Seeing as it is the first part of the show you see when entering, why not start with the outdoor Club Sandwich display for our tour of the Motorclassica show? There was an interesting range of cars on display (just for a change!), starting with an Alpina B10 3.6 and a 1986 E28 M535i (known as an M5 in other markets), plus as you can see some more interesting vehicles in the background.
This Aston Martin DBR1 was perhaps saving time by staying on the back of the truck. We weren’t sure if it was the real thing, but either way it is pretty spectacular.
Here is a closer view of the interior, with a large tachometer and a varied collection of gauges, switches and warning lights. There is a speedometer just visible lower on the dash – you wouldn’t dare drive on our speed camera-infested roads without some idea of your speed – and of course a big quick-release fuel filler.
There was a Toyota Land Cruiser club present, and this pair exhibits some of the things you can do with these old 4x4s. The ute is a bit more conventional but ironically has the electric winch while the caged swb soft top has the PTO (power take-off) driven version. As well as hard tops there was also a troop carrier version, all 40-series Cruisers.
The Mini club kept on with the theme of variety; with a Countryman, Clubman, Cooper S and so on. While this echoes the current model line up, the next model hasn’t yet made a re-appearance.
I’d be surprised if BMW brought back the Moke! This is a later type with enlarged wheel housings, and has had the roll cage replaced.
Here is a view of the back of the Countryman with its partial timber construction; well, timber cosmetics – at least it is real timber!
There was an electric vehicle club on display which I hadn’t seen before; but it is not surprising even if the most numerous Nissan Leaf didn’t sell 600 units. Most of the cars were the ‘usual suspects’ with one clear exception.
The Ford Capri didn’t emerge from the factory with electric propulsion, but is one of a few custom conversions I’ve seen based on various ‘donor’ cars.
Another curiosity was this Renault Twizy, the 2-seater that was not sold here. Note it does not have registration plates. At least there would be no issue of a right-hand drive conversion!
For a complete change of pace, how about a 1970 Olds Cutlass? Because they weren’t sold here originally you are more likely to see a 442.
A trio of Maseratis; a modern-era GT, classic Ghibli and a more-classic Mexico. I know which one I would take – the Ghibli is a favourite of mine.
Changing tack yet again, this 1977-78 Datsun 200B coupe is a real rarity in this country, being fully imported from Japan while the sedan and wagon were locally assembled.
Here is the interior, which is pretty nice for the 1970s.
Behind the 200B were a pair of R31 generation Skylines, enhanced by the local Nissan Special Vehicles Division. The GTS I (left) and II came with minor body changes, special colour-keyed paint schemes, 16″ wheels and tweaks to the engine, suspension and interior. The red car has more power than the white, with 20% more than the standard 3.0L sohc inline six. They were only sold as a 5-speed manual, and I think just 200 were built of each.
You might have seen the Jaguar Mark 10 in the background of the Oldsmobile picture above, and the group was happy to see it, but this one was even more exciting.
The special feature was inside – not the leather and timber, but glass! The partition shows this was the rare ‘touring limousine’ version.
Here is the rear compartment, complete with its own radio, picnic tables, air conditioning vents and electric windows. The B-pillar is quite intrusive though, and must really restrict foot access.
In front of a row of more modern MG’s were this sedan pairing, a late 1940’s Y-Type and a later Magnette. The components weren’t anything particularly special, but MG did have a knack of making the whole greater than the sum of its parts in terms of overall performance and driver feedback.
Here is the interior of the Magnette, which with its half-octagonal speedometer would never fail to remind you which brand of car you are driving.
The Baur convertible version of the BMW 3-series continued the coachbuilder’s previous conversion, before it was replaced by an in-house full convertible version in 1988.
This later Lamborghini Diablo was right outside the entrance, representing one of the event sponsors, but do not overlook the 1970 Citroen H food van in the background.
Our group comprised some pretty staunch Mercedes-Benz fans, so we were happy to see the marque strongly represented, starting with this line-up of mid-size models.
This 220 looks to be one of the locally-assembled models – the original registration plate dates from 1959.
The Fiat Car Club and friends provided yet more variety including a Lancia Fulvia Sport and vintage 503C.
There were plenty of ‘usual suspect’ BMWs, such as the silver 3.0Si coupe, but you don’t often see its sedan counterpart. They are arguably a more sensible buy these days thanks to the rust problems associated with the Karmann body construction of the coupes.
Another rarity was the 323i JPS or John Player Special. This was a unique model to the Australian market, with 70 built in the JPS racing team colours of black with gold striping.
Getting further into the motorsport realm we have this Group B Audi Sport Quattro, the car that revolutionised rallying. This one is used in active competition.
Next is a unique Nissan Stanza. The last time I saw this car a couple of months ago it was plain black, but now is painted with a dreaming by Alice Springs artist Charmaine Pwerle prior to this years’ Classic Outback Trial.
This aerodynamic hatchback 1971 Citroen GSA was remarkably ahead of its time in many ways. Of course the hydropneumatic suspension was not to catch on, and even Citroen no longer offers it.
A row of late-model 2CVs are also similar, but reflect different uses. The middle one was rebuilt to travel all over Australia, it was stated that its cruising speed is 100 km/h on bitumen and 80 km/h on corrugated outback roads. There aren’t many vehicles that would match that, including 4×4’s, thanks to the 2CV’s supple, long-travel independent suspension.
This Morris pairing of Oxford and Minor represents BMC at arguably when they started to lose their way. The 1955-56 Oxford Series 2 was struggling to stay competitive, while the again-updated Minor from the same era was as good a long-term strategy as today’s retro cars. There was some ongoing development, but a lack of investment would tell as time went on.
To jump back into the more exotic realm we have a near-matching pair of De Tomaso Pantera and Ford GT40 in sinister black.
We’ve had commentary on the prevalence of Mustangs at shows recently, and like many commenters we also basically ignored the Mustang club display. Time was of the essence and the cars inside were calling, but this gold fastback stood out because it looked like it has seen quite a bit of enjoyment.
More next week, when we head inside.
Further Reading:
Car Show Classics: Motorclassica’s Cadillac Collection
Car Show Classic: 2018 Tourclassica – Quick Observations
Every time I see a general gathering of old cars in your part of the world I come away amazed at the variety. Mustangs and Cutlasses on the one hand, 2CVs and Jag Mk Xs on the other.
That little black Mercedes 220 might be my choice for today. I have vague early memories of my Grandmother Cavanaugh driving one that looked just like that some time before 1963. I was told that an uncle had talked her into buying it. She must not have liked the experience because a 1963 Olds Super 88 2 door hardtop followed it.
Can you imagine how different the driving experience must have been between a 2.2L six and a V8 Olds?
I wonder if any CC readers have driven both (or something similar)? I haven’t driven a Mercedes of that age.
I’ve driven a ’59 Finnie 2.2L six, and a (I think) ’67/68 Chev 350 Powerglide, within about a year of eachother. The Merc has the same suspension and motor as the Ponton, the Chev a large V8 and basic auto and sturdy wishbone front/coil rears of the Olds.
The manual Merc, with a most average 4-speed column shift and manual steering was signally unimpressive at town speeds, the Chev very nice. But over about 50mph, the German was transformed, and 85-90 (probably 4,500+ revs) felt fine, stable and safe (though my poor old mate, old-mannish owner, was a bit freaked!). The Chev – not belonging to a mate – I didn’t take above 65, and didn’t want to anyway. Super-light and vague tiller, wind roar, way undergeared driveline for a low-rev V8 and general suspension floppiness meant that that speed was a practical limit, much like the slightly later Holden V8’s.
If Granny JPC had lots of long drives to do, she’d not have got an Olds after that Mercedes, but very likely would have if much of her motoring was low speed and town-ish, where the Deutsche Wunderwagon would’ve been a pricey, slow, somewhat awkward muscle-stretcher.
Cheers justy. I was thinking that many people wouldn’t have been comfortable revving the engine that high in the early sixties. Still the case now really, like a lot don’t seem to use more than half throttle.
At least the M-B was designed for it.
Oh, and my first run at breaking the 100 mile mark was in a ’63 Olds Cutlass coupe with the aluminum 3.5 L V8. It blew a cloud of steam just as I crested 98-99. I was 16 at the time. The steering was of course numb, but it felt reasonably ok at that speed.
I will concur with you on the Mercedes: they tended to feel sluggish in town as the little six had very little low rpm torque, and like all Mercedes until more recent decades (this includes my W124) they really came alive at higher speeds. The higher, the (relatively) better.
As to that Chevy you drove, if it had a 350, it was not original. These came with the 283 (’67) or 307 (’68), and optionally with the 327 (or big blocks). A 283/307 PG big Chevy was a pretty feeble combination.
Still, these were absolutely everywhere at the time, and back then the speed limits in the US were typically 70-75, even 80 in some states. I drove these and comparable American cars at these speeds all day long. Yes, on mostly straight new freeways or highways, which is what they were designed for. And yes, the steering was floppy, and you didn’t want to make very abrupt maneuvers at speed. But even a 283 PG big Chevy had no problem rolling along at 70-80. Sure, the motor had to work a bit at that speed, but then these were not big, lazy V8s; the little Chevy V8 was a relatively high revver compared to most of them.
I took a lot of big dumb old American cars up to 90-100 in my youth, and although it wasn’t exactly comparable to driving a Mercedes at that speed, I didn’t exactly feel like it was going to suddenly go out of control. Well, as long as a sudden maneuver wasn’t demanded. 🙂
I think a lot of it has to do with conditions. There’s a reason all the American cars exported to Europe (and probably other countries) had HD suspensions, which helped but of course didn’t exactly make them quite up to a Mercedes.
Awesome report!
The Citröen GS seems to be much newer than 1971. I don’t remember the year for this generation, but I think it’s at least ’78 or ’80.
Actually that does ring a bell, so perhaps the owner’s info sheet in the window should have read 1981. The main difference was the hatchback versus the original car having a separate trunk with a vertical lid.
The blue Oxford in the BMC line up is a 55/56 series 2 by 61 the Farina styled car was in production and about to be facelifted into the A60 model, Real Mini Countrymans had wood cladding not construction underneath it was the Mini panel van, Interesting line up and some nice rare cars on display. Hydropnuematic suspension gave way to Hydra active many years ago only Rolls Royce licenced that system for use in its cars after trying and failing to improve on it,
Thanks Bryce, those 1950s BMC cars are a bit of a blind spot for me, and I must have been thinking of the M/Minor Countryman for the timber!
I think that looking at what items Rolls Royce licenced is instructive – eg GM automatic gearboxes. Back then they were proper old-school, conservative engineers.
So much to like here, but as usual I stare the most at the Audi, Group B Quattro in this case, looks like a fairly early one at that. But then immediately I am somehow smitten with the artwork on the Nissan below it. For a moment I think my kids could paint that as well, but then after looking at it some more, somehow it actually works, and while not symmetrical or anything, seems to somehow have a purpose instead of just being randomly random.
The gold Mustang looks very similar to the one I spotted in London a couple of years ago but is clearly older than that one was, but somehow I’m now a fan of gold Mustangs, go figure.
Great show, I know I could work up a serious sunburn walking around there and ogling everything at length!
The paint is by an Aborginal artist, stuff I personally find fascinating (generally, not necessarily this example). Genuine First Australian’s art is never representative art (as Westerners mostly think of art), but always storytelling, often the history (or “dreaming” as they call it) about a particular area of land. The artist would often traditionally sing the tale being painted as they paint it, something I have seen in action in the desert a few times, and the chant as they paint is something beautifully mesmeric to witness.
I have such a painting, a dot painting in this case, in my view now, done at least 25 years ago by an old lady sitting in the red dust of the Western Desert, someone who was almost certainly a first-contact person, that is, amongst the remote tribal people who did not see a white person for 30,000+years until the late 1960’s. She explained it to me in her language at the time, which ofcourse I did not understand (and translation by others at the place was rudimentary), and I treasure it.
I suppose the point of this meandering response is to explain that, if genuine to tradition, the lines on the Nissan are unlikely to be randomly random at all, so you have picked well, Jim.
AMI was assemblying something for everyone then; Ferguson tractors, Standard cars (too easy, shared engine with the tractor!), Rambler and Mercedes.
I think I only ever saw one 200B hardtop in the metal. Very rare but not the only odd variant – Datsun also sold an LPG powered sedan as well. Just remember Wheels’s assessment of the 200B: “A 180B with twenty more mistakes.”
I’d forgotten the LPG sedan. A friend’s dad had one still in the late ’80’s. Yes, he was the spectacular tightwad you’d expect someone to be who’d bought a reasonably economical 4-cyl but still wanted to save yet more!
200B hardtops looked quite acceptable, which ofcourse, as actual cars, they weren’t. Wheels magazine was right, and possibly generous.
I have seen (original) Mini’s and Hyundai Excels on LPG, you can never underestimate people’s attempts to save money…
Of all the Datsun/Nissans that people use for rallying, about the only one I don’t remember seeing is the 200B, which has to say something. Ok perhaps the R31 Pintara too, because why wouldn’t you go for the six cylinder Skyline instead?
I didn’t know there was a sedan version of the 3.0 CSL. I was not aware of the Maserati Mexico. That would be my choice for today. It is nice to still discover cars I didn’t know existed. Thanks for sharing!
No, there’s no sedan CSL, but there was the 2.5, then 2.8, then 3.0 (and lastly 3.3) E3 sedans. The fuel injected 3.0Si was practically as fast as a CSL, and as John says, they have survived – certainly in Aus – in reasonable numbers, because they didn’t have the same severe rust troubles affecting the Karmann-coachbuilt coupes. (Btw, “reasonable numbers” is relative, given that any of these very exxy machines sold in miniscule numbers here to begin with).
There was a 3.0Si sedan with a four speed manual for sale nearly 20 years ago when I was looking, about $3k from memory. Mind you I could also have got a great 74 2002 (without US emissions or bumpers of course) for $7k. Instead I decided that a 30+ year old German as my only car was probably not the best way to spend money.
I rather covet that E28 M535i, a most uncommon sight now.
The Ghibli I have seen up close before. Well, I think I have: surely the number of perfect red Ghiblis in Melbourne is not limitless? A beautiful, very confidently-sketched car, a very masculine aesthetic that would always be called “handsome” and not “pretty”.
The Jag Mk 10 with division – is it a longer wheelbase, given the interior shot of that fat lower B-pillar? I don’t recall ever noticing such a thing inside Mk 10, and if you’re a car loopy, you DO always look inside such a car if possible!
You may well have seen this very one, I’ve seen it again since. It has been too long though since I’ve seen a sixties V8 Maserati in motion, or should I say heard!
I don’t think I’ve seen a partitioned Mark 10 before, but they were built by the factory on the standard wheelbase. Humber did the same thing with the Imperial. Of course it was all to do with being more suited for city use and not at all connected with costing a lot more to add a few inches to the wheelbase…