: Barrydale – Diesel & Creme (lunch)
13:30: Tradouw Pass (driving)
15:45: Gearing’s Point, Hermanus (end of day)
14 March 2024 - Thursday
08:00-09:00: Gearing’s Point, Hermanus
09:45-10:15: R44 Clarence Drive (driving)
11:00-11:45: Fish Hoek (driving)
13:30-14:15: Chapman’s Peak (driving)
15:00: Silo Precinct V&A Waterfront (end of rally)
For those unable to attend, follow the action on social media under Cape 1000 or visit Cape 1000's official website for suggested viewing areas and the entry list at www.cape1000.com/entry-list.
Follow Cape 1000:
Instagram: @thecape1000
Facebook: @thecape1000
Hashtag: #Cape1000
The Cape 1000 brought to you by Private Clients by Old Mutual Wealth is an event that car enthusiasts won't want to miss. Bring your family and friends to enjoy South Africa's most beautiful drive.
]]>Words: Wilhelm Lutjeharms
Images: Kian Eriksen
I have to admit that it was only a few years ago that I started to pay attention to Mercedes’s "Ponton" line-up. But that was my own fault. After driving one of these iconic Mercedes models for the first time my perception changed, and this specific example brought this range into further focus for me. The more time you spend with a car, even when it belongs to someone else, the more you pick up on little details that stand out or draw your attention.
That is was what happened upon further exploration of this particular 190. Apart from the perfect condition of this car, one of the stand-out design elements are those side mirrors with their elegantly curved stalks. They are so pure and clean, a design mirrored in the all-round "soft" design of the car.
The Ponton line-up was quite extensive at the time. It was divided into several models, which included petrol and diesel variants, as well as four- and six-cylinder models. Interestingly, today Mercedes-Benz classifies the four-cylinder models as a predecessor to the E-Class and the six-cylinder models as predecessors of the S-Class.
The 190 was built during a relatively short period of time, from March 1956 until August 1959. During that time, 60 991 units were produced. At its launch, the vehicle was priced at DM 9 450, slightly more than the 180 (DM 8 700) from 1956, but more affordable than the 219 (DM 10 500), also from 1956. Interestingly, servo brakes were an option at DM 300, and they are not fitted to this car. An automatic transmission only became available in the Ponton range from August 1962, at a substantial DM 1 400 cost.
It is not often you come across a car that has been in the same family for more than half a century. This pristine 1958 190 Ponton has belonged to the Vos family since 1963 (one of around 16 000 produced in that year), after a friend had sold the car to the current owner’s father. What was originally a humble family sedan, turned into a concours winner, and finally a car forming part of a small, but perfect Mercedes-Benz collection.
This Ponton has, however, not been in perfect condition all its life. As the owner explains: “The car received several dings and bumps throughout its life time, as it was used as a daily runner, which included family holidays. As it was in a precarious state, I eventually decided in the early 1980s to restore it”.
The restoration process kicked off with the fixing of a few problems on the car, and then, as is often the case with these projects, it grew bigger and bigger and the to-do-list became longer and longer. In the end, the body was totally restored, and that was the most intensive part of the restoration.
As part of the 1986 centenary celebrations of Daimler, the owner was one of two Mercedes owners who were invited to compete against several other cars from different manufacturers at the South African National Classic Car Concours event. As it was a national event, the competition was fierce.
Around 50 car clubs participated, resulting in some serious competition across the board. As this was the car’s first concours outing, the Ponton achieved a respectable 14th place. That evening, while the owner and his wife were driving home, he told her: “Next time I want the car to achieve a better ranking”.
That very next weekend, the judges' scorecard was analysed in detail and the owner started to address each area in which he had been marked down. This included the car’s seats and the engine bay, to name but two. The seats were neatly reupholstered while the engine bay was also restored.
After the car had been overhauled in early 1989, the concours event was almost a repeat of the one in 1986. Again the Ponton was one of two Mercedes' to represent the national Mercedes club. After one of the wheels of the Ponton had accidentally come loose earlier during the day, it took a lot of sweat and hard work to get the car ready in time for the main event.
Finally, it was announced, to the owner’s utter surprise, that the 190b took the overall winner’s prize. Another surprise was the photo opportunity of the car with himself and the newly-crowned Miss South Africa of the time.
Now, more than three decades later, it is hard to believe that it has been that long since the Ponton received all the attention and hard work leading up to that second event.
As we open the bonnet, the effort that went into the restoration of the engine bay is immediately visible. It has been kept in excellent nick during the following years. As with several Mercedes' from this era, as well in the decades that followed, the wheels and wheel hubs are colour-coded, contributing to the luxurious appearance of the car.
Open the luggage compartment, and although there is absolutely nothing deluxe about this space, it is spotless with the visible spare wheel and all the equipment needed to change a wheel being present. To prevent luggage from scratching the floor, the original rubber cover can still be found at the bottom of the compartment.
Inside the car I can’t stop myself from running the back of my hand along the wooden dash, the seats and several other trim pieces of the interior. The lower third of the dash is also covered in wood, featuring several organ-type pull stops as well as the ignition slot. Right in the middle of the dash is the speedometer with a further two dials on both sides. Looking through the windscreen, my view over the rounded bonnet is dominated by the soft wings on both sides of the tri-star emblem.
Even though the car was restored in the '80s, three decades later it still looks utterly sublime. The current set of carpets is actually only in place to protect the original set, which can still be seen underneath the present, loose carpets!
The seats are fairly comfortable, while the thin-rimmed steering wheel transports you back to the middle of the 20th century. You will be excused for thinking the steering column-mounted gearlever present in most modern Mercedes' is something new, but the Ponton range also featured these, here in a manual format with a very mechanical feel to the shift action. The result is that you can guide the lever towards you and up for first gear, followed by an easy downwards pull for second gear.
It is a process that comes more naturally that you might expect. One does not anticipate real performance from the 1,9-litre engine, but I keep my foot flat through the gears to see what the car is capable of. As the needle slowly makes its way towards the 60mph mark, I back off. After all, the car was built to accommodate passengers, or a family, and carry them in relative comfort at modest speeds.
As we head back to the owner’s home, I laugh as I allow myself to take one particular corner with an unnecessary level of enthusiasm. As I turn in I realise I am hanging on to the steering wheel so that I don't simply slide away from my seating position along the open front bench!
Although the road surface is moderately good, the 190 still impresses with a solid feel, and I can’t detect any notable rattles. This feeling is further reinforced by the fact that the car has done only 99 300 miles (158 880 km).
However, when we arrive back at the owner’s garage, he smiles and shares a short anecdote with me: “I was nine years old when my father bought this car, and as you do when you are a teenager, you take some chances. I fondly remember how hard I drove this car, spinning the wheels for pure fun. Today, I almost can’t believe what I did, and how the car, thankfully, survived it all!”
This Ponton has experienced a colourful life, and is still regularly taken to club outings. Before the Ponton is pulled back into the garage, and parked next to a few of its contemporaries, the owner opens the car’s folder and shows me a few magazine and newspaper articles about the 1989 event.
There is always something special about a car which was never meant to be more than a vehicle to carry passenger from point A to B, but, which has had such an interesting history, and which has been loved and maintained over so many decades.
Specifications:
Engine: 1.9-litre, four-cylinder, petrol
Power: 55 kW at 4 600 rpm
Torque: 137 Nm at 2 800 rpm
Transmission: 4-speed manual, RWD
Weight: 1 200 kg
0-100 km/h: 20.5 seconds
Top speed: 140 km/h
Years produced: 1956 – 1959
]]>Words and images: Wilhelm Lutjeharms
In the late '90s Porsche was not in the strong financial position it is today. Mind you, things were improving, but the big leaps in financial security only came with the arrival of the first (986-generation) Boxster, the 996-generation 911 and then, especially, when the Cayenne SUV was launched.
The purpose of the Boxster was to offer a more affordable entry-level point to Porsche ownership than the pricier 911 sports cars. The idea that it is a “lesser” Porsche compared to the 911 can be seen as only partially true, especially when viewed from a value proposition.
First generation, non-S Boxsters came fitted with the 2.5-litre flat-six engine. This S model, however, was fitted with the larger 3.2-litre, flat six-cylinder engine developing 188 kW and 305 Nm. This specific unit, for sale at MotoVillage at the time of our drive and shoot, is fitted with the six-speed manual transmission. The model was also offered with the 5-speed Tiptronic automatic transmission.
For starters, the Boxster boasts very natural, flowing lines that make it immediately recognisable as a Boxster. When you get inside, there are only minor differences between the cabin of the Boxster and a 996-generation 911. Even the view over the bonnet is near-identical.
This specific car has done 103 000 km, which puts it in the middle of the odo-range of Boxsters for sale from this era. The cabin shows its age respectfully. It has clearly been looked after and it has aged rather well. At 1.87 metres tall I have enough headroom with the soft top in place and as I twist the key the flat-six fires keenly and, again, it is reminiscent of 911 engines of this era, with a distinctly hollow, metallic sound being emitted from the two-piped centre-exhaust.
You sit close to the floor of the car, which is a pure sports car element, and then you are also close to the road, all boxes that should be ticked if you are looking for a true sports car experience.
Heading through traffic the available torque at low- to mid-range engine speeds makes it easy to pass traffic and move along at a good rate of knots without having to push the engine hard. At 2 to 4 000 rpm there is enough torque to move along swiftly. The ride quality is good and the car feels compact and nimble, taking up a small footprint on the road.
I head along the beautiful Boyes Drive which snakes along the contours of the mountain towards Kalk Bay. I’m constantly aware of that engine and there are moments where, if had you blindfolded me, I would have told you I was driving a 911 Cabriolet!
As the traffic clears, I keep to first and second gear and watch the rev needle move around he clock. Made no mistake, the engine feels as alive and eager to rev as you would expect. The sound further builds throughout the rev range and the S picks up speed quite quickly. At the same time the brakes still do a proper job while the gearlever moves with little effort between the six ratios.
These roads are not perfect for the Boxster though. Although it is fun and you can use some of the performance on offer, I feel like a longer, quieter and more open road would suit it better. That might sound strange, but the rear ratios are relatively long, which means that I barely have to leave third gear. On a road with some longer stretches the Boxster will clearly show a different side of its performance envelope as it certainly has the legs to run all the way to its 260 km/h claimed top speed.
Putting the roof down, the entire experience is elevated. But even with the soft top in place, you are still (aurally) more aware of each and every sound compared to a hard top.
CAR magazine tested the Boxster S back in October 2001 and achieved a 0-100 km/h time of 6.06 second and a top speed of 261 km/h.
For an advertised price of R249 950, this Boxster S presents an exciting amount of car for the money. Keep in mind, this was a bona fide and expensive sports car in its day, and running costs will be notably higher than other modern classics or hatchbacks of the same price. A previous owner has also fitted a modern OneNav infotainment system. This is quite appropriate especially if you want to use the car regularly. And don't forget the two luggage compartments, one up front and one in the back.
It is a comfortable car, with seats that is made more for comfort than holding you tightly in place through the bends. It has the performance to match the design and furthermore, it is (very) unlikely to become even cheaper in the coming years. At this price bracket it is really hard to pick any holes in its solid armour.
Engine: 3.2-litre, flat-six cylinder, petrol
Power: 188 kW at 6 250 rpm
Torque: 305 Nm at 4 500 rpm
Transmission: 6-speed manual, RWD
Weight: 1 295 kg (claimed)
0-100 km/h: 5.9 seconds (claimed)
Top speed: 261 km/h (tested)
Fuel tank capacity: 64 litres
Words and photography: Graeme Hurst
The annual fixture over the second weekend in February was hosted by the Southern Cape Old Car Club at George’s Eden Technical High School. Held annually since 1997, the show featured a German theme and the organisers pulled out all the stops to make it happen.
Along with a resident oompah band (and a raft of stalls flogging Bratwurst and Eisbein) they presented what is undoubtedly the largest grouping of examples of the iconic 1950/60s sports car in the country to date. Situated under a central tent with the Gullwing, these Stuttgart beauties weren’t cordoned off, meaning show goers could get up close to two of Mercedes’ finest designs.
The unique-in-SA Gullwing the lightweight racer-based sports car that sired the open top variant and indeed the entire SL model legacy from Stuttgart – is a recent import by a well-known collector in the Cape. It looked exceptionally captivating with its tartan upholstery offset by the rich cream paintwork, described by one enthusiast as ‘looking every bit as delicious as Woolworths custard!’
Adding to the display of the three-pointed star fare was a strong turnout of production Mercedes-Benzes including a line-up of ‘fintail ‘saloons while early Benz models (before the name was hyphenated with Mercedes) included a 1901 Benz Ideal the oldest licensed four-wheeled car in the country – and a replica of the original 1886 Benz Patent Motorwagen. One of a batch built for the marque’s centenary in 1986, it was exhibited by Mercedes-Benz South Africa.
Bolstering the show theme was a strong turnout out of other marques including Porsche – which fielded Porsche specialist Tim Abbot’s 1973 911 in cool ‘Targa Sani’ off-road spec – and a line-up of immaculate Borgwards, with saloon, Kombi and Coupé variants in attendance.
Also on hand was plenty of Munich fare with the BMW display featuring everything from a 2002 Touring to a stunning 850i, while more historic standouts included Nick Middelmann’s 1936 BMW 319/2. This pretty, two-door saloon impressed for its unique history in SA motorsport: back in the 1950s it was owned and heavily tuned by a young Ewold van Bergen who would go on to secure four SA Rally Driver Championships!
Not to be outdone was the gathering of Volkswagens with everything from the oldest VW Beetle (still boasting its black-and-white OIL licence plate from Sasolburg nogal!) to several Karmann Ghias and VW Kombis taking to the field. The field of these famous people-carriers was spearheaded by Capetonian Ryan Walker whose father Lindsay gifted him a 1962 Splittie for his seventh birthday! Some 23 years on, the Splitty has since been restored and served as Ryan’s wedding car. It was parked up alongside his 1974 Devon Camper, which looked ever-so-Seventies in orange and with its striped upholstery.
Ryan and his father were part of a group from Cape Town’s Crankhandle Club who made a road-trip out of the annual event – as did several other Capetonians who were part of the ‘Knobs out Tour’ which featured a broad church of cars, from Brian Berrill’s Magnum PI-spec Ferrari 308 to Barry Fletcher’s best-of-British Austin-Healey 3000!
As expected the Healey was one of several British classics at the event, some of which have amazing histories such as Delarey Calitz’s 1959 Morris Minor Traveller. It was bought new in England by a then-64-year-old widow who toured the UK with it before returning to her native Zimbabwe the same year. She then went on to enjoy the car for 80,000 miles over the next 27 years without the engine being opened!
Also boasting some Zim heritage was Alex Krahé’s 1963 Jaguar Mk2 which was exported new to Bulawayo only to have its 3.4-litre engine taken out so that its owner could drop in a triple carb, 4.2-litre E-type unit for added oomph. The said owner happened to be Formula One hot-shoe John Love…
Not all the British fare was instantly recognisable, mind: Brian Gibson’s 1962 Triumph Italia 2000 Coupé at the show was one of 330 TR3s bodied in Italy by coachbuilder Alfred Vignale. It was aimed at the discerning buyer who wanted Italian styling but the ease of ownership from a running perspective and Brian’s example was originally delivered to the Middle East before coming to SA in the mid-1970s.
Even rarer was the attendance of not one but two VW Hahn SPs, the early 1970s low-slung glass fibre re-body of a VW Beetle. Technically the Hahn was a production car albeit brief with just five made.
Also unique to SA – but available in greater numbers off the showroom floor – was Francois Grobbelaar’s immaculate 1973 Ford Granada Perana. The V8-engined saloon is stunningly original, down to its Basil Green Motors dealer sticker on the rear windscreen.
Original, immaculate cars were actually one of the show’s standouts and fittingly many tied in with the show’s German theme, including a 1991 VW Jetta CLI with just 41,000kms on the clock; the car having been recently acquired from a deceased estate by a Worcester car dealer.
Its highly unmolested state was impressive but was no match for one of the show’s absolute standouts: Gert Janse van Rensburg’s 1981 Microbus CI Camper which has only covered 26,000 kms from new. Also acquired from a deceased estate, the original SA-conversion camper came Gert’s way with all its original interior fittings and sales brochures, along with a cupboard full of dry household goods such as a box of OMO still with its R1.62 price tag and a tin of Nugget shoe polish – which set the VW’s owner back the princely sum of 20c!
]]>Words and pictures: Wilhelm Lutjeharms
Outside, at the entrance, are neat wall mounts for motorcycle helmets, already a clear indication of what you are about to discover inside. First there is a coffee shop, but turn to your right and a massive 200-strong motorcycle collection greets you.
It is not often that one can witness the opening of a new museum in South Africa, never mind one that focuses on motorcycles. Having said that, this is the second automotive museum to open in the area these past few months, the other being the impressive Museo Della Passione.
The world-class facility has been neatly curated and apart from the motorcycles there is a significant collection of memorabilia along the walls and spread out on the floor. More modern motorcycles are parked in the centre, but the highlight of the collection is undoubtedly the vintage and classic motorcycles parked along the walls, downstairs as well as upstairs.
Accumulating such a vast and varied collection doesn’t happen overnight and Dave Neto, with his quiet and relaxing demeanour, explains where it all started.
“Collecting the motorcycles and just hoarding them is a rather pointless exercise to me. I discussed this with my wife, as I either wanted to sell the collection, or open a museum. You get collectors who don't want people to know what they have and who don't share it, but what is the point of that? This collection is not about me, it is about the bikes, and people must enjoy that. Also, I don’t buy to sell, I buy to keep and then to display.
“My father always had bikes. We never had a lot of money, so he used to ride the British bikes like the Triumphs and Nortons. A 1948 Velosolex moped was the very first one I owned. It is this specific one that is in the museum. It is original and I haven’t done any work on it. It sat in the garage for many, many years and it is very difficult to find parts for it. The next model I owned was a Honda SS50. From then onwards it was mostly larger-capacity motorcycles. I got a Honda CB750 and also a Kawasaki Z900. I made some money with them and then I bought a car. That is what a lot of us did back in the day. There wasn’t money to buy a car, so you either had to hitchhike or buy a bike. You never bought a new bike, it was always second-hand.”
“You needed to work out for yourself how to fix a motorcycle, as it was too expensive to have it fixed by someone else. I also restored a number of classic cars, stripped them and then fixed them up and sold them on. In those days several people used to do that.”
The snowball effect happened when Dave wanted to own a few of the bikes he had enjoyed as a youngster. “I still had my Velosolex, but then I decided to look for a Honda SS50 to fix up. Then I thought... let me get another bike to fix up from my past. Eventually it just got out of hand and I started buying more classic bikes. I used to restore bikes and then I would sell them. At that stage I didn’t buy them to keep them. But that changed around 15 years ago. It has always been my main hobby - I don’t play golf! I would rather be fiddling around with the bikes.”
Dave is very modest, but he is clearly a master at the craft of restoring motorcycles. The details of these classics are a testament to the time, effort and energy he puts into each project and it truly brings these classic motorcycles back to life for all to see and enjoy.
Storing these motorcycles is no easy task. Although oil is kept in the drivetrain and the engines are turned switched on, on a monthly basis to oil all the interior parts of the engines, fuel is never put in the motorcycles that are displayed... for obvious reasons. The motorcycles that are put on long-term display also have no batteries.
“Many collectors focus on one specific manufacturer like Honda or BMW. That makes the collecting and restoring process relatively easy as you quickly learn all the tricks of the trade. You can source all the special tools and literature. My problem is that nearly every single bike is different. When I stripped a Moto Guzzi, and then a Ducati’s engine, you quickly see that they are completely different.
“The fact that our post office is not functioning anymore means I can’t simply order parts from eBay as I did in the past. Now you need to courier parts which makes it very expensive. Several of these bikes had been laying in someone’s backyard for years. They would often be like scrap metal. Then you need to strip them down completely to every little nut and bolt. All the parts then need to be cleaned up, plated or chromed. Next you need to source all the parts which is extremely time consuming.”
Sourcing the bikes can be divided into two streams, as Dave confirms that around half of the collection has been sourced locally, while the other half has been brought in from overseas.
“In the beginning I would build up a bike if it only had a frame and two wheels. But after doing it a few times, I realised it was costing me a huge amount of money and it is truly a terrible exercise and quite a hassle. Today, I refuse to buy anything that comes in a box or boxes!”
It is fair to say that one would understand why Dave has this approach now, after all he has paid his dues when it comes to restoring motorcycles and he still prefers them to cars.
“They are easy to fix and work on. Bikes were also the first transport for a lot of people. If you have a small garage, you can keep ten of them in there, while if you have a car, you can only keep one in the same space. When I restored cars before I got more involved in bikes, it was simply more complicated. You need more space and it takes more effort to move them around. I also work on my own, so with bikes you don’t need big machinery. I can lift things up myself and move the bikes or parts around by myself.”
The patience it takes to restore some of these trickier and older bikes is evident when Dave explains what it took to restore one of the oldest bikes in the collection. “I have a 1910 BSA Round Tank. I bought it from a fellow collector who had it above his office desk. It was just a frame, two wheels, a tank and engine casings. It has taken me years to get it to where it is now. It is still not 100% as I need a special gearbox for the bike. But for the amount of money I’ve spent on it I could have bought two of them already! But you don’t notice it over the period of time as you carry on with the restoration, but then you notice how the file on the bike is getting thicker and thicker. And then one day you decide to go through that file and realise how much it has cost you.
“One of the highlights for me is when a bike is done, and you can compare it to the day you received and the condition it was in, to what it looks like when you are done with it. To think that it was probably going to be recycled but now it has been saved – that really gives me a high level of satisfaction. Sometimes you want to give up, but when I open the doors and see them, I realise I can never sell them as I will never see them again.
“I like weird bikes and something that is different. I don’t want to collect one of each specific model range or each model of a specific year. I don’t want to see fifty superbikes that all look the same. A lot of bikes have been exported over the years and I try to keep them here and also offer some variety.” This is a specific aspect which Dave should be congratulated on, having imported scrap metal from overseas and having turned them into pristine motorcycles for the public to enjoy.
“Three years ago I saw this property and I started thinking about how I was going to do this museum and I also needed better offices for our business. At the time I had three warehouses and then also some lock-up units where the bikes were kept. Once a year I will go around and clean the various places and pump the tyres. I was crazy to continue doing that.”
“At home I still have another six or seven interesting scooters that I need to restore. Then there are another 30 or so bikes that need a full restoration. These include some Ducatis, Moto Guzzis and a BMW.”
As I walk out, I see the perfectly restored Honda pit bike mounted high up on the wall. Helderberg Motorcycle Museum is a place you need to walk through slowly so you don’t miss the details. I will return again.
Visit the Museum's website here.
]]>Words: Hannes Oosthuizen
Images: Corne van Zyl
There aren't many more ideal settings for a car get-together than the beautifully kept lawns at Lourensford Estate, with the stunning Helderberg Mountains in the background. The conditions were perfect too this past Sunday - sunny, and with barely a whisper of a breeze. Soon after the event opened to the public at 9am, the display lawn was completely packed with stunning machinery.
For those who don't know, a SentiMETAL Gathering is a casual car-meet, but on steroids! The aim is to bring car enthusiasts from all camps together, united in their passion for the automobile. And so you can expect anything ranging from a proper vintage car, to a modern-day supercar, via some American muscle, and German and Italian exotica - some completely original, some subtly tweaked.
This past weekend's event was hosted in partnership with J1 Auto, Abru Motor Studio and SABeemer. Visitors could also ogle a large number of very special Alfa Romeos on display in the recently opened Museo Della Passione.
"To me a big part of the fun of days like this remains the thrill of keeping an eye on the entrance, and seeing what arrives next," explains organiser Hannes Oosthuizen. "Though we do ask people to register beforehand, there are always surprises, and it certainly was the case again this weekend!"
The oldest car on the day was a 1930 Peugeot 201. It actually suffered a breakdown on the way to the event, but managed to leave on its own steam. Joining it was a rare 1945 Peugeot 202 pick-up, confused by many visitors with the Citroen 2CV. Completely on the other end of the scale in terms of age was a Peugeot 407 Coupe.
Classic British sportsters arrived in the glorious shapes of two Jaguar E-Types, the one belonging to Josh Spencer, the man who featured in the pilot episode of the SentiMETAL video series. It is possibly the highest-mileage Jaguar E-Type in the world - view the video here.
Another Brit to turn a number of heads was a rare early-model Lotus Elite. This 1976 model is currently for sale - view the listing here.
Germany was very well represented, as always, with a variety of Porsches to delight fans of the air-cooled icon - the best on display was undoubtedly a pristine black 356.
And what would a Gathering be without a number of iconic Bimmers. Not one, but two examples of the uniquely South African BMW 745i were present, with the super-rare manual example being the exact same car used in the original CAR Magazine road test. It is in stunning condition and won Best BMW of the Show, hosted by SABeemer. If you're a fan of the three-pointed star, then arguably the prettiest car on the lawn was an immaculate Mercedes-Benz 280CE (C123).
For fans of American horsepower, there were some very quirky and beautiful attractions. Dieter Losskarn's much-loved Checker A11 New York Taxi took station next to a brace of stunning Cobra replicas. A beautiful 1932 Chrysler added some serious classic elegance to the event, and there were also numerous examples of the American "fins and chrome" era, including a very, very long '50s Caddy, a Chrysler Windsor and several Chevys. Oh, and the cute-as-a-button Nash Metropolitan was certainly a hit with the crowd!
Of course, a number of classic Ford Mustangs made the trip to Somerset West, too, joined by a seriously hardcore-sounding Ford Ranchero pick-up. A black Pontiac Firebird Trans Am was a big hit with the crowd, but the overall star of the show (as voted for by visitors) was Jess Goedhals' Dodge Viper GTS. The iconic blue American was the star of Episode 11 in our video series.
The Italian marques were represented by anything from a pretty little Fiat 500F, to a Fiat Uno Turbo (a very rare sight these days), through the cream 1973 Alfa Romeo 2000 GTV currently on sale at Moto Village, to a trio of Ferraris (458 Italia, F430 Spyder, 308 GTS).
What else? How about the rarely seen (these days) Volkswagen Fox - a mint example no less, fitted with a 2.0L 16v engine! Several examples of Opel's Kadett GSi, as well as a Monza CD, were present, too. And from Sweden there was an achingly pretty P1800ES (second prize on the day) and P1800 Coupe.
For lovers of Japanese cars, an absolutely mint '80s Honda CR-X was a highlight, as were a brace of Datsun ZXs and a tastefully modified Lexus IS Convertible. A rare Subaru Impreza WRX Prodrive undoubtedly pleased the Scooby fans.
Closer to home, the locally-designed, developed and built GSM Dart and Flamingo were well represented on the day, too.
The next SentiMETAL Gathering is scheduled to take place in Johannesburg during April. Stay tuned for more information soon!
]]>Words: Wilhelm Lutjeharms
Many of the world’s great success stories had their humble beginnings in a garage, be it large businesses, music bands or in this case, one of Cape Town’s most respected tuning and custom specialists.
As I sit down with Charl du Plessis, co-founder and marketing director at WulfchiptegnikTM at their workshop in Paarden Eiland, it is hard to believe that he and his business partner’s Neville le Roux (co-founder and technical director) first premises was in a residential garage in Brackenfell. “We use to tell clients that we would pick up their car at their house, as we didn’t want them to see where we were working.”
This fortunately changed quickly, as their business grew fast and they soon had to look for a larger premises. First they moved to Cape Town’s CDB followed by another move to Paarden Eiland two years ago. The company’s name might sound German, but it is proudly South African.
“Our core business is performance software and hardware. We will, for example, load new software onto a car’s ECU. This will include changes to the air and fuel settings which result in an improved performance in terms of power and torque.”
“We’ve being doing this since 2008 and over the years you quickly learn who is the best at coding and supplying this software. We tune very conservatively and, interestingly, most of our clients are looking for more torque while the increased power is a welcoming extra. Importantly, our software is for our weather conditions and our fuel quality. You can’t just load an EU or USA map on a South African car.”
“Then we’ve started a brand called WulfpipeTM. Here we focus on downpipes and exhaust systems. All the designs and fabrication are done inhouse. We also offer systems where you can set the valves on the exhaust systems with a remote.”
The cars WulfchiptegnikTM have worked on range from high-end Audi RS6s and R8s, to Porsches, Ferraris and down the list to even Volkswagen Polos. As long as the car is fuel injected and has a turbocharger, notable improvements can be achieved. “Turbodiesel engines are quite robust, so the gains there are quite impressive.”
Apart from offering their own brand, clients can also opt for the global exhaust brands such as Milltek, Armytrix, Akrapovič and iPE.
“We recently had a new Ferrari F8 Tributo in the workshop. We fitted a new exhaust system on that specific car. It is a special client that brings in a brand-new Ferrari. These types of clients are usually true petrolheads. We’ve also done a full Novitec system on a Ferrari Portofino. Needless to say, we are also Novitec accredited.”
“We are currently exploring to also develop our own piggy back, plug-and-play system. That is the traditional little box that you install between the computer of the car and the engine. We are currently busy with the R&D of this WulfchiptegnikTM unit.”
“Sometimes in a business a pivot happens by itself. That is what happened last year. A good client brought us a Volkswagen Transporter. He is a car enthusiast and a cyclist. He explained to us that he was looking for bike racks for the Transporter, places for tool kits etc. We managed the project and got specialists to focus on the CAD drawings and other specialists on the fabrication. It included a full wrap of the vehicle, special wheels, suspension and drawers in the back for the bikes, integrated air compressor and additional lights to name a few. It has become the client’s weekend mountain bike van. This has really given us a chance to move away from just soft- and hardware to conceptual design and fabrication.”
Another example of a similar product is a Europe-based client who wanted a new game driving and hunting vehicle based on a Mercedes-Benz Geländewagen. “This included removing the roof, winches to be able to load the animal onto the vehicle and also suspension and engine modifications. We are currently busy with this project and we will be able to release a video once the project is done.”
It is clear that Charl wants to point the business to a level where a large part of the work they do is custom work to meet clients’ specific requests and needs. They have and will continue to also do smaller custom work on cars such as wrapping, PPF (paint protection films), wheel colour change and similar work.
“I would like to sum it up by saying Wulf can upgrade your vehicle, unleash its full potential – whether it is performance based, aesthetics or functionality. That is where Neville and I complement each other, he comes with a technical approach, and I come with an aesthetic approach.”
A recent project WulfchiptegnikTM has done was on the Toyota GR Yaris. “We upgraded the intake system, software, fitted a Milltek exhaust system and we also did some R&D on the car as it is a tricky car when it comes to the software. We received a good level of interest out of this project as a number of GR Yaris came to us in the following months.”
It seems that whether you want a visual, custom or performance upgrade done to your performance hatch, weekend van or super car, WulfchiptegnikTM will be able to assist.
Visit their website or Instagram profile to learn more.
]]>Words and images: Wilhelm Lutjeharms
During the noughties and the early 2010s, a power war was being waged between the big German Big Three, Mercedes-Benz, BMW and Audi. Every year a new model in their respective product portfolios would be released, always accompanied by a significant bump in power. Before downsizing became the norm, big V8s, V10s and even V12s, as is the case in the subject of this article, were the norm, not the exception.
This brings us to the SL65 AMG seen on these photos - this particular example was, until recently, up for sale at MotoVillage. There was, of course, also the hardcore top-of-the-range SL65 Black Series, which had a fixed roof and even more of a performance focus, but if you wanted to lower the roof and have the best performance, then this is the model you would be looking at. By contrast, today, the only SL in our local line-up is powered by a 2.0-litre, four-cylinder engine! However, in other markets there are also the SL55 and the SL63.
Mercedes-Benz didn’t hold back when it came to the SL65, but this engine also powered a number of other AMG models. The 6.0-litre, V12, bi-turbo unit developed a full 450 kW and a monstrous 1 000 Nm of torque from a relaxed 2 000 rpm. True, the SL65 is no lightweight, "tipping" the scales at around 2 tonnes, but with those power figures, you are always going to have access to a punch down the road with a flex of your right foot.
I believe this generation of SL has aged rather well. They do look their age, of course, but at the same time there are still smooth and relatively modern elements to them. Expectedly the engine generates a lot of heat, the reason for the various air outlets surrounding the V12. These include the two on the bonnet, below the windscreen, one on each side behind the front wheels and also on the front bumper just in front of the wheels. Talking about the wheels, with their five double-spoke 19-inch design they do add to the visual drama – in a subtle Mercedes-Benz kind of way.
Lower yourself into the seat and here you will find all the modern conveniences that you would require – except for the latest software and large infotainment screen. However, I didn’t miss those things...
The cabin is one that offers comfort, while the seats also offer the necessary support. The starter button is neatly situated on top of the gearlever, while the button to lower or raise the roof is placed just in front of the centre arm rest. It doesn't have the plethora of buttons to select various driving models that we’ve become accustomed to, but rather only a comfort and sport setting for the gearbox and the ABC (active body control) sport setting for the suspension – that, is it.
Press the starter button and there is a deep note from the engine and the four exhaust pipes. It is still a smooth and sophisticated sound though and not intrusive.
As I pull away, it is evident that only the smallest of throttle inputs have a significant effect on the car’s acceleration. Initially it is the immense level of torque that impresses, as the revs don’t need to raise above 2 000 or 3 000 rpm for you to already experience what this car is capable of. The SL65 accelerates in an absolutely effortless manner.
Head along some twisties, and there is no denying the SL65s weight. At the same time the pliant, but firm suspension connected to the wide tyres (at the rear 285/30 R19 and at the front 255/35 R19) allows the SL65 to feel solid in the corners with a restrictive amount of body roll and enough grip. I say "enough", as there is a clear feeling that if you switch off the ESP system and become reckless with the available power and torque, you will quite quickly be able to brake traction and, at lower speeds, to spin the tyres.
At times you struggle to reach the red line at 6 000 rpm. During that last 2 000 rpm the SL65 pulls with a serious amount of vigour, but still the engine doesn’t feel like it is put under any stress as it blasts towards 6 000 rpm as if it is just getting into its stride. There is some feedback through the steering wheel, but nothing like you would expect from a sports car. This is, after all, a high-powered GT, ideal for covering vast distances at high speeds.
Featuring heated and cooled seats, a semi-modern interior, a foldable hard top with a sunroof and performance to match nearly any modern super car, it is hard to fault the SL65, particularly at the prices they are trading for right now. It was, at the time of its introduction, one of Mercedes-Benz’s most expensive cars, which a potential buyer should never forget, but these days, and for the money, it almost offers unmatched straight-line performance.
Engine: 6.0-litre, V12 bi-turbo, petrol
Power: 450 kW at 4 800 – 5 100 rpm
Torque: 1 000 Nm at 2 000 – 4 000 rpm
Transmission: 5-speed automatic, RWD
Weight: 2 020 kg
0-100 km/h: 4.2 seconds
Top speed: 250 km/h (ltd.)
Fuel tank capacity: 80 litres
]]>Words and pictures: Graeme Hurst
If you’d been out and about on Cape Town’s gorgeous deep south coast last Sunday you’d have seen plenty of Model T’s and at least two super-rare –we’re talking like the-only-remaining-example rare – makes, along with other models from the dawn of motoring taking part in this year’s Kalk Bay Run.
This annual drive celebrating veteran cars and motorcycles (those built before 1919) is hosted by the city’s Crankhandle Club and some 23 cars and three two-wheeled machines took part along a route stretching from the club’s HQ in Wynberg to Simon’s Town’s Jubilee Square, with a stop in Kalk Bay.
Now in its 14th year, the event celebrates the inaugural run of the Automobile Club of South Africa from Greenmarket Square to Kalk Bay all the way back in 1901. For practical reasons the retrospective run finishes in Simon’s Town after a 56km route via Red Hill and Smitswinkel Bay – although a few of the oldest cars, such as the 1901 Benz Ideal, take a more direct 25km route along the south peninsula’s main road.
The Benz was the oldest car on the run and is indeed the oldest licensed ‘on the road’ four-wheeled car in the country, having been delivered new to its first owner who resided at Timour Hall in Wynberg – the venue for the city’s annual Classic Car and Bike Show which took place just two weeks ago.
And if you’re wondering what that owner got to brag about back then don’t get too excited: with just one cylinder and 4.5Hp it wouldn’t exactly have laid down much rubber or given the horse and carriage he likely traded in much to worry about. Still it has a 3-speed gearbox and its performance was massively impressive compared to the original 1.5Hp Benz Velo that preceded it – the model which debuted as the world’s first motor car back in 1886!
Joining the Benz (which is owned by the University of Cape Town but in the care of the Crankhandle Club) was the club’s own 1903 Wolseley. Just two years apart from the Benz, it has a heady 5Hp on offer which is good for 25 km/h!
Offering decidedly more grunt just four years on was Nick Middelmann’s 1907 Nordenfelt 30-35. The only remaining car by French company Nordenfelt (which also pioneered submarines and torpedoes amongst other military things) it boasts a 5.8-litre engine!
Also taking part as a ‘last remainer’ was Ryan Walker’s 1912 Rover Colonial which has been a well-known competitor on the veteran scene ever since it was discovered in Tarkastad back in the late 1940s and subsequently restored. It’s the only one left in the world.
And adding to the rarity stakes – being the third oldest of the model – was John Ryall’s 2.4-litre 1911 Sunbeam. Complete with a serpent-shaped air horn, it spent most of its life in Australia and is entirely original, having never been restored while Rob Middlemann’s EMF 30 (an American make) was another popular sight, the car having been owned by the club’s founder Angus Kinnes. With their gleaming brightwork, these magnificent machines might be obscure in name but they are at the heart of the ‘brass era’ – as the veteran genre is colloquially known in car collecting circles.
Arguably more recognisable when it came to automotive brands, was a 1915 Rolls Royce Silver Ghost which owner Mike Watson restored himself, creating a new body for the car in the process – one of five the car’s had during its colourful 109-year life: “It was originally commandeered by the military in WW1 before finding its way to Mombasa where it was accidentally dropped into the harbour while being unloaded. Its then owner re-bodied it for the third time,” explained Mike who’s owned it for the last 25 years.
But it was the iconic Ford Model T’s that arguably stole the show, with many coming from upcountry to kick off a week of touring as they make their way to the George Old Car Show this coming weekend as part of the Rondomtalie Toer.
Standouts included Riaan van Niekerk’s 1915 ‘Depot Hack’ which was built up from a chassis in 2007 for the Model T’s centenary run, with the previous owner swapping a Vaal Japie tractor for the oak body made by a furniture maker. Riaan and his 81-year-old father drove the car from George for the run, no mean feat on seats that rival a church pew for comfort!
Also getting attention was Gerhard Breytenbach’s red 1910 Model T – one of two the life-long T fan owns up in Polokwane. Like so many veteran cars, his red T has enjoyed a lot of use and attention to keep it rolling during its 100+ years, which made determining its exact year a challenge. “The body is from 1909 and the engine is 1910 with a lot of other parts from 1911 so we decided it’s a 1910 model.” It was originally supplied in Canada – hence the left-hand-drive configuration - but is now used for tours such as this. “I have another black one which I’ve had for ten years and which I drive to work and to the gym,” explains Gerhard who is clearly a T die-hard. “I fell in love with Model Ts when I was five years old and hope to drive mine until the day I die.”
Don’t miss the line-up of Ford Model Ts and other amazing cars at this weekend’s George Old Car Show. See: https://scocc.co.za/
]]>Words and images: Wilhelm Lutjeharms
Most of us would prefer the ultimate, especially when it comes to cars. Who wouldn’t want a Mercedes-AMG, a Jaguar SVR or a Honda Type R. If we focus on BMW, there is a rather extensive list of M products to choose from. If you are a purist, however, you would probably argue that there are only two, or maybe three, true M products.
However, when you look at the model that usually slots in just below the M products in the German brand's pricing and variant hierarchy, you will often find a truly well-balanced, exciting and much more affordable alternative.
Rewind back to the '90s, and BMW South Africa offered some great models (watch our YouTube series on BMW South Africa’s history). The E36 M3 two-door was yet to be introduced, but if you could not quite stretch that far (or wait), the model you see here was your next best choice, the 325i Coupé manual.
What makes this particular car rather special, is that it is almost 100% factory standard. If you can’t spot the non-factory changes, don’t be too hard on yourself. The first one is the radio (although the owner still has the original unit) and secondly, on the transmission tunnel, he has neatly fitted a small shelf to accommodate keys, a smartphone and daily bits and bobs.
Finally, although the owner has the “bottle cap” wheels (with 205/60 15-inch tyres) that came with the car, he recently acquired these period correct 16-inch “Style 32” wheels and fitted them. The benefit is that the new 205/55 16-inch section tyres also aid the car in the handling department. The Coupé is three centimetres lower and one centimetre wider than the sedan.
However, he eagerly shows me the list of the little things he has done to the car since he purchased it two years ago. The list included small tasks like little marks that needed touching up, to replacing the water pump with a Stewart unit imported from the USA. He says that replacing the water pump and the thermostat are two things has done to all the E36 BMWs he has ever owned. According to him the original units are not long-lasting and he doesn’t want to run into trouble with cooling any time in the future. Even though the car is 31 years old, it has a full-service history.
As I expected, the car presents very well. At no stage would I have guessed that it has covered almost 205 000 km. That is especially the case when I open the door and get behind the wheel. The leather is not torn, the dashboard is not cracked and everything seems to be working and feels solid.
If you have owned or driven an E36 before, you will instantly recognise the deep dashboard towards the passenger side, while the facia is tilted towards the driver, complete with the intricate trip computer at the bottom.
Under the bonnet is the marque's much-loved 2.5-litre, straight six-cylinder engine. Unlike today, the badge on the rear indicates the size of the engine. It develops 141 kW and 245 Nm, enough to power this coupé from standstill to 100 km/h in 8.30 seconds, the time CAR magazine achieved during the magazine’s road test in July of 1994. They also achieved a true top speed of 228 km/h. The 120 km/h mark was reached in 11.45 seconds. Needless to say, the BMW was a performance coupé at the time.
Turn the key and the six-cylinder quickly idles away and the typical BMW sound infiltrates the cabin. It is not over the top, but just enough to remind you that there is no four-cylinder engine up front.
It only takes a couple of shifts to know that you are driving a BMW. The gearlever offers short throws with relatively little play in the process. If you’ve owned a BMW from this era, or even a decade later or more later, you will recognise the shift action.
Between 2 000 and 4 000 rpm there is ample torque and you can short shift, but keep the throttle pinned and the engine pushes past 5 000 to 6 000 rpm with little effort. There are other joyous elements to the driving experience.
A modern 4-Series Coupé is a large car, but behind the wheel of this 31-year-old car, it feels compact. This makes the experience notably more involving than some modern cars. Fitted with new tyres and having pliant and not spots car-oriented suspension, the ride is pleasant. However, along Clarence Drive, the coastal road along False Bay’s eastern side, the 325i turns in with a surprising level of directness through the corners. There is some body lean, but the car quickly settles with a good level of grip.
It is great to come across cars that have been maintained by each respective owner. This car is a testament to that.
It is a great all-rounder, and as the owner explains, it can do multiple jobs: “I’ve used the car often during the past two years, that is why I’ve fitted the modern radio unit. For me a car must be able to multi-task. The 325i is fast enough, it is comfortable, relatively quiet and I can even fit the family in the car. If you want to tackle the twisties, it is fun and responsive.”
CAR magazine had the following to say at the time in their road test: “The Coupé is a real driver’s car, with good grip, balanced responses and beautifully-weighted steering.” This is still arguably the case 31 years later.
Keep in mind that a good E36 M3 now trades for at least double to triple the value of the 325i Coupé manual. Suddenly, this model seems like a bit of a bargain! Furthermore, the owner has done his research and from what he could gather, only 109 manual coupés were produced and sold locally, or in Southern Africa. This makes this car rarer than the M3s built in South Africa!
Engine: 2.5-litre, straight-six cylinder, petrol
Power: 141 kW at 5 900 rpm
Torque: 245 Nm at 4 200 rpm
Transmission: 5-speed manual, RWD
Weight: 1 460 kg (tested)
0-100 km/h: 8.30 seconds (tested)
Top speed: 228 km/h (tested)
Fuel tank capacity: 65 litres
]]>Words: Wilhelm Lutjeharms
As you walk into Greg Marucchi’s apartment, you are immediately greeted with cupboards filled mostly with car-related books, magazines and memorabilia. Between the literature of this private library, there are some fascinating artefacts from the past few decades... Ferrari meets, track days and even a picture of him with Michael Schumacher!
Clearly a passionate Ferrari man, Greg can share stories, names and events related to Ferrari for hours, although there is also a general love for all things automotive as well as beauty. Greg started taking pictures at race events at the age of 14. He eagerly shows these pictures and can name the drivers and the technical personnel involved in the pits.
He makes us a cup of coffee from a very solid and impressive scale model of a V12 engine! Enjoying a cup of "high-octane" coffee, we first have a chat about all things Ferrari before we take the elevator down to the basement. His double garage houses two of his Ferraris and then there is a third in in Cape Town. More on that one later.
“My dad is an Italian accountant from the Jewish-Scottish part of Italy, Piemonte. He would put all of us kids in a car and we would go and watch the practice session before a Formula One event on a Friday at Kyalami Raceway here in Johannesburg. In those days the main race was on a Saturday. I remember seeing this red racing car and my dad telling me about Enzo Ferrari in Italy who builds these amazing racing cars.
"In the early Seventies as a young boy you basically had unrestricted access in and around the pits and we got up close to the cars and the drivers. That is when the bug bit. I was also aware of my Italian roots and very proud that Italy made these phenomenal red cars. So, there and then I decided I wanted to be a Formula One driver [Greg chuckles] … for Ferrari! The rest is history. It was the racing cars that were my first memories. Because I was a bit of a nerd, I immersed myself in as much Ferrari literature as I could find back then.”
“The first full race I attended would have been when I was 9, turning 10. That was when Ferrari achieved a first and second place with the 312 T4. And I remember Villeneuve beating Scheckter. At the same time, I became aware of the road cars... the beautiful Dinos and I loved the Boxer – mid-engined, sleek, beautiful proportions. The passion was certainly ignited.”
The most collectable Ferrari of the three Greg owns is his 550 Barchetta. “It was 2006 and I had some budget and had recently moved back to South Africa from the UK. I looked at a 360 Challenge Stradale. I loved the idea of a track-focused, mid-engined race car for the road. I thought it was a pity that it was red, because in my opinion red Ferraris are ultimately for Formula One drivers!
"Then I saw the dealership had a 2001 550 Barchetta for basically the same amount of money. This is a limited edition, individually numbered, V12 open-top supercar. I bought it there and then. I imported it into South Africa in 2009. I love that car more and more as the years pass by. I’ve also attended a Ferrari racing track day with Bruno Senna at Silverstone with the Barchetta.”
Judging by the odometer reading, indicating over 46 000km, it is evident that Greg enjoys this Ferrari thoroughly. “The V12 just seems stronger now at 46 000 km than it did at 8 000 km when I bought it. I don’t’ care about mileage on this car, because I’m not selling it. I’m very passionate about using cars. I’m involved in Concours South Africa, and last year I made sure with my fellow judges that we revised the judging to benefit cars with higher mileage even more. At the end of the day cars were designed to be driven, they are not art. They might become that, but they are still cars. Some of the greatest cars in this world don’t even have odometers. It is all about maintenance. I have a 54-year old face, but I’ll keep washing it so that it doesn’t look like a 74-year old face!"
After the Barchetta, another two Spiders were added to Greg’s collection. He explains how this happened. “It was accidental. I love the Barchetta for being open. My first Ferrari was a 1996 F355 Spider which I bought while living in the UK. I thought I would only keep it for a short while, but I ended up keeping it for four years. During this time I drove it on Silverstone, Thruxton, Snetterton and Donington. It was fitted with the manual gearbox and I thoroughly enjoyed the car. So, I was looking for one here in South Africa as I know these cars and wanted that experience again. When I looked around, there wasn’t much in terms of choice. There wasn’t a manual in the colour I wanted, so I made an offer on this yellow example which is fitted with the F1 gearbox. It has a Capristo exhaust system fitted though, which was on when I bought it. But I highly recommend it. It now sounds like a Formula One car, albeit a slow one!”
“Regarding the 360 Modena Spider, I brokered a sale on that car 13 years ago. The owner subsequently sold it on around three years ago and then I saw the car at The Archive in Cape Town two years ago. I knew the car, asked the necessary questions and eventually put in a cheeky offer – and I got the car! It is another Spider, and honestly, I would rather not have a Spider. But the reality is, in Cape Town, a Spider is fantastic and there are some fabulous roads and scenery to enjoy it. It is also fitted with the sport seats. It is not one I’ll keep forever, as I would like to trade it in for something else one day.
As our time with Greg comes to an end, he still wants to tell us more about the other vehicles in the collection, of which some are of the two-wheeled kind. “My daily drive is a Fiat 500 and a 2006 Vespa 150. As my brother-in-law, who is a classic Vespa rider, says, it is a “Tupperware” Vespa. But it is good fun.
Then I have a 2007 Maserati Gran Sport MC Victory. I’ve owned it since 2013. I sold my BMW E46 M3 to buy this car. The Maserati is one of 180 individually numbered cars. The first owner actually contacted me and said that if I ever wanted to sell the car, I must please first offer it to him. Finally, I have two MV Agusta F4 motorcycles – one in my apartment and one downstairs.
]]>Words: Hannes Oosthuizen
Images: Justin Pinto
Unveiled in December 2013 (and entering production a year later), the 6th-gen Ford Mustang was the 1st iteration of the Blue Oval’s muscle car to be produced in right-hand-drive guise, which, of course, made it viable for introduction to the South African market. It was a sales success from the word go, also here in South Africa (from late 2015), where it has consistently been the Republic’s favourite sportscar.
There are plenty of Mustangs on the road, but it never ceased to amaze me how much attention this Ford test unit commanded from fellow road users during its recent 3-month test (sure, it’s a tastefully detailed and sonorous example – but still). It is one of those rare cars that seems universally loved – it elicits thumbs-ups, joyous waves and pointed fingers that are usually reserved for far more exotic machinery.
Indeed, South Africans seem to love the Mustang; previous limited-edition variants, such as the Bullitt and Mach 1, were snapped up eagerly. This 5.0 GT California Special Fastback, of which only 100 have been imported into South Africa, is likely to be high on the wish list of Mustang fans. At the time of writing this review, 50 new units of the current model were left in stock; 20 of those were California Specials.
But what’s the Ford like to live with, and once you get used to its novelty factor, does it retain appeal?
The basic design of the 6th-gen Ford Mustang may be about a decade old, but in California Special trim, it turns heads like few other contemporary cars can. Finished in Atlas Blue paintwork and riding on striking grey 5-spoke 19-inch wheels (that remind us much of those fitted to the Bullitt), the California Special also features numerous visual upgrades to distinguish it from “lesser” Mustangs…
These include a broad, blacked-out honeycomb grille with a small red GT/CS logo, a purposeful front splitter, Shelby-inspired side scoops and a prominent rear wing from the GT Performance Package. At the rear, four 4.5-inch exhaust outlets signal the fitment of an Active Valve performance exhaust system.
There are no “shouty” go-faster stripes on this Fastback’s bonnet or roof and an absence of extreme aero addenda… in fact, the California Special looks quite stealthy, but suitably “macho” nonetheless.
For the car's photoshoot, we brought along a stunning example of the 1969 Ford Mustang Mach 1 - a prize winner at a SentiMETAL Gathering in Lourensford last year. When you see the cars together, the lineage is clear - Ford must be applauded for designing a modern-day car that recognises its history without coming across as overtly retro and tacky.
Inside, the changes (compared with other current-gen Mustangs) are not as obvious, although we did appreciate the heated and ventilated front seats, which are partially upholstered in Miko suede – a synthetic material made from recycled polyester. Red stitching and GT/CS badging on the seats and floor mats are specific to this derivative and the fascia is finished in Carbon Hex aluminium trim. A California Special badge on the dashboard is the final touch.
If you’ve been in a 6th-gen Ford Mustang, then the rest of the California Special’s cabin will be familiar, with decent build quality (seems better made than the earlier Mustangs we tested) and the Sync3 touchscreen infotainment system with Apple CarPlay and Android Auto. The dashboard design has definitely aged in areas, as is to be expected, but comfort levels are good (more on that later!).
Under that long bonnet sits the familiar naturally-aspirated “Coyote” 5.0-litre V8 that pumps out 330 kW and 529 Nm of torque. Starting the car is always an event – it barks into life quite loudly before settling into a steady idle. I only found out about the Quiet Start or so-called “Good Neighbour” mode after the fact… It limits the exhaust sound upon start-up, something that my neighbours would have appreciated!
The California Special’s motor is mated exclusively with Ford’s 10-speed automatic transmission and drivers can toggle between several drive modes; they are: Normal, Sport, Track, Drag and Snow/Wet.
It is important to bear in mind the purpose of the Mustang and, in particular, this California Special’s market positioning. If you’re looking for a sportscar with which to dissect a mountain pass with scalpel-like precision, this is not the car for you. Don’t think of it as a more affordable alternative to models such as the BMW M4 and Jaguar F-Type. It is sufficiently fast, certainly, with a 0-100 kph time of 4.8 seconds and a 250-kph top speed, but delivering precise responses to steering inputs, lively throttle responses and ferocious traction (as the world’s best driving machines do) fall outside of the Mustang’s skill set.
As the name suggests, this is a car for cruising the strip with the windows down, so that you can revel in the burble that emanates from the quad exhaust tips and positively lap up the envious looks from those who ogle your, um, steed. If you mash the accelerator pedal to the floor, however (provided you’re in the right mode), the Mustang will certainly, well, giddy up… and with a mighty roar too, but the transmission is easily flummoxed. If you leave it to its own devices, the ‘box can take too long to find the right gear.
Having said all that, if you choose to actuate ‘shifts manually, you may end up sending too much power to the rear wheels, and lose traction – it’s tricky when there are so many gears to choose from! Even though the power is developed fairly high up in the rev range, the California Special is nevertheless a car that can easily break traction on pull-away. No, this is a car that takes time to learn to drive fast, and it rewards a smooth driving style that acknowledges the limitations of vehicle weight, traction and gearing.
If, however, you are interested in a car that looks and sounds great, and offers decent straight-line performance when required, then this Mustang is highly unlikely to disappoint you.
Cruising Comfort
To reiterate, the Mustang is not the sharpest driving tool, even though it features a limited-slip diff and the firm’s MagneRide continuously adjusting damping system. But, for what it lacks in cornering poise, it makes up with a surprisingly comfortable ride quality on just about any surface you’re likely to encounter.
The fantastic seats help, of course, but the supple ride aids the Mustang’s role as an effective cruiser. We undertook several longer journeys in the test unit, and with 2 occupants (well, and a “compact” 3rd one in the back) on board and a boot full of luggage, the Ford was a very pleasurable mile muncher.
The boot is of a decent size (it has a claimed capacity of 382 litres) and, seeing as the rear seats are pretty much token items (unless used by small kids) you can also stash a few soft bags back there.
Oh, and suffice it to say, the open road flatters the California fuel consumption – around town, you are likely to achieve returns in the region of 18 L/100 km, but if you add some more open-road driving to your journey, you should get it down to around 14 L/100 km. Still, not great, but remember this is a big ol’ V8!
This is one of those cars you either get – or don’t. If the idea of owning a classic American muscle car appeals to you, but you don’t want to forego features such as adaptive cruise control and a potent B&O sound system, you can’t go too wrong with a Mustang, which is a less sophisticated machine (in terms of powertrain tech) than other sportscars – that should bode well for mechanical reliability in the long run.
Plus, if you do intend to cherish your purchase for quite a while, then one of these limited-edition Mustangs could repay you not only in terms of “smiles per mile”, but also financially (to some degree).
If we had to nit-pick, okay, the option of a manual gearbox would have been welcome, seeing as the 10-speed automatic transmission does limit the level of driver involvement such a visceral car could offer.
With a price tag of just over R1.2 million, the 5.0 GT California Special Fastback costs less than R100k more than the standard 5.0 GT Fastback (January 2024)… and we’re confident that the former justifies the extra outlay. Besides the obvious visual enhancements, there is also the matter of exclusivity.
To reiterate, this sportscar is not for everyone, but even the purists on our team (except for Ash) had to agree that there was something deeply charming about a sunset cruise with this Mustang.
Is the California Special a modern classic? Well, find another naturally-aspirated V8 with rear-wheel drive that looks this good for R1.2 million. It is the very antithesis of the template of a modern sportscar: flawed and wonderful in equal measure. And we (well, most of us) miss it. So, that’s probably a “yes”, then.
]]>"We're thrilled to announce that we will again be hosting the Western Cape's petrolheads at Lourensford," says SentiMETAL project manager, Hannes Oosthuizen. "Following the success of previous events, Lourensford Estate will likely be our home for future Western Cape Gatherings on a regular basis."
The SentiMETAL Gathering is similar to traditional "cars-'n-coffee" meets but generally attracts a larger and more diverse crowd of vehicles. "What makes SentiMETAL Gatherings so special is the diversity - attendees keep their eyes on the entrance to catch a sight of what type of car might arrive next, because you're never quite sure until the actual day what the line-up will be," explains Oosthuizen. "We can accommodate around 120 cars at this event, and I'd like to emphasise that although this is a classic car meet, we also include recognised modern classics."
Lourensford Estate is perfectly suited to this type of car meet, with two lovely large lawns as the display area, and loads of food and beverage options at the Market next door. The SentiMETAL merchandise store will also be there on the day, allowing enthusiasts to stock up on cool apparel, model cars, limited-edition prints and more. This time round more vendors have been added to the mix to cater to visiting petrolheads.
What's more, the recently opened Museo Della Passione, of which you can read more here, will be welcoming visitors. Entry to the museum is R60 and it currently features a very interesting Alfa Romeo display.
If you have a cool car and would like to be part of the display, then it's necessary to complete a quick online form here. If you are struggling to register, don't have a Google account or require more information please email hannes@cars.co.za.
Note that unregistered cars will not be able to park in the display area. Visitors are welcome! Entrance and participation are free. Cars will start arriving at around 9am and owners are free to leave from 12pm onwards, or stay and enjoy the day at Lourensford.
]]>Words and pictures: Wilhelm Lutjeharms
It is not every day that a new museum opens in South Africa, even more so when it comes to car museums. Most of us are aware of the Franschhoek Motor Museum outside Franschhoek, and we have featured several private collections on SentiMETAL, but now there is a new, very professionally-curated car museum in Somerset West.
Called the Museo Della Passione (Italian for “Museum of Passion”), this exhibit is owned and curated by Lynton Hilliard-Lomas. According to the website the exhibit will be rotated every quarter, which means there is an "excuse" to go back a few times in the year.
To start off with, the new building is a combination of a concrete structure with large wooden doors, making it an ideal place to house precious cars. Situated on the Lourensford Wine Estate there are also several activities for you or the family to do before or after visiting the museum. There is also a market on weekends offering a variety of food and sometimes even live music.
As I walk into the museum (the entrance fee is a very reasonable R60) I am immediately greeted by an Alfa Romeo SZ – a rare sight indeed. Currently the entire museum’s exhibit focusses on Alfa Romeo, and from the get-go I must mention that all these cars look immaculate.
Each car has a neat information board next to it with some basic information as well as some technical specifications. Here you can either test your knowledge about each respective car or learn something new. The SZ is, for instance, the only SZ that was converted to right-hand drive and is fitted with the larger 3.5-litre engine, done by Autodelta.
As I walk down along the two rows of cars, there is a group of four late-70s and 80s Alfettas and GTVs. It starts with the entry-level 1976 Alfetta GT 1.8. Offering a 1.8-litre, four-cylinder engine, it develops 90 kW and has a claimed top speed of 185 km/h. It was designed by Giugiaro, offered 50:50 weight distribution and weighed only 1 050 kg.
Move along and there is a 1983 GTV6 2.5. This car marked the arrival of the “Busso”-powered GTV which really excited local afficionados. According to the information board, the first 100 GTVs to arrive in South Africa were all numbered. The 2.5-litre, V6 engine developed 142 kW and the 1 210 kg car could reach a top speed of 205 km/h.
Needless to say, the last car in this line-up is none other than the uniquely South African GTV6 3.0-litre.
On the other side of the room are also a number of earlier, classic coupés in the shape of the 105-series cars. The one that stood out for me might be the least desirable for most enthusiasts. It is a 1975 2000 GTV (97 kW, 195 km/h and weighing 1 028 kg) that formed part of the last cars of this Bertone Coupé range, but it is painted in a very rare “Prugna” (Italian for prune) colour and is also fitted with an automatic transmission.
Further down the hall there is a small BMX collection and there are also a number of classic on-and off-road motorcycles placed among the cars that fit in perfectly with the collection.
Along the end of the hall is one of only a few 1999 Alfa Romeo Quadrifoglio race cars that did duty on South African race tracks. One of these cars achieved the first Alfa Romeo victory at Kyalami since 1984. Closely parked to this car is a modern Giulia QV super sedan.
Make your way back to the start, and there are even more classics to peruse on the other side of the building. A great example is the 1976 Giulia “Introzzi” Wagon. It is said to be one of only four that were imported into South Africa and was “used as a service and parts delivery vehicle”. These cars also did service as race and rally support vehicles. Further information on this car indicates that that it is one of only two left in South Africa and that it has been lightly restored.
One of the earlier cars in the collection is a 1963 Giulietta Ti, featuring a 1.3-litre, four-cylinder engine developing 54 kW and weighing only 915 kg. In terms of performance, no one can miss the smooth design that is the 1961 Giulietta Sprint Speciale. At the time this car stood out in terms of its aerodynamics and technology.
There are also several convertibles in the collection. This includes a 1963 Giulia Spider Normale and a row of 105- and 115-series Spiders. The last in this specific row is 1984 Spider Aerodinamica. Fitted with the 2.0-litre engine and featuring aerodynamic improvements, it was the fast 105/115 Spider.
You will leave this collection either inspired to get a classic Alfa for yourself, or with a deeper understanding of this fabulous brand. The website also confirms that the collection features BMWs, Porsches, Ferraris, Renaults, Lotus and heritage Minis and even Japanese cars. It is evident that we can expect a lot more from this museum in the future.
For more information, visit the Museum’s website or their Facebook page.
]]>It is the perfect outing for classic car enthusiasts and a regular on the annual Cape Town classic car calendar. Here is what you need to know about this weekend’s event.
Words: Wilhelm Lutjeharms
The annual Classic Car & Bike Show in Plumstead has been a regular on the Cape Town calendar since 2000, often referred to as the Timour Hall Classic Car show. It is the perfect event for the whole family where you can view a wide range of classic cars from different brands and eras as well as classic motorcycles.
SentiMETAL will also be in attendance with a stall selling t-shirts, limited-edition prints, scale model cars and more!
More importantly, if you visit this event, or have visited it before, you will greatly benefit from meeting likeminded individuals who might be able to assist you in finding a missing part for your current restoration project or simply to exchange car-related anecdotes. The autojumble features stalls that sells parts, books, service manuals or car models, just to name a few.
Several motor clubs are also present and apart from the owners bringing their cars to the event, you will also be able to meet and talk to fellow owners about all things car-related.
Every year a donation is made to a selected charity, which you can learn more about by following this link on the event’s website.
Here are all the details for the show:
If you like to have a commercial/vendor stall at the event or exhibit your car, follow the link to the contact page.
Here is a link of all the exhibitors who have been invited for this weekend’s event.
The event takes place at Timour Hall Villa, Plumstead in Cape Town. Modern classics will be exhibited on Saturday, and vintage and classics on Sunday. There will be an autojumble, model car display, beer garden, live music, vendors and foodstalls.
Gates open at 10 AM to the public.
Tickets are R50, but under 12s have free access. Tickets can be purchased on the day at the gate with cash or card.
For more information, visit this specific event’s Facebook page or the event’s general page.
If you want to view a wide variety of classic cars spanning numerous decades, seeing cars that you never see on the road, don’t miss this event.
]]>Words: Wilhelm Lutjeharms
Pictures: Charles Russell
The 911 ST is one of those early 911s that was not known as widely to most enthusiasts at the time, but which today is almost immediately identifiable. The name has also now been implemented for the ST on a recent model. However, the latest incarnation is not quite the same as that of the original...
The original STs were very special cars. Firstly, they were race cars (the parts were an option from the factory) and secondly, they were never really called an “ST”. The “ST” moniker was the internal name given to the racing version of 24 factory-built cars on the 911 S model in 1972. These cars have now reached iconic status in the Porsche world. They are revered as collectable items. In period, a few privateers upgraded their racing cars in Group 4 to the ST specification after 1972. This car is one of those.
Converting a 911 S to Group 4 ST specification involved modifications to the body, engine and cabin. Apparently, only around two dozen of these lightweight shells were produced straight from the factory. However, as was often the case during this era, racing kits could also be supplied to customers when / if they want to convert their 911 S to ST specification themselves. This decision to allow customers to convert their own cars meant that no two cars were likely the same, as not all parts were fitted to all cars. The result is that, for instance, some cars featured the wider arches and some the slimmer body. Tastes differ, but those wider arches seem more fit for purpose and do add some visual drama to a shape that we all adore!
At the business (rear) end, Porsche kept the 2.2-litre engine from the S for rallies (134 kW at 6 500 rpm), but for the ST the engine was heavily modified. The cylinder bore was increased by 1 mm to 85 mm, resulting in a capacity of 2 247 cm3.
With a raised compression ratio of 10.3:1, the flat six produced up to 177 kW at a much higher 7 800 rpm – a notable increase. To be able to reliably deliver this power a number of internal upgrades were done to the engine. This included a crankcase that was pressure die-cast in magnesium alloy, the cylinders had chrome-plated bores and the cylinder heads were made of aluminium alloy. Then, the forged-steel crankshaft ran in eight bearings. Lubrication of the engine was done by a dry-sumped system featuring a pinion mechanical oil pump.
This 1970 Porsche 911 S 2.2 was first driven off the production line in January of that year. Its first owner was Andre Wicky of the Wicky Racing Team, based in Lausanne, Switzerland. Wicky himself was a Swiss racing driver who competed in motorsport for a number of decades. He was very active at Le Mans, his best result being an overall 17th place in 1971, at the wheel of a Porsche 908.
Shortly after delivery, the car was sent to racer Jo Siffert who at the time had recently opened Jo Siffert Automobiles in Fribourg. Here it was ultimately converted to Group 4 ST specification. The conversion meant an increase in engine size to 2.5-litres (cylinder bore was increased to 89 mm) and featured twin plugs. The FIA technical historical passport reflects the certification of this piece of history being upgraded from 2 193 cm3 to 2 466 cm3.
Interestingly, the car’s records show that its second owner was a priest in Fribourg (!). Apparently, this priest was known for his passion for and love of fast cars. The priest sold the car after a small accident and found the lack of a heater in the car a little too spartan, considering the icy Swiss winters. Over the following years the car had many owners and during this time the original tangerine colour was changed to ivory.
In the early-2000s this car was restored by respected Porsche racer and restorer Marc de Siebenthal in Lausanne, Switzerland. Following the restoration (which included the body, interior, drivetrain and suspension) the car has participated in numerous European rallies, ranging from Tour Auto and Ollon Villars to Tour d'Espagne and Modena Cento Ore Classic. In 2009 the car won a stage in the Gstaad Rallye in Switzerland, followed by a win at the Coupe des Alpes in 2011. That all these participation documents and trophies form part of the car’s history folder makes this particular car all the more valuable. Subsequently the car was acquired at auction in 2012 after hefty action in a telephone bidding exercise by its current owner, a South African Porsche enthusiast and amateur racer. Before the auction, the car was part of the world famous Milou Porsche collection.
Parked in the forest only metres away from the roads on which we are about to unleash an 8 000 rpm flat-six howl, this 911 looks like no other early air-cooled model I’ve driven. This is partly attributable to two quaint-looking additional front lights (with the number plate attached to the "frunk" just below it) and those flared wheel arches front and rear, the rears reminding me of the later RS models. However, those extended front arches especially draw your attention. \
The wider arches were thanks to racing rules and regulations at the time that allowed for wider wheels. They give the car a zesty, purposeful look and frame tyres that will likely provide surprising levels of grip in the corners. I walk to the rear and notice that the engine lid features a wide mesh for cooling while the lid itself is kept in place by two rubber latches (similar to the ones that keep the front lid in place).
Release the rubber latches, lift the lid and the special 2.5-litre, flat-six engine presents itself, showing off all its stickers and the finer details of the mechanical fuel injection. If you are familiar only with road-going 911s, the engine’s odd capacity takes a while to sink in.
The period correct Recaro bucket seats, four-point harness, Stilo headsets and roll-cage all vie for your attention while reminding that this is no ordinary 911. There is also a fire extinguisher mounted next to the open gate gearshift. The restoration during 2002 and 2003 provided all the correct period rally details, including the Halda trip meter, Halda speedometer, map light, and twin Heuer stopwatches.
Once seated in the comfortable and supportive (from your upper legs all the way up to your shoulders) bucket, it is the 10 000 rpm rev counter that grabs my attention, providing a clue to the engine’s capabilities.
Peering through the windscreen and readying myself for my drive, the thick red line through the middle of the car and the view of the back of the spot lights never leave you in any doubt that you’re about to pilot something special.
A quick final look around the cabin before we set off reveals the one nod to modernity: a luggage net which kept the owner and his wife’s travel paraphernalia in place during a European trip in 2017.
The 2.2-litre engine from the 911 S is already a free-revving unit that is willing to spin with enthusiasm around the clock. However, the updates to this car to take it to a 2.5-litre unit have totally transformed the engine. Not only is there already some poke from just past 2 000 rpm, but suddenly the engine feels totally unstressed at 5 or even 6 000 rpm. In a standard S model, you would be approaching the redline at this point but in this 911 you feel as if the engine is just getting into its stride, sounding and feeling like it has so much more to give.
That is because there is comfortably another 2 to 3 000 useful rpm before an up-shift is required. If you have any mechanical sympathy for cars, you might wonder for a moment whether the engine can handle it, but then you put your foot down and watch and experience how eager the needle runs past 6 000 then 7 000 and finally 8 000! The sheer joy of the experience dispels any mechanical fears. I press the clutch and change gear, and immediately the relentless acceleration continues.
There is a lightness and willingness from the engine to rev that can’t be replicated in today’s heavier, but much more powerful, engines. At these high revs the sound from engine is not a high-pitch scream like the modern units, but more of a rougher mechanical rumble, perhaps illustrating the more basic mechanical build of these engines. Once you've gotten used to the wonderful engine, you notice that the ride is firm and if any loose items in the car are not firmly in place they will move around. But this firmness is to be expected when considering this car’s raison d’être.
I quickly realise that the clutch and 915 gearbox complement your driving if you do your foot work. A quick blip before a down-change makes the process smoother (and faster). The shifter moves through the gears with ease; don’t try to rush the ‘box though.
Apart from the safety benefits of the roll cage, it contributes to the rigidity of the car and further encourages you to tackle corners faster and faster and to trust the car ever more. The car weighs about a ton, and makes for a very convincing “less is more” argument, being light on its "tyres" and allowing the engine to provide some proper acceleration.
Up the mountain there are several corners stitched together by a number of straights. Here I can experience first-hand the needle running excitingly to 8 000 a number of times. Climb on the brakes and the speed is quickly and confidently brushed aside, accompanied by a solid and positive feel through the brake pedal, the minimal weight of the car adding to the appeal.
Throttle inputs have an immediate effect on the engine but there is not a moment that the car feels intimidating or that you feel you can’t make the most of its performance – unlike some of the modern 911s! Up front 205/60 tyres are fitted, and at the rear slightly wider 225/60 – all on signature 15-inch polished Fuchs alloys.
I pull over and open the door by pulling the long leather strap – similar to the later RS specification. I stand back and take a good look at the car. As in any classic 911, the cabin is compact, there not being an abundance of space around you. But, the car counters this by providing you with a feel so integrally part of the experience, especially once you are strapped in and have pulled the harness tight. As there is no air-conditioning, we don’t have a choice but to drive with the windows open. This contributes to the experience as the aural delights from that special engine now fill the cabin – such a highlight when you pilot it through some rural Swiss forests.
At the end of the day, we head back through a number of smaller villages, put some fuel in the car and head to our hotel, all the while quiet and contemplating this wonderful machine. In essence, the combination of a lightweight, air-cooled 911 running on wider tracks together with a stiffer body and stronger engine is a perfect combination. It encourages you to string a number of mountain-passes together to experience as many corners as possible and learn the finer dynamic nuances of the car as quickly as possible.
Progress is, of course, necessary, but not always more entertaining, as this 911 ST convincingly proves. The current owner possibly best described this car: “It is simply the most delightful lightweight Porsche I have ever raced. If there is one that I will take with me into another lifetime, this is the one.”
Engine: 2.5-litre, flat-six cylinder, petrol
Power: 177 kW at 7 800 rpm
Torque: 222 Nm at 5 200 rpm
Transmission: 5-speed manual, RWD
Weight: < 1 000 kg
Production run: 1969 - 1972
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“We are thrilled to have committed entries of these magnificent cars", says Waldo Scribante, chairman of the organising club, The Southern Cape Old Car Club, which has established this show as the premier Western Cape event for classic cars, over the past three decades.
“Seven of the 300SLs are Roadster versions, and for the first time, a magnificent original Gullwing 300SL Coupé will be joining the Roadsters at our event. The Gullwing is presently the only one of these original SL series coupés in South Africa. The sight of this car joining seven roadster versions is going to be awe-inspiring,” says Scribante, who personally owns one of the most comprehensive Mercedes-Benz classic collections in South Africa.
“From the club’s point of view, we are extremely honoured to have eight of these ultra-rare and very valuable Mercedes sports cars attending our show, and it points to the status that the George Old Car Show has in the classic car fraternity, all over the country.
“What I find intriguing is that the SL 300s entered for next month’s show hail from many parts of the country. The cars are arriving from as far afield as Johannesburg, Klerksdorp, Cape Town, and Paarl, - while one of them is a local machine owned and garaged here in George.
“And even more significant is that our SL display marks, almost to the day, the 70th anniversary of the Mercedes-Benz 300SL.”
The original Mercedes-Benz 300SL premiered at a time of supreme dominance in international motor racing by the Stuttgart-based manufacturer. Juan Manual Fangio scored two of his Formula One world championships in the Mercedes W196 Grand Prix machine in 1954 and 1955. Mercedes-Benz also famously won the 1955 Mille Miglia in the hands of Stirling Moss, with its 300SLR sports racer.
The road-going Mercedes-Benz 300SL, launched in coupé form at the New York Auto Show in February 1954, was derived from the first 300SL which was built by Mercedes’ competitions department for the 1952 Carrera Panamericana, a tortuous 3 500 km road race run over dirt roads in Mexico. The special triangulated tubular space-frame design of the chassis was largely carried over into the road going version.
The heavy tubular chassis bracing along the flanks of the competition-spec 300SL resulted in very high door sills, which made cockpit access difficult for the average person. So Mercedes came up with the novel solution of extending the door openings into the roof area, and hinging the doors so that they flipped upwards, instead of outwards. Daringly, this access system was carried over into the production 300SL coupés built between 1954 and 1957.
Thus the racing DNA present in the production coupé versions of the 300SL resulted in the famous nickname of the car, the “Gullwing” as the doors resembled seagull wings when they were both opened to receive the driver and the passenger. But there was a lot more to the 300SL that was trail-blazing from an engineering perspective.
The 3,0-litre straight-six overhead camshaft engine was the first production engine in the world to feature direct petrol injection, nearly half a century before this practise became popular in today’s production cars. The engine was rated at 179 kW, and canted over to one side to achieve the famous low SL bonnet line. Also helping achieve that low bonnet line was a dry-sump lubrication system.
Depending on the rear axle ratio, top speed of the SL ranged between 235 and 263 km/h, making it the fastest production car in the world in the mid-1950s.
By 1956 sales of the Gullwing coupé had tapered off and Mercedes released the 300SL Roadster version in 1957. It featured the same mechanical layout as the coupé, but the side sections of the chassis frame were modified to accept conventional doors. Most roadsters featured leather interiors to contrast with the beautiful ivory of the steering wheel and gear lever knob and stainless steel dashboard insert. A hard top option was added soon after production began.
A striking feature of both the coupé and roadster is the small frontal area achieved by the low bonnet line and the cockpit that is narrow relative to the wings of the car. A distinctive feature of the 300SL is the use of “eyebrows” above the wheel arches, said to deflect rain away from the windscreen.
In total some 1 400 Gullwing coupés and 1 858 roadsters were built between 1954 and 1963.
Famous owners of the car include Sophia Loren, Pablo Picasso, Clark Gable, Bernie Ecclestone, Hugh Heffner and Paul Newman,
*The George Old Car Show 2024 takes place on February 10 - 11, 2024 at the Eden Technical High School, Union Street George. The show runs from 9am to 6 pm on Saturday, February 10 and from 9 am to 2 pm on Sunday, February 11.
*The organisers, the Southern Cape Old Car Club, are expecting upwards of 1 000 classic cars for this year’s event.
*Tickets are now available through iTickets. Log on to the iTickets website using this link: https://itickets.co.za/events/
*Ticket prices for Saturday February 10 are R100 for adults, R80 for pensioners R50 for high school scholars, while children under 12 are free. Sunday February 11 ticket prices are R80 for adults, R50 for pensioners, and R50 for high school scholars.
*The organisers strongly recommend buying tickets on-line to avoid queueing at the gate for this highly popular event. On-line tickets are purchased at a discounted rate.
*Owners of pre-1985 classic cars who wish to show their vehicles should visit the Southern Cape Old Car Club on https://scocc.co.za/register/
For more information, visit www.scocc.co.za
]]>Words and images: Wilhelm Lutjeharms
Alfa Romeo’s history boasts a wide range of successes, both on track as well as on the road. At the same time, as with a number of manufacturers, there have also been some duds. Even so, design and performance have been two of the hallmarks of the brand and one of their best-known compact sports coupés from the Sixties and early Seventies is the much loved 105 Series.
These compact cars (compared with modern coupés) were fitted with a range of engines. It started with a modest 1.3-litre, and ended with the 2.0-litre unit fitted to this car. The rest of the range at the time was made up of the 1.6-litre and the 1750, featuring a 1.8-litre engine. For some collectors, these later units with the largest engine are arguably the best models to collect (and drive).
This particular example, currently on sale at MotoVillage in Tokai, Cape Town, has a near-perfect history. It shows an indicated 48 000 km on the odo, which is verifiable via the previous owners, of which there are only two. It is said to have recently been serviced and there are also further records of the car’s history that a potential buyer can peruse. It has even recently been fitted with new tyres.
It is when you open the door and look at the cabin and the quality of the black vinyl seats that you realise this car is in a great condition. There are no cracks on the dashboard and the ribbed seats look like new and as if they have hardly been used. They are also comfortable and if you have not driven one of these cars before (like me), you will be surprised by how low they are mounted to the floor and that your driving position is almost pure sports car. At 1.87-metres tall, I have to wiggle my left leg underneath the steering wheel and press the clutch pedal in to make ingress possible.
Close to my left knee is the long gearlever which is also closely positioned to the large wood-and-metal steering wheel. Needless to say, everything is close at hand and falls in place once you are seated.
The rest of the cabin is simplistic. There is the neatly chromed “2000” emblem to the left, positioned just below the dashboard on the wood veneer, while the wood theme is also used around the gearlever and the storage area lower down. This all ties in perfectly with the three-spoke steering wheel with the Alfa Romeo emblem in its centre.
There is even a radio and the four dials behind the ‘wheel give you all the information you need to pilot this Italian coupé. Most notable is the rev counter and the speedometer split by the fuel gauge and coolant temperature gauges in the centre.
Before I start the engine, I realise that the brake pedal and throttle pedals are perfectly positioned for heel-and-toe downshifts, even if you are not a master at performing this action.
I head through the traffic and quickly realise you can cruise along at 2 to 2 500 rpm, but when you put your foot down and keep it down, the engine quickly revs past 3 500 to 5 000 rpm. The red-line is at a relatively low 5 700 rpm, but that didn’t have any negative influence on the driving experience. On the contrary, the engine is not only happy to rev, but it is also torque-rich. The result is that as you go through the rev range, even during the middle part of the range, the engine has plenty to offer.
Another highlight is how sensitive the engine is to throttle inputs and how willingly it responds. It definitely feels well-tuned at the moment!
As I string a few corners together, the compact size of the GTV immediately presents itself. Not only is it compact, but it feels compact, taking a relatively small space up on the road. The ceiling is close to your head, but my hair just misses touching the lining, which is quite surprising. Switching gears comes naturally, as you easily find each gear while the shift action is mechanical, but smooth in nature.
Push the GTV a little harder through a few corners, and the expected body roll doesn’t come as a surprise. It is what you would expect from a car of its size and age. It is never disconcerting though. It leans a little, but then it settles while offering a good level of grip, but also a level of comfort at the same time. It is evident that this car doesn’t mind being driven hard and I was thoroughly smiling after my time behind the wheel. The fact that it weighs just over a tonne clearly contributes to the driving experience.
Those double lights up front, the clean Bertone lines and short overhangs, all contribute to a truly classic-looking Alfa Romeo. Add to the recipe the strong engine, willing handling and it is clear why these cars are much loved by enthusiasts. The fact that this example has been maintained by its previous owners is the final cherry on this lovely Italian cake.
1974 Alfa Romeo 2000 GTV (105 Series)
Engine: 2.0-litre, four-cylinder, petrol
Power: 98 kW at 5 500 rpm
Torque: 182 Nm at 3 000 rpm
Transmission: 5-speed manual, RWD
Weight: 1 028 kg
0-97 km/h: 8.9 seconds
Top speed: 195 km/h
Production run: 1971 - 1976
]]>Words: Wilhelm Lutjeharms
It is not every day, especially in South Africa, that you get to be up close to a GTO Engineering 250 SWB Revival. These cars are built as authentic recreations of Ferrari’s original 250 SWB which started production in 1959. I, for one, would love to see an original and a GTO Engineering example next to one another, because I think it honestly is almost impossible to tell the difference.
The owner of this car didn’t take the ordering process of the 250 SWB Revival lightly. He thought a long time about it before he pressed the button to place an order. Even though it is a much more affordable prospect versus sourcing an original one, it is still a large sum of money for this fully built and re-engineered car. Under the bonnet is the beautiful V12 engine delivering 238 kW while GTO Engineering starts the process with an existing 250 chassis or that of a 330 GT.
The beauty of the exterior with the rawness of the cabin presents a wonderful contrast. Then there is the solid feel of every switch, lever or touch point on the car. When the car is parked, the trumpets (air intakes) on top of the engine are neatly covered to stop dust from entering the system.
“I’ve always loved the 250 SWB Berlinetta shape. I like it even more than the 250 GTO. The latter is fantastic, but there is just something regarding the styling of the SWB that makes it stand out, and it has always attracted me. I started to become more interested in the classic Ferraris over the years, the different engine builders, the history and also the different coachbuilders.”
“An original 250 SWB was not an option, and then I started looking around for other possibilities. Then I found GTO Engineering in the UK. It was the early days of the company building these cars... that was about eight years ago. Then I sat down and analysed the entire project and costs and decided to go ahead. I found a donor car in the UK and then the project started. But I’ll admit, it is quite a mission.
“They keep you updated throughout the process, although to be honest, as an enthusiast, I would have liked to have received even more frequent notifications.
“The car is driving and running really well. It just needs a final tune for altitude. I’ll take it to a specialist who knows how to tune these engines. Normally I run this car with straight pipes, but in the UK it was tuned with the original pipes. I’m honestly quite surprised by how quick this car is. It only weighs 960 kg! We tested it at a weighbridge.”
Interestingly, GTO Engineering confirmed the following on its website: “The order book for Revivals is currently closed. We have a backlog of work so our focus is on delivering existing orders to our extremely high standards.
We’re immensely proud of the work we’ve done in the past 10 years - our Revivals are widely regarded as the world’s finest recreations of the 250 SWB, 250 TR and 250 California Spyder. However, we're getting back to what we always did best: restoring, servicing, racing, touring, supplying parts and having fun with original Ferraris.
Existing Revival clients occasionally wish to sell their cars. Please register your interest if you’d like to be notified when one becomes available.”
This means that you can’t order a new creation, which is likely to mean these Revivals will, expectedly, become quite collectable.
The owner of this example, who is a mechanic by trade, works on his cars himself, and has a real passion for it, as well as taking the car out and driving it. Enthusiasts around Johannesburg might have seen the Revival at selective events, and it will continue to impress young and old wherever it goes.
]]>Words: Wilhelm Lutjeharms
Photos: Charles Russell
Let’s be honest, a quick online browse looking at cars on offer can quickly turn into a 30-minute money-is-no-object game. This was not quite the case with this Fintail taxi, but the Internet is, nevertheless, where it all started.
After browsing eBay, a Fintail taxi wreck caught the attention of this collector. His collection already includes some sought after two- and four-door coupes and sedan derivatives, as well as some special estates and even a Mercedes-Benz ambulance. However, the prospect of adding a taxi to his collection tickled his fancy.
After winning the auction and making all the subsequent arrangements, the taxi was imported to South Africa in 2008. The plan to restore the car received a small setback, when the true condition of the taxi was revealed at closer inspection.
The taxi was severely rusted at the bottom of the car as well as on the front and rear sections. If this was a 300SL Roadster or Pagoda, it would have made financial sense to restore the car meticulously, but this could not be viable with a Fintail taxi. However, the owner had a W111 230 Fintail sedan in his possession. A decision was made to use this sedan as a donor car for the taxi – then the project started.
Initially, the front part of the taxi, up to the A-pillar, was cut off, as well as a huge rear section. This meant that once these parts of the 230 Fintail had been welded into place, a few significant changes had been made to the chassis. The original 200 D taxi was obviously equipped with a four-cylinder, 2.0-litre diesel engine (OM621) producing a mere 45 kW, while the 230 (M180) featured the stronger 6-cylinder, 2.3-litre petrol engine delivering precisely double that figure, 90 kW.
Also, the taxi was originally a left-hand drive vehicle, whilst the sedan was a right-hand drive. This swap obviously suited the owner.
As the front part of the cabin, gearbox and engine of the donor car had been used, there was less work to do in terms of sourcing, manufacturing or importing of parts. This all contributed to one of the easier restoration projects tackled by this collector.
At first sight it is not obvious that this taxi had been subjected to such an enormous welding process as it is in a relatively good condition. When I discussed the project with the owner, and page through the car’s documents, it is evident that the car has a further story to tell before it ended up abandoned in a field in Germany.
This stretched 1967 200 D was delivered to a taxi company in Innsbruck, Austria in the same year. Here we suspect it did its duty as a people transporter for several years, before someone decided to allow it to moulder away gently.
When I take a closer look at the Fintail, it actually requires a brief explanation by the owner to see the very subtle two-tone paintwork. Originally the car had been painted in a very dull grey-green colour, but this brighter combination definitely suits it better, and it is also one of this specific collector’s favourite colours.
Although the entire car appears to be white, the roof and pillars have a slight silver metallic tint, only visible from close quarters. Incidentally, the white body colour was also the donor car’s original colour.
There is another mild tweak the owner added to the car, which is not standard on this model. The chrome rings on the wheels were originally from another manufacturer, but he thought it suited the car perfectly. He could have fitted a Mercedes part, which looked a lot fancier, but he decided that the car wasn’t that fancy and would seem almost “overdressed” for this workhorse.
One would think that a project like this would take several months to complete, if not closer to a year. However, it helps if you know the right people and businesses, as the entire project was completed in an impressive four months.
I open the driver’s door and take my seat behind the big steering wheel with the column shifter on the left. The steering wheel is a true reflection of the car’s near 50-year age. There are several fine cracks on the wheel, but not in such a way that you can feel it while you are driving.
The seat is comfortable, but not as soft and absorbing as the cloth or velour seats by Mercedes cars of the same era or later. This could be down to the “long-lasting seats by reinforced seat springs” as stated in Mercedes-Benz’s period brochure.
I have a decent view over the engine bonnet with a slight emphasis on the wings, as it is pronounced toward the headlights. The interior is basic, with little in terms of luxuries, but in typical Mercedes-Benz tradition every button or lever has a solid feel to it once operated.
As I pull off, it requires a few gearshifts to get used to the column shifter. First gear is towards you and up, second straight down, and in third gear you allow the spring to guide the gearlever back to the middle and then I guide it up again.
As the car’s speed increases, the vertical speedometer literally shows its true colours, with a combination of red and yellow appearing on the bar as your speed increases. I didn’t expect any level of performance, but it is hard to imagine that the original engine of the 200 D would have been even slower. Fortunately, the 230 engine responds immediately when you press the throttle. However, the immediacy of the response is first experienced through the sound of the engine, followed by a steady increase in speed. It is a very relaxed ride, and I can only imagine that with a few passengers on board you will need to be even more patient.
The longer wheelbase also contributes to a delayed response into the cabin, especially if you hit any irregularities in the road or drive over speedbumps. This is also helped by the 15-inch wheels (195/80 R15 front and rear tyres) fitted to this car.
Originally, this car’s rear suspension had also been strengthened to deal with the potential of additional weight.
I open the rear door and step inside to sit down. Surprisingly there is not as much legroom as you would expect. However, when I sit up straight, my knees won’t touch the middle row of seats – and I’m a tall fellow. Interestingly, the middle row of seats, their layout and how they function, is very similar to the long-wheelbase models which was produced after this taxi. In total, this taxi is able to carry between 7 and 8 passengers.
It is especially these original MB Tex seats which show how this fabric withstood the test of time. It is clearly durable and has many years left in them – impressive if you take into account the number of passengers this car must to have carried in its lifetime.
In the rear there is still the typical attention to detail you would expect from Mercedes-Benz. The small levers to open the rear windows only by an inch or two, are padded with softer materials to protect passengers against any possible head bumps.
Before I return the key to the owner, I have one more look at the Fintail. It must be a real challenge for a coachbuilder or manufacturer to add a certain amount of length to a production car’s body, and still make it look as elegant as possible and retaining the original car’s design lines. However, by only adding another row of seats, this Fintail is only 650 mm longer (5 380 mm vs. 4 730 mm) than the standard car (the exact same difference for the wheelbase), and the result it that from the exterior it doesn’t look out of proportion and in fact looks surprisingly sleek.
Mercedes-Benz 230 (W111)
Engine: 2.3-litre in-line six-cylinder, petrol
Power: 90 kW @ 5 400 rpm
Torque: 180 Nm @ 4 000 rpm
Transmission: 4-speed manual, RWD
Weight: 1 350 kg
0-100 km/h: 13.9 seconds
Top speed: 170 km/h
Years produced: 1965 – 1968
Words and images: Wilhelm Lutjeharms
Walk through the doors and on your left a cupboard proudly shows the magazines which have featured some of the cars Luis Malhou has restored. Most notably, he is probably the main guy in South Africa to sit down if you want to know anything about the very rare E12 BMW 530 MLE. After all, he was tasked by BMW South Africa to source and restore such a model for their heritage collection.
In the foyer of Custom Creations you will find no less than two such examples parked, an E30 convertible as well as a BMW 1M – covering a number of decades of some of BMW’s finest.
Walk into the workshop and apart from a number of classics, there are also a number of modern cars and even a Mini. Custom Creations have clearly branched out in the recent past. However, Luis never set out to become a BMW specialist, he explains his story.
“Several years ago I had a couple of BMW 2002s as well as two 530 MLEs. I stored them at the back of the building we are sitting in now. At the time I was involved with a Nando’s, but then my brother gave me some advice. He said I should finish the restorations on some of my classic BMWs and sell them. I started with a black 1602.”
That was around eight years ago.
“A friend told me I should post what I'm doing on Facebook, so other owners and collectors can see. Then I opened an Instagram account where I could post about the cars. And then owners started phoning me, saying they had a 2002 and that it needed some work done to it. Or they would ask for some advice regarding where to find parts. That is how all this started.”
Throughout his life Luis has always been working on cars in some way. In the past he was also responsible for building oil camps in Africa. To keep things interesting, Luis studied industrial design. One thing is clear, he likes to work with his hands.
“My first BMW was an E12 518i that my dad bought me many years ago. The car was in a terrible state though. I drove it while I was studying. One thing led to another and after a flirt with a Japanese car I bought my first E30, a 320i sedan. I overhauled its engine and changed the car to a 325i.”
After a long and complicated sequence of events, Luis managed to find the 530 MLE that belonged to his father in 2007. The car was in a terrible condition and over the next few years Luis restored this car at home before he completed it in 2011. Throughout this period of time he went to look at another few cars in South Africa to source the necessary spare parts to finish his father’s car.
The public and enthusiasts’ focus on the 530 MLE in South Africa came when Luis was given a 530 MLE that was a complete wreck. At the time BMW SA was looking for one to add to their collection and when Luis told them that he sourced car number 100 (chassis number 770100), it was decided to fully restore the car.
“Peter-Kaye Eddie gave me this car and he helped put my business on the map. He said he knew I would be able to do something with the car. And so, the project started. When I finally got the car, which was a wreck, in my workshop I actually didn’t know if it was restorable. Money and time, however, can fix a lot of things and fortunately BMW South Africa had set aside a decent budget for this project.”
As Luis owns number 21 and number 13 of the Series 1 530 MLE cars, Malhou was also grateful for the assistance of BMW Classic during the restoration of number 100.
Malhou is quick to point out that without his workshop assistant, Isaias Machaieie, they would not have been able to finish the project on time. “Isaias completed most of the stripping work, as well as the labelling and safe storage of the various parts. He also assisted in putting the car back together. He is just as much a part of the car as I am.”
“We only know of around eight Series 1 cars left, most are still here in South Africa. These cars were 525 and 528s when BMW pulled them off the production line and started to modify them by hand, so a lot of the parts are the same as the base models. An interesting fact is that all of the weight-reduction holes were drilled by hand, so no two shells are identical.
In 2019 the 530 MLE restoration was completed and today the car still forms part of BMW SA’s heritage collection.
Over the years Luis has become entrenched in the BMW community. Whether it is for a simple service of a classic BMW, sourcing parts or even more significant work, he will be able to assist owners.
At the same time Luis realised that only doing restorations won’t build the business, so he invested in equipment and staff and is now servicing more modern BMWs as well.
]]>Words: Wilhelm Lutjeharms
Pictures: Supplied and Wilhelm Lutjeharms
CAV, an abbreviation for Cape Advanced Vehicles, is based just outside Cape Town in Muizenberg. When I walk in and see the row of chassis’ (and at the end a near complete car), I quickly realise this place is run with a clear and purposeful production line that is visible for all to see.
From the start of the line to the end you can see how these high-performance cars are manufactured and follow each step of the process. To the right are the rolls of glass-fibre materials while there are also two enclosed bays where the body panels are expertly handmade while the chassis is welded in the back of the building.
The end result is a truly beautiful "restomod" GT40, based on the Ford GT40 from the 60s. However, there are several options to choose from and to learn more of the process, I sat down with Jordi Reddy, CAV’s director and product architect, who is the company owner. It might come as a surprise that Jordi is a robotics engineer who has specialised in bio-medical engineering, but there has also always been a passion for cars.
“In 2013 I bought CAV from the previous owners. I love design and have a true passion for cars. In my previous profession I would spend 5% of my time on design and the rest on red tape – which is of course necessary when working with life and death scenarios. Before 2013 I phoned one of the previous owners as I was considering buying a GT40 at the time. However, I decided to purchase my first house instead. Later on, the previous owners were willing to sell, so I got some business partners involved and bought the company.”
In the recent past Jordi became the sole owner of the company, which shows a clear intent in making the company even more successful.
“This industry is very difficult. I happen to have landed myself on a very complicated product. First we have to package this car correctly as a historic racecar. Then we need to adapt it for a whole different type of client base. It has to be comfortable, with some added head room for the taller buyers; and I wanted more safety features to give drivers confidence with the extra performance. We have addressed all these needs over the years. The package still needs to stay the same though, as the GT40 shape stays the same.”
“We build Mark I GT40s in the classic style and also the modern style of our GT+ (“GT Plus”) model. They all make use of the same bespoke platform that we build in-house. Standard equipment includes air-conditioning and a larger radiator to ensure constant and enough cooling for the engine. Also, performance brakes and billet machined fuel filler caps are standard, just to name a few.”
It gets even more enticing as Jordi explains they can build a turn-key car, or just a rolling chassis.
“If we do a turn-key car we start with either a 302 (4.9-litres) or a 347 ci (5.7-litres), V8 engine. We then have a six-speed manual transmission that can take up to 335 kW. This is kind of our entry-level car. If a more powerful engine is selected, which a lot of buyers are choosing, a stronger gearbox is configured. There are engines that offer 447 to 520 kW, in car that weighs 1 100 kg… with no traction control or ABS!
“We either get Ford crate engines which are 100% build by Ford Performance, or we will get a custom-built engine using Ford components. Another option will be a completely tailored engine, hand picking items from various manufacturers. Beyond that, when we start looking at the intake system, that is when we deviate from Ford. We will start with a Holley four-barrel carburettor, but now you can add fuel injection to this engine – which our younger clients want. Or, clients can upgrade to the Weber-style eight-stack. We can also offer a 351 ci (5.8-litre) Windsor V8 (also from Ford). This engine can then be bored and stroked to 427 ci (7.0-litre).”
The result is that the full package will be the 427 ci engine with the Weber-style eight-stack and fuel injection. It churns out a reliable 410 kW, or slightly more.
One of the gearboxes is a Porsche/Audi unit that is sourced in Europe, refurbished in the USA and then sent to Cape Town. This gearbox is for options up to 335 kW, but above that CAV installs either a five-speed, dog-leg ZF transmission (which is ideal for buyers who want the car to be historically correct) or a Quaife gearbox for example.
“Building these restomods is a lot like tailoring a suit for each client. We have the baseline model, but our clients almost always request something special; for example: ‘as beautiful as your stainless-steel chassis is, can you make mine black’. Almost anything can be tweaked.”
Starting prices for an entry-level model is around R2.1 million, from which you can add all the available options.
As I’m guided through the assembly process, I can’t help but be drawn into the process and dream of the specification I would select for my own car – even more so when Jordi illustrates various colours and wheel options against the wall as well as on his computer.
Before my tour comes to an end, Jordi explains that they are also branching out into a number of other avenues. There is an Audi R8 that has received a custom exhaust system, scissor doors with a rear bumper-delete. It looks mean to say the least. Parked outside is his own personal first-generation, facelifted Porsche Cayenne. It is an aggressive overland conversion, that he says he uses daily, also featuring a custom exhaust system, spacers on the wheels, different wheels and tyres and a custom roof rack. The Cayenne also received a lot of carbon-fibre work in-house; a hint at things to come in CAV’s future.
Porsche Cayennes and Audi R8s will be two of the cars that CAV will focus on in terms of customisation going forward. Apart from that, being a company that manufactures parts and is entrenched in the motor industry, there is definitely more to come from this company in the future.
To visit the company, head over to their website.
]]>Words and images: Wilhelm Lutjeharms
It is always a revelation to experience how far we’ve come in terms of research and design when it comes to cars. A super hatch today is not much slower than a super car from a few years ago, as an example. Drive a car from the Nineties and it is again a strong reminder that things have moved on significantly, even though only three decades have passed.
That is not to say modern cars are more fun though. If you read automotive magazines from the early Nineties, you would have come across articles about Honda’s cracking little CRX hatchback, with that sharp nose (with bonnet bulge), wedge-shaped profile and a very "abrupt" rear end.
Up front was a 1.6-litre, four-cylinder engine connected to a five-speed gearbox, driving the front wheels. What is a special about this car? For starters, this model is standard – that is apart from the steering wheel, gearlever and custom exhaust manifold and exhaust. The owner still has the original steering wheel though, and even the original Becker radio. It's almost like a Golf 5 GTI or a Subaru WRX STI – you rarely find them in standard form.
The young owner of this car shares some of the car’s history and why he has so enjoyed owning it for the past two years. “The original owner was a lady in Kroonstad. It found its way to the Cape and then I bought it from a friend of mine. Since I got it, I did a number of long trips with the car. One was to the Knysna Hillclimb and then two trips in short succession, one to Louriesfontein and then one to Strandfontein along the West Coast. Before I bought this CRX I had a go in another one and just fell in love with the car.
"The fact that all previous owners looked after this one and that it was well maintained were all contributing factors to my decision, plus the fact that it is really frugal in terms of consumption. I’ve added mudflaps that I imported from the UK. I’ve also taken it for a dyno test before, and I still remember the figure. It was developing 99.7 kW. The only reason I’m selling it is because I’m purchasing a more modern sports car.”
As a youngster in Primary School, I remember fondly looking at the CRX articles in magazines, thinking it must be quite an exciting “entry-level” performance car to drive. Today I’m about to find out.
The moment you take your position behind the wheel, you realise how close to the ground the car is. I can just lower my right hand and touch the tarmac. For a car with 277 800 km on the odo, the cabin looks near-perfect, especially the cloth seats. They are comfortable and actually provide a surprising level of support. The rest of the cabin is simple - standard analogue dials, air-con buttons and a lever.
As I pull away and make my way towards Helshoogte Pass outside Stellenbosch, it is evident how the large glass area around you and thin pillars allow for a great view. The gearbox, as expected, is easy to navigate and relatively direct, although not as close-to-perfect as Honda’s S2000 which was launched less than 10 years later. Still, you never doubt your next shift.
Even at town speeds you can sense the lightness of the car, how even this modest power and torque delivery make light work of pulling the car along. With fluids warmed up, I head up the pass and slowly build up speed through the corners. The low weight (well under a ton) of the car makes the car a joy in the corners, while the suspension and tyre combination do show the car’s age (tyres all-round are 185/60 R14). The result is that there is still ample grip, but you must be patient as the car takes a brief moment to settle as you turn it into a corner. Once it is settled, you have a good level of feedback, as there is no power steering to corrupt the communication from the front axle.
As expected, the engine is willing to rev, and towards 5 000 rpm it becomes especially throaty towards the redline just after 7 000 rpm. It does have a louder note owing to the custom exhaust system fitted, but when you are in the mood that is rather welcoming. The brakes also did a fine job during my outing.
The aftermarket steering wheel also adds to the driving experience, and I can understand, in terms of the opinion of a driving enthusiast, why it has been fitted.
I do the pass one more time before I stop to take pictures and revel in the honest little engine and the analogue experience. It is a tricky balance, because a lot of enthusiasts would try to modernise these cars, but that would be missing the point of experiencing a true '90s Japanese hot hatch.
The owner is currently moving on to a new performance car and this CRX is for sale. As expected, he didn’t have to search long for a potential buyer for this car who will, thankfully, if all goes to plan, maintain the car and keep it in its current, standard condition.
1991 Honda CRX
Engine: 1.6-litre, four-cylinder, petrol
Power: 96 kW at 6 800 rpm
Torque: 146 Nm at 5 700 rpm
Transmission: 5-speed manual, FWD
Weight: 954 kg
0-100 km/h: 7.5 seconds
Top speed: 195 km/h
Production run: 1987 - 1991
]]>Words: Wilhelm Lutjeharms
Images: Kian Eriksen
It is truly a step back into history, more specific Italy’s history. As the roller doors are lifted, in front of me is a very interesting collection of some of Italy’s most interesting cars from the 20th century. There are several Fiat 500s, neatly park against the wall – one being a rare Auto Bianchi. I turn around and there are more Fiat cabriolets, sedans and coupés that fill the rest of the garage. That is not all, there are also a Ducati motorcycle and even a Maserati – I might just as well have been in a barn somewhere in the flowing Italian countryside.
Ian Huntly has been actively involved in the Fiat Club of South Africa and is also the club’s co-founder. No wonder he breaths, eats and sleeps all things Italian. He shares one of his very first motoring memories.
“The earliest car I can remember is the dark grey Sunbeam Talbot 90 that my parents had. It was quite a car in its time. I also fondly remember the lovely sunroof it had.”
I ask Ian to point out some important cars in the collection. “The oldest car I own must still be restored. It is a 1936 Fiat 500 Topolino. The car I’ve owned the longest is the white Fiat 500 from 1970. It actually belonged to an engineer which worked on the government’s nuclear power systems. He bought it in France and then imported it into South Africa. It was driven through Europe as well as through Zambia. After I bought it, I restored it.”
It is clear that Ian has a very strong love affair with Fiat’s little 500. Unsurprisingly, it is for a nostalgic reason. “It is the 500s that actually started our love of Italian cars in our family. My father had a Ford Zephyr, and when he changed jobs he acquired a Fiat 500. The car never gave any problems in the 25 years we had it. I grew up with a 500 and also learned to drive in one. From here on my parents bought an 1800 six-cylinder and then a 124 sedan.”
There is such a wide variety of cars and Huntly can explain the story and history of each car in detail. “I had a small collection when we lived in Zimbabwe, but when I left the country I could only take one car with me, which was a 1962 Fiat 600 panel van.”
Other rare models in Huntly’s collection are a couple of 2300 Coupés. “I remember seeing one in the mid-60s at a five-star hotel in Harare at night. These cars were around twice the price of a Jaguar E-Type!”
The most interesting of these two is a prototype which it seems was built for the 1965 Turin Motor Show. It uses a 2300 chassis and it is believed that Moretti did this car for the show – a one-off.
“They cheated a bit, using an Iso Grifo front end and an Alfa Romeo Giulia tail.”
Interestingly, the car entered the country with the Italian ambassador son’s in 1972. The car was sold as a second-hand car on the streets of Turin!”
There are a number of cars which are currently not in the garage, as Huntly is also busy restoring a few which will be finished in the future. Huntly is also not afraid to get his hands dirty: “A Fiat 500’s engine or gearbox I’ll rebuild myself, but the bodywork I’ll send away to specialists.”
Apart from restorations and enjoying the collection, Huntly uses his cars to drive across South Africa. He has, for example, participated in a number of Pirelli Classic Rallies, which covers a distance of 1 200 km over a two-day period. The keys to the cars are also often passed to his wife.
We walk to another building and Huntly open the shutter to another, smaller barn. Here most of his motorcycle collection is parked as well as several other unique and interesting cars.
One of the highlight restorations in the collection is a rather compact car. A 1956 Moretti Tour du Monde 750 Coupé Turismo which was one of only three such cars that participated in the 1957 Cairo to Cape Town race. “I picked it up from a friend in Jeffrey’s Bay and restored it back to its original condition.”
Huntly points to one of the oldest Fiats in his collection: “This car has an interesting story. It is the second Fiat, an 1100, to be assembled by Fiat in South Africa at CDA at the Mercedes-Benz plant after the war in 1946”. Huntly is also only the second owner of this 72-year old car, which still features the original upholstery.
His motorcycle collection includes a 1978 Yamaha which he has owned from new. Apart from more Ducati motorcycles, there is also a gorgeous, dark blue 2013 MV Agusta F4 R superbike. Two wheels or four wheels, but it must be Italian.
As a number of cars have already left the collection since our visit, it is clear that this is an ever-evolving collection where selective classics finds a home for decades or is passed on to a fellow enthusiast.
Words: Wilhelm Lutjeharms
Paging through our favourite magazines or scanning the classifieds can be a great way to pass the time. Novices to this game migrate to modern cars, as finding a limited edition or special version is almost guaranteed, but for a seasoned classifieds-pager that would be too easy. Older cars with proper pedigree will instead grab their attention. However, sometimes a modern classic with specific details catches your eye. A Ferrari like the F430 we have here is a case in point. Easily overlooked by most, this might be the pick of the standard F430 bunch.
Since Ferrari is unlikely to produce a manual transmission car again, "modern" classic Ferraris equipped with a manual ‘box and earlier models are significant to me and are models that I think will appeal to a large audience, if not now then definitely in the future.
Of the several F430s based in South Africa, only around seven or so are equipped with the manual gearbox. This makes them rarer than the basically new 488 Pista in this country! This car has only 25 000 km on the odo and as a result is in tip-top condition.
As the setting sun glimmers across the beautiful, yet still modern, lines of the F430, I am struck by how perfectly the car has aged. Whereas the rounded design of the 360 Modena subjectively shows its age, it is as if the F430 strikes a balance between classic and modern, sans an overload of sharp edges, wings and winglets, as is often the case with some modern Ferraris.
The clean lines seem to accentuate the beautiful wedge shape, the mid-engine layout just adding a hint of aggressiveness to its lines. We open the engine cover and marvel at the visually-arresting 4.3-litre V8 power unit, eyes immediately drawn to the red intake manifold on top and the gleaming silencer box placed high up right in the tail, making space for the airflow through the diffuser below the car.
The engine is positioned low in the bay and directly aft of the cabin’s rear window, inches from your head. The engine is a sight to behold: clean and uncluttered, with no wayward cables or pipes in sight. Very much unlike all the plumbing required nowadays to make turbocharged cars go. It focusses your attention on the power unit, always the highlight of the car, as Enzo wanted, but today also with nearly as much focus on the aerodynamics and chassis.
Having driven a 360 Challenge Stradale and 458 Speciale, this is the first time I’ll get behind the wheel of an F430, not to even mention it being a manual as well. I’ve always thought it to be a special car, even more so equipped with this gearbox.
The cabin is fairly plain in terms of what it offers and its design. All the necessary buttons for the air-conditioning system are there as well as the plaque below the passenger’s air vent indicating Ferrari’s 28 Formula 1 world titles at the time. But thankfully there is nothing major to distract you from the driving experience. The doors, roof, seats and most of the cabin are covered with a classy combination of black and red leather.
As is the case with most Ferraris of this time and slightly earlier, most of the rubber buttons are sticky. This is a general complaint of cars from this era, but in such an expensive car as this, it is extra frustrating. While the buttons can be replaced at an eye-watering price, there are fortunately more affordable ways to fix the problem.
The seating position is spot on, the seats comfortable and supportive while the highlight of the cabin is without a doubt the bright gearlever protruding from its traditional base pedestal to the left of my leg. As a 42-year-old enthusiast, that polished, open-gate shifter speaks volumes to me, bringing back poster memories of so many Ferraris from my youth. It looks classy, it looks like fun and it looks sophisticated.
Even before I start the car I play with the lever, slotting it up and down into gears and find it hard to think that we are unlikely to ever see this piece of automotive art inside a new Ferrari again.
Looking around, there is ample space in the cabin, even some space for a small briefcase, documents or slim bags behind the seats. The yellow rev counter with its redline at 8 500 rpm is a joy in its own right.
Being a right-hand drive example, the solid metal foot pedals are marginally offset to the left, but that is of little concern as you sub-consciously position your body and legs, making this offset a non-event. Even the passenger has a metal foot rest, positioned in such a way that they can brace their feet against it during heavy braking.
I twist the key and press the start button to the left of the steering wheel. The engine turns over, barks and settles with a throaty sound. It is not as loud or metallic as the modern units; rather a little softer but still with enough intent to let you know there is something special under that glass engine cover.
As I pull away and slowly shift a few gears, the lightness of the car itself becomes immediately evident. Even at sedate speeds the car feels eager and I can’t help but be impressed with the perfect damping of the suspension. This road, Malanshoogte, outside Durbanville, is well known and loved by driving enthusiasts. Although some sections are smooth, other areas have bumps and scars in the road. But the F430 rides them all with aplomb. Long distance cruises won’t be a problem in this car.
As expected, the engine is eager to rev. I short shift at 4 to 5 000 rpm, revelling in the torquey mid-range, reminded that a healthy 3 500 rpm is still available to bank on when you want to. Changing gears slowly is not what this car was built for. There is little inertia in the engine, so if you don’t engage the next gear quickly, the revs falls too far down the rev range. It challenges you to blip the throttle correctly during each down change. This is obviously a sensation and a level of intimacy with the car that the F1 transmission can simply not offer.
The steering is direct with sufficient feedback through the wheel. As you sit close to the nose of the car, you also feel closer to the tarmac, the fenders over the front wheels being the only parts of the car that you see past the windscreen. Perfectly threading the car through corners is easy and you never have to be too concerned about where the outer extremities of the car are as it is so compact.
Grips levels are comfortably high while the carbon-ceramic brakes (optional at the time) offer good stopping power. While these early carbon-ceramic units received much bad press, they work perfectly here and I experience no funny sensation through the pedals.
There is no traffic ahead of me, so I start to explore the upper echelons of the rev range. As the rev needle climbs past 6 000 rpm I start to appreciate, again, the lack of inertia this engine is blessed with and the increasing intensity of the exhaust note.
Pressing the clutch (slightly heavy, but no more than you would expect) and pushing the gearlever forward or pulling back for the next gear brings another chance to experience the power delivery. It is such a direct and fun exercise every time that you can’t help but switch once or twice too often during a run through the corners.
The engine, and thus the car, reacts the moment you press the throttle. There is no tardiness in the drivetrain. The higher the revs, the quicker the drivetrain responds, the analogue rev counter a visual manifestation of the engine’s grin-inducing talents as the needle swings past the 12 o’clock mark.
The balance of the car is what will stay with me. Although being a 17-year old supercar, it still has an intoxicating level of all-round performance. It never scares you and it is not silly fast as is most modern supercars, yet it provides satisfaction in spades. Depending on your driving skill it will take some practice getting to its grip limits, but from this drive I can sense it will be more easily achievable than with a number of modern fast cars. You might need to work harder managing the gearshift, but it will be a fun experience nonetheless.
With Ferrari having built around 15 000 Berlinettas and Spiders, these cars will never be highly collectable, but how many of them were manual? Difficult question, but we know for a fact it was less than the number fitted with the F1 gearbox. It is probably not as few as the claimed 499 16Ms manufactured or the roughly 2 000 Scuderias made, but it can be argued that, of the general coupé models, from a collectability and certainly a driver-involvement point of view the manual is the one to have.
After our drive and when the photo shoot is wrapped up, I hand the key back to the owner and ask him his thoughts on what is only the second Ferrari he has owned. He owned a 308 GTS prior. “I’m not at all interested in a paddle-shift Ferrari. The replacement for the 308 had to be a manual transmission car. While I thoroughly enjoyed my 308, in terms of driving I get more out of the F430 thanks to the better performance and its cruising ability when you are not in a rush.”
During the January 2006 issue of the British automotive magazine EVO’s Car of the Year battle, the F430 stood proud and occupied second spot on the podium out of the 10 contenders. The reviewer wrote: “… the Ferrari felt the sharpest, the most agile, the most alive. ‘The F430 is so exhilarating because you’re working so hard. Not all the time, but if you want it to it’ll demand 100 per cent concentration from you, which I think is great for this kind of car’”. Note that the EVO car was fitted with the F1 transmission.
That sums it up. It has all the ingredients of a mid-engined Ferrari supercar with the added spice of a manual transmission providing an additional level of delight you can immerse yourself into once behind the wheel.
2006 Ferrari F430 manual
Engine: 4.3-litre V8, petrol
Power: 360 kW @ 8 500 rpm
Torque: 465 Nm @ 5 250 rpm
Transmission: 6-speed manual, RWD
Weight: 1 450 kg
0-100 km/h: 4.0 seconds
Top speed: 315 km/h
Words and pictures Wilhelm Lutjeharms
As I walk in I immediately feel at home. A sofa, some books and magazines on the table, a coffee machine and some selective memorabilia make this corner of the showroom feels rather homely.
I sit down and look along the line of perfectly parked cars. There are mostly Porsches, but those are not the only cars Lemon Garage sells. At the back are a number of other European classics in the shape of Alfa Romeos, a Karmann Ghia and even a 1981 Ferrari 400 Auto. The cars are clean and each of them have the information you will need as a potential buyer on a laminated document on the windscreen.
But back to the Porsches, of which several are pretty special and, uhm, high-end... These include a 991 GT3 RS, a 991.2 Porsche 911 Speedster, a rare 993 Carrera 4S and a 996.2 GT3 RS.
There are even a couple of 997 Carrera Cabriolets. In a building next door are another few cars. There is even a Porsche 924 Turbo for sale and a deal has just been done on a E92 BMW M3 as well as a mint BMW 635 CSi - a very refreshing variety of European cars indeed...
The man behind this operation is Angus Webber as well as two of his sons, Daniel and Luke. There is an immediate level of professionalism about him, but after two decades working at Porsche South Africa, that is to be expected. He explains how Lemon Garage was founded.
“I’ve always been a car enthusiast. My family had a car parts business when I was younger, but it actually started before then. When I was around five years old, my older brother bought is first car. When he serviced his car, he gave me the old parts and he also bought me a toolbox. Since then I’ve been interested in cars. From the age of 16 I worked part-time in our family’s parts business.”
During the early 2000s Angus was employed by Porsche South Africa. He first worked in the parts department. One thing led to another and soon Angus moved over to the pre-owned side of the operation. “I thoroughly enjoyed this side of the business.”
Over the years Angus has been responsible for, with the assistance of Toby Venter – proprietor of Porsche South Africa – for uplifting the pre-owned side of the business and putting it on the map. “For example, we had our own Porsche pre-owned number plate made, and we were the first dealership globally to do this.”
That is just a small example, as Angus also proposed using one building exclusively for pre-owned cars. It was modernised and Angus proposed having a small coffee shop inside the dealership. Several questions were asked, but in the end the coffee shop was done. The rest, as they say, is history as Porsche’s coffee shop is now legendary.
After a successful career at Porsche, Angus decided to resign as he had been thinking about starting his own business for a number of years.
“I started at my dining room table, with a single car in stock. A client gave me a 996 Turbo to sell. Next up was a Cayman GT4 I sold and then I borrowed money to buy two cars to sell.”
Today, some of the stock in Lemon Garage’s showroom is on consignment, while there are also a number of cars the company has bought to sell to potential buyers. Selective trade-ins are also welcomed.
“The name Lemon Garage is a little tongue-in-cheek. In the industry a “lemon” refers to really bad car purchase. When you’ve bought a car from us, we also give the new owner a framed certificate stating that you’ve bought a lemon. Of course, we don’t sell lemons at all and I will comfortably offer any of these cars to my best friend.”
Angus explains that when a car comes in to be offered for sale, there is a strict process they follow. This includes checking the details of the service history, the condition of the tyres and the overall condition of the car. In some instances, having worked at Porsche for numerous years, he knows the cars.
“Once I moved away from Porsche, I learned that some of the Porsche owners also collect other brands, for example Volkswagens and Land Rovers. The result is that they will now approach me to sell some of these cars as well.
“My sons have fitted perfectly well into the business. Both of them have finished their studies and both are passionate about cars. In the evenings around the dinner table I sometimes feel for my wife, as we are constantly be talking about cars!”
Currently Lemon Garage is, and has been, shipping cars countrywide and has also exported some cars. Angus makes it very clear that they always try to find a local buyer first, but sometime the market is very strong overseas.
To visit their stock list, head over to their website.
]]>Words and images: Wilhelm Lutjeharms
The British car industry is one of the most fascinating. Not only is there such a variety of niche car manufacturers, but the UK is also the hub for nearly all things when it comes to R&D for Formula 1.
One of the niche manufacturers, and one of the oldest surviving manufacturers in the world, is the Morgan Motor Company. Founded in 1909, and owned by a single family until four years ago, the continued existence of this quirky company is quite an achievement.
Granted, an appreciation for their cars will in most cases be an acquired taste, as the vehicles Morgan produces feature mostly a blend of old technology and style mixed with selective modern equipment and power units. But it is exactly this combination that makes these cars so alluring. If you are expecting a complete, modern driving experience, this car is not for you
Over the decades the standard Plus 8 has always been fitted with an eight cylinder engine. Power delivery has ranged from as low as 120 kW in the Sixties to 270 kW in 2018. However, one of the previous owners of this particular Plus 8 decided that this car would do well with a 5.7-litre, V8 naturally-aspirated LS1 engine!
Fitted underneath the neatly-louvered engine cover, the engine gives your right foot access to over 310 kW and 620 Nm! Let that sink in a little, that is the same engine you will find in some muscle cars, big sedans and SUVs, but here it only needs to push along a car weighing less than 1 200 kg!
In true Morgan style, you sit close to the ground, and when I pull the tiny door shut, my feet are already perfectly onto the pedals (don’t wear big shoes!) and the top of my left leg is just touching the steering wheel. The seats are fairly comfortable, but soft and cushy they are not. The result is that you do feel rather more connected to the car than would have been the case if the seats were too plush.
It is important to quickly explain what has been done to the car during its modernising restoration. It has a 50 mm longer, reinforced chassis, is fitted with Bilstein shocks and BTR L/S axle, plus Vesconite front suspension bushes, vacuum brake booster and larger callipers with ventilated brake discs on all four corners, a heavy duty prop shaft and a stainless steel exhaust system. These are only a number of the most important upgrades.
Twist the key and there is an immediate rumble from the two exhaust pipes. Nothing serious, but you do note that it is strong rumble and not simply a small engine fitted with a load exhaust pipe. With the roof down, you certainly feel much more part of the experience.
Even during a slow first pull away, I sense that the five-speed gearbox has short throws with a clear and mechanical action.
I take it easy, but even during the first few hundred metres I realise that the slightest prod of the accelerator pedal results in a genuine immediacy from the engine – it is lovingly effective.
I head towards Ou Kaapse Weg, but at the one junction on the way there, a slightly too energetic right foot results in a moment of wheel chirping while taking the corner. I laugh from behind the wheel and remind myself again that the car is only fitted with modest 205-section rear tyres… but there is a V8 up front!
The power-assisted steering is very light, which makes turning the car at any speed such a breeze, but slightly more feedback would have rounded off the package perfectly.
However, for the next 45 minutes I can’t help but flex my right foot every moment the front wheels are pointing straight and there is no traffic ahead of me. There is a constant push from the engine owing to the level of torque, and then the power results in a proper burst of acceleration. From where I am sitting it honestly feels completely unnatural, especially if I look at the view in front of me – how can this car be this quick?
Every time I change gears it is only around half way or two-thirds through the rev range. That is not because I don’t want to rev it out, but as early as 3 500 to 4 000 rpm your head tells you that surely this is the end of the rev range and that it is time to grab the next gear. The car picks up speed so quickly during these first few thousand revs that it feels like you should change gears earlier than you need to.
Overcoming traction with this Morgan takes no effort. Second gear, 40 km/h, around 2 200 rpm, put your foot down and the rear wheels spin. In the right conditions, the rear wheels even struggle to cope with the performance in third gear!
This Morgan is certainly not everyone’s cup of tea, but fun will be had when you tackle a mountain pass and you will keep some serious sports car drivers humble with your “old and classic” car. It is a real "hotrod" in some ways, a car that will surprise both the driver and every passenger you take for a drive.
It is honestly laughably quick and although there are elements where it shows its age in terms of technology and chassis design, the laugh-out-loud moments make up for that several times over. Maybe if you already have a standard Morgan, this would be the perfect addition for those days you want a car to awaken your senses.
2008 Morgan Plus 8
Engine: 5.7-litre V8, petrol
Power: > 300 kW
Torque: > 620 Nm
Transmission: 5-speed manual, RWD
Weight: ± 1 200 kg
0-100 km/h: ± 4.5 seconds
Top speed: > 200 km/h
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