The Ferrari Daytona was a beast dressed in plenty of beauty, says Jules Christian
In the early 1960s the scene was set to change the design concept of supercars forever. Pioneered by Colin Chapman and Team Lotus in Formula 1, the introduction of mid-engined technology and the subsequent vast improvement in roadholding has now become the standard of today.
Some supercar companies immediately went in this direction – including Lamborghini with the devastating Miura in 1966. In those days, their great competitor Ferrari, were sceptical of change, and were only prepared to venture into the smaller mid-engined market under the guise of the non-Ferrari badged Dino 246. In the mainstream they doggedly stuck to their proven big front engine, rear wheel-drive philosophy, and lined-up against the competition in 1968 with their 365GTB/4 – the Daytona.
As a matter of principle, Ferrari had to take the fastest production car badge from Lamborghini’s Miura and, with their larger 4390cc, six Weber carburettors, V12 punching out nearly 350bhp, made the 365GTB/4 top out 5km/h faster at 281. The 0-100km/h time was a healthy 5.4 seconds. Unable to realistically compete with the roadholding of the new mid-engine layout, they cleverly compensated a good deal with wishbones and coil spring independent suspension, and by moving the gearbox to be transaxle at the rear of the car for better weight distribution.
The Ferraris of that era were not designed to be a town car, and driving one around London was, well, horrible. The interior was luxurious enough, but to drive, the steering and clutch were heavy, the gearbox gate hampering, and the engine sounded and felt uncomfortable. Not at all what I expected. But, on the open road, the Daytona was a different animal – a true Ferrari, with endless power and beautiful balance, with just enough twitch to remind you that you were driving a front engine, rear-wheel-drive car. And the sound – gone was the grumpy traffic asthma to be replaced by the wonderful Ferrari howl.
When it came to looks, if the Miura was outrageous, the Pininfarina, Leonardo Fioravanti designed Daytona was quite simply beautiful. Built by coachbuilder Scaglietti, a total of 1,400 were produced until the end of its production run in 1973. The majority of these were Coupés (only 155 were built right-hand-drive) and just 122 were Spyder convertibles.
Starting prices for genuine Daytona’s now begin at €500,000 with the rarity of the Spyder commanding a lot more. This additional value has seen a good many Coupés having been converted to Spyders. One example of this is the one seen driven in a TV legal drama episode of Suits by character Harvey Specter (Gabriel Macht). Undoubtedly, however, the most famous one was used by Sonny Crockett (Don Johnson) in the early series of Miami Vice, (before the white Testarossa) which was, in fact, one of the may replicas that have also come on to the market.
Owning a real one – now that would be a nice vice.
Silverstone-based Lunaz promises it will make the most beautiful and celebrated cars in history ready for the future
A new electric vehicle firm has set up shop in Silverstone, where it will build all-electric conversions of some of history’s most iconic classic cars.
Headed up by former Renault Formula 1 boss Jon Hilton, Lunaz says it “will make the most beautiful and celebrated cars in history ready for the future” by fitting a completely unique electric powertrain that’s designed and built in-house.
The firm says its staff have experience with Aston Martin, Ferrari, Ford, Formula 1, Jaguar, Volkswagen, McLaren and Rolls-Royce. It is currently preparing a 1961 Rolls-Royce Phantom V, 1953 Jaguar XK120 and 1956 Rolls-Royce Cloud for production.
Lunaz says each model will receive a unique powertrain set-up based on what’s appropriate for the vehicle. For example, the Jaguar will use an 80kWh battery pack that feeds a twin-motor propulsion system making 375bhp and 700Nm of torque.
Each vehicle has been re-engineered from the ground up using accurate 3D scans and traditional coachbuilding skills are then used to build it. The interiors will retain the look of the originals, but with modern amenities such as WiFi, satellite navigation and infotainment screens.
David Lorenz, founder of Lunaz, said the idea for the company came to him while waiting for a recovery truck at the side of the road. He said: “I wanted a car like a 1953 Jaguar to be my daily driver, Lunaz takes a history we all love and gives it a bright future.
“We are innovating to create cars that are usable, dynamic, and stand as the ultimate drivers’ classics. “For Luna, my daughter, not to have access to a car like the Mercedes-Benz 190SL when she is of driving age would be a tragedy. Without building Lunaz, this is the reality she faces.”
A drive around the British capital while on holiday had a life-changing effect on Dominic Cassar, says Joseph Busuttil from the Old Motors Club
English capital, taking in many of the main highlights and sightseeing attractions. It was 1964, a period when London was earning its cool and swinging description, and the drive was a special treat for the young man’s 18th birthday. This memorable event was to have a life-changing effect on the impressed youngster.
“Behind the wheel was Derek, an Englishman who with his wife Mary, used to visit Malta regularly in the 1960s, staying at their apartment in St Paul’s Bay, not far from where my family lived,” Dominic Cassar started out.
“We had become close friends, and when I went to England for a long holiday, they had insisted on taking me around London on my birthday as a treat. Derek was driving his impressive new car – a 1964 Humber Sceptre. As much as I was taken in by the attractions of the capital, I have to admit that the gleaming vehicle also left an indelible mark in my mind.”
Many moons later when Derek retired, he decided to come to Malta and settle down here with his wife. The British racing green coloured Humber Sceptre also made the journey to the island. Cassar kept up his close friendship with the couple over the years.
“One day Derek, who was now getting to a venerable age, told me that the steering of the Humber was becoming too heavy for him to handle, and that he was thinking of driving something more manageable. I offered to buy the vehicle, and later, arranged for Derek to get a smaller, more modern car in the process. I bought the Humber – a dream I had cherished since all that far away day when I welcomed my entry into official adulthood in that vehicle in London,” said Cassar.
He took the vehicle to a garage he had in Paola. His visits to that location were infrequent, but when he tried to start the engine, it would seize up. When he told Derek about the problem, he told him not to worry, and the Englishman would make regular trips to Paola to bring the Humber back to life, an operation that continued over a decade.
Eventually Derek passed away, and Cassar decided to take the now old motor to his garage in St Paul’s Bay. On trying to diagnose the ignition problem, he found out that the Englishman had replaced the original twin carburettor with a single one, one that came from an agricultural tractor.
“The Humber is a fuel guzzling creature, and Derek, being stingy, decided to economise. He knew what to do to start the engine, but in my hands it remained lifeless. I took it to a friend, George Micallef, who with his mechanical skills made the needed alterations and brought it back to perfect running order.”
The Humber was now being used regularly, and after some time, Cassar thought that the engine needed an overhaul. Another friend, John Micallef, took up the tasks that included an engine rebore, new gaskets, pistons, clutch, and brakes. Before re-installing the engine, he decided to go the whole hog and re-spray the vehicle – a project that his friend Noel Attard completed in the same original British racing green colour.
Produced in the UK by Humber from 1963 to 1975, the Spectre was a luxury car based on the Hillman Super Minx, but had enhancements that featured its unique roof, glass and bodywork. Sportier in character than the traditional Humber, its high level of equipment included disc front brakes, overdrive, screen washers, reversing lamp, rev counter, and a full range of instruments.
Cassar became a member of the Old Motors Club before he finished rehabilitating the Humber.
“Initially I was not a very active participant in events but once the classic car was on the road again I enrolled for a trip to Sicily, something that I had always wanted to do.”
He then bought a Hillman Hunter station wagon from Gozo. It did not have its original engine, and when Cassar found one, he replaced it. After driving the Hunter for four months, his friend Noel told him about a lawyer who had a collection of Hillman Hunters. Cassar sold him the vehicle, and in another three-way deal, bought from the proceeds a black 1986 Mercedes 2000 diesel that he had been eyeing up for some time.
“The old motor was in excellent condition, so much so that I went to Sicily a short time afterwards on another OMC trip.”
Cassar used to frequently go to a Birkirkara paint agent to buy supplies, and one day, he noticed that the owner had in his garage a rare Hillman Minx cabriolet. The vehicle was not for sale then, but two years later, Cassar got to know that its owner was prepared to part with it. Fearing disappointment, he did not want to deal with the owner himself, so he sent Noel to get him the details. Fortunately, the asking price was within his price range, and the old motor was soon on its way to St Paul’s Bay.
“The British military green 1938 Hillman Minx was roadworthy, and I drove ot for some time. Only the rexin roof, which had been painted from the inside, needed replacement. On accomplishing this task, I started to notice that other aspects needed doing, and eventually I ended up with a full nut-and-bolt restoration project on my hands.”
Working in tandem with Noel, Cassarsays the task was not small. The arch wheel had five panels with tar in between that needed removal before sandblasting. To replace the rusted areas, more than two metal sheet eight by four feet were required. The vehicle was based heavily on ash wood – the door pillars, the rear circumference, the support platform between the chassis and the body – that had to be put in anew. The engine underwent a complete overhaul, while all chrome parts were sent for treatment in Sicily and the UK.
The Hillman Minx was a midsized family car produced by Hillman between 1931 and 1970, with various models coming out over this lengthy period. The 1938 Minx was the final pre-war model. Cassar said that his vehicle was brought back to life in showroom condition, and that it is the only model of its kind on the road in Malta – there is another standing idle in a Mosta garage.
He also said that although he has no formal technical and mechanical training, he has always been dabbling in engines from an early age, and has always been keen to learn more and dirty his hands when work on his classic cars is required.
The two friends worked flat out to get the Hillman Minx back on the road by the middle of last August, and for a very good reason. The official launch of the classic car had been earmarked for the wedding that month of Cassar’s daughter Christina – who adores old cars – and they worked against the clock to get it ready for that memorable occasion. Alas, his other daughter Angela is lukewarm about old motors, but his wife Therese is head over heels in love with her husband’s classics and regularly accompanies him to events, including the Sicily adventures.
Finally Cassar said there is a lot of positive enthusiasm in the local old motors scene.
“Many good classics are coming to Malta from abroad, and being rehabilitated for the better here. However, I think that we must also be more careful, as I am of the opinion that sometimes, we are running too fast. Not every car that is over thirty years old is fit to be called a classic. Unless we really look after and maintain our old cars in a very good condition, we as owners stand to lose benefits that we have acquired with difficulty in recent years.”
Sunday drives with his father in a Volvo 1960 Amazon 122 S nurtured in Grezzju Camilleri a love of vintage cars, says Joseph Busuttil from the Old Motors Club
It was the start of the 1960s, and change was in the air. The old order was yielding, giving rise to the new. Andrew Camilleri, a butcher from Zabbar, was on the lookout for buying a new car, and definitely wanted away from the usual British, Italian and French models that were seen routinely on the local streets. He yearned for something different, and finally his eyes fell on a Scandinavian icon, a Volvo.
Consequently he went to the agent in Guardamangia, and paid a deposit for a Volvo 122 S Amazon model in an unusual olive green colour. Delighted with his decision, he shared the good news with his circle of car loving friends. However, they poured so much cold water on what they termed a strange selection, that after a while, he started getting second thoughts about it.
Consequently, he went back to the agent and told him to cancel the order, offering also to forfeit the deposit in the process. But the agent was adamant that, come what may, Camilleri was to honour the contract and take the car out of the showroom. Volvo cars were very rare – and in a way still are – in Malta, and the agent thought that having such a model on the local roads would act as a running advert for the Scandinavian standard bearer, and subsequently sales would flourish.
Camilleri had no option but to buy the Volvo. However, over time, he started to develop a fondness for this vehicle that stood out among the more popular marques seen on the streets. He took great care of it, maintaining it in an impeccable condition. He drove it only on Sundays, taking his wife and five children for outings all over Malta.
One of his children, Grezzju, who followed his father’s footsteps in the meat business, takes up the story.
“The Sunday drives were our highlight of the week – we all looked forward to that day, and would be very disappointed when it rained, for our father would vehemently refuse to take the car out in that kind of weather, even if it was just a drizzle. He never dreamt of using it for work – for that, he had a very old Ford van.”
The Volvo Amazon was a middle-sized car manufactured and marketed by the Scandinavian company from 1956 to 1970. It was offered as two- or four-door sedan, as well as a five-door wagon. From 1959 Volvo became the first car company to provide front seat belts as standard equipment on all its models. When it came out, the model was named Amason, with the letter ‘s’, after the fierce female fighters found in Greek mythology. However, it ran into copyright problems with a German motorcycle company that had already registered that name. The impasse was resolved when Volvo changed the ‘s’ into a ‘z’, and later also introduced a three-digit code to the model, that became known as the 120 series.
Unfortunately, the father passed away aged 64, and the Volvo was then garaged for two decades. The model eventually passed into Grezzju’s hands.
“Following this lengthy idle period, there was much work to do in order to bring it back on the road. I had to dismantle the body and the engine, the latter having to be completely replaced. On the other hand, the body, including the chrome areas, had stood well the test of time, and needed little seeing to – which came as no surprise as the Volvo bodywork was made up of phosphate treated steel to improve paint adhesion, coupled with thick layers of undercoating and anti corrosive treatment. The cream upholstery also remained as new.”
“The Sunday drives were our highlight of the week – we all looked forward to that day, and would be very disappointed when it rained”
He says that along the two-year rehabilitation project, he himself was involved in quite a lot of work on his four-door, 1960 Amazon 122 S model, that was introduced two years earlier equipped with a new Volvo B16 engine. He adds that owing to the rarity of this model locally, he is frequently asked by foreign film companies shooting in Malta to feature the vehicle in their productions.
Presently, he is involved in another restoration task, aiming at bringing back to life a greyish green, 1958 Ford Thames van that he harnessed for many years in his work.
“I bought it second-hand from a Zejtun showroom. It had covered a lot of mileage as its previous owner worked in cigarette distribution around the island. However, the Thames gave me sterling service for 16 years. When it started getting tired, I garaged it for many years. Consequently, now there is a lot to be done. The project started two months ago. Among other things, rust has got to be tackled, and an original side valve engine and gearbox are also being sourced.”
This commercial vehicle was introduced by Ford in 1957 in direct competition with similar products coming out from Morris, Bedford and Austin.
In his garage, there is a third classic car, a white,1984 Datsun Junior.
“I bought it brand new, following the fact that many of my friends had purchased such a model, and I was influenced by them. I drove it intermittently, so it is still in a very good shape.”
The Junior was a series of medium-sized pick-up trucks which came off the Datsun line between 1956 until 1982.
His enthusiasm for old motors has infected his wife Diane, who accompanies him regularly on drives. Alas, their two children Kenneth and Caroline have so far been immune to this family classic car fever. Camilleri has been a member of the Malta Old Motors Club for more than a decade, and is a familiar face in many events and activities. Top of the list is the annual OMC trip to Sicily.
“It gives me great pleasure to drive along the wide, good quality highways over there, and I consider it the highlight of my year. However, truth be told, I once had a major hiccup when the Volvo had a mechanical breakdown. I had to garage it where it stopped, and took a lift with other participants for the rest of the trip. I returned for it on the way back, brought it over to Malta, and had the problem solved by a mechanic.”
He says that the local surging interest in classic cars is a very positive sign indeed. However, he laments the significant lengthy waiting time one has to undergo until a restoration project is completed by the skilled craftsmen, as well as the cost that it now involves. Finally, while saying that he always looks forward to receiving the OMC monthly magazine, he opines that it would be a step in the right direction if the publication would go bilingual and feature half of the content in the Maltese language.
A Maserati Merak SS gave Jules Christian plenty to smile about
One Saturday afternoon in the very early 1980s, while looking after the car showroom I worked at in North London, I was presented with a guy who wanted to sell his car, a model I knew very little about at the time – a Maserati Merak SS.
Usually, if the company was interested, one of the two buyers would step in and decide if it was worthwhile, but both were away and, pre-universal mobile phone days, were not easy to get hold of.
Although seemingly regarded as unimportant in Malta, a service history of a car was regarded by the company as essential. The mileage was really too low for the year and all that the guy had was a private purchase invoice from six months previously, the log book and current MOT (VRT), and that was it. So not one for the company – and it was down to me if I wanted it.
When I say I knew nothing about a Merak, I knew the specs; a 2+2, two-door coupe in the lower supercar league, on a par with a Ferrari 308GT4 or Lamborghini Urraco. It had a 220bhp, Webber carburetted, mid-engined three-litre V6 that was longitudinally mounted (unusual), driving the rear wheels, giving it a healthy 0 to 100km/h time of around six seconds and a top speed of just under 240km/h. The SS version was a considerable improvement on the original underpowered Merak.
At the time Maserati had been bought by Citroen, who had tried hard to improve on the Italian company’s notorious previous track record of unreliability. They did this by introducing into the model many of their established features, such as their hydropneumatic brake and clutch systems, five-speed gearbox and some of their interior trim features.
In terms of looks, the design by Giorgetto Giugiaro was a kind of scaled-down version of the fabulous left-hand drive Maserati Bora. With its flying buttresses from roof to rear and light alloy Campagnolo wheels, it was easily comparable with the exotic lines of any of the competition.
Concerning the car in question, I established the owner was leaving the UK the following day and had to sell it quickly. Also, the engine was smoking a bit… more alarm bells. And yet it was cheap – very cheap. Apart from the smoke, it drove well enough – a bit sloppy at the back end, but otherwise good. But a smoking Maserati engine – that could be outrageously expensive to fix.
Then I remembered a couple of brothers in South London known as the Mazzer Boys, and even on a Saturday afternoon found them on the phone. I gave them a full description, and they said they 75 per cent certain the smoking was because it needed a proper tune and service, but could give me no guarantees. Still, I bought it and spent the weekend convinced I’d made a bad mistake. I dropped off the Merak to the mechanics on Monday and spent another three fretful days awaiting the findings.
On Wednesday afternoon the phone rang. “Come and collect your new car!” It was unbelievable – the car had been completely transformed. Shock absorbers and brakes adjusted, full tune and service, no smoke – it just wasn’t the same car. After a full valet, one of the company buyers even said “That’s come together well” and added “Why not contact the London Maserati dealers and see if you can get any history on her”. Taking the advice, I duly enquired and was told that any paperwork they found, I would have to pay for. Fair enough… in for a penny.
Christmas arrived early in August that year. Not only did they know the car, but it was their demonstrator model and had a full service history up until eight months previously and the low mileage was correct. For a very modest fee, not only did I get copies of all the bills but a fully stamped up service book and owner’s manual in a genuine Gucci leather folder.
However, now that the Merak had a full service history, I felt obliged to offer it to the company I worked for, but they were fair very about it and said to carry on.
I had eight months of pure enjoyment in the Merak SS and then sold it, with enough profit to enjoy a three-week holiday in the US for my troubles. It’s nice when you get it right, for a change.
For Joe Gerada, it all started with an MGB, says Joseph Busuttil from the Old Motors Club
In classical Greek mythology, Cupid is the god of attraction and affection. His source of power is a bow and arrow whose sharp golden point, when making contact, fills one with a spontaneous and uncontrollable love and desire.
It seems that one fine spring day, more than 25 years ago, Cupid was on the prowl and made a direct hit, as Joe Gerada and his wife Corinne were driving casually through Birkirkara, and all of a sudden Gerada saw an MGB displayed in a showroom there. Immediately attracted, he stopped his car and they went in to have a closer look.
“Looking back, it was funny because till then, I was not really enthusiastic about old motors, and was not actually looking for one,” he says. “I have always been interested in the mechanical and technical side of things, including vehicles, but classic cars were never a priority. Moreover, there has never been any family history of old cars to influence or role model on. But like a bolt from the blue, I was mesmerised by the British racing green coloured MGB.”
In the showroom, it turned out that the owner was an acquaintance of his wife, and a deal was soon on board.
“The 1969 model was in a good condition, but the body had some rust patches. I decided on a nut-and-bolt restoration, and so I dismantled it, then took it to a panel beater and a sprayer. It was a lengthy process – more than three years – to get the work done and for them to put it together again. My first experience in my old motors life taught me an important principle: that ideally, the same person who dismantles a classic car, puts it together again himself, provided one has the time and skills,” remarks a now wiser Gerada.
The MGB was manufactured and marketed by the British Motor Corporation (BMC) as a four-cylinder, soft-top roadster between 1962 and 1980. The car had an innovative and modern design, utilising a monocoque structure instead of the traditional body-on-frame used on previous MG vehicles. The lightweight design also lessened manufacturing costs, while enhancing overall vehicle strength.
The restoration gave the MGB a new lease of life, and Gerada started driving it frequently. He adds that the advantage of an MGB is that is can be harnessed on a daily basis. It is not a conspicuous vehicle, and can be used for normal everyday tasks. A decade ago the classic car was given a light facelift.
Enjoying the new pastime to the full, and becoming enamoured of the MG marque, Gerada then turned his attention to acquiring the predecessor of the MGB – an MGA.
“I was looking for a wreck in need of restoration, and finally I found an MG dealer in Darlington in the north of England, who had a variety of these types. He had what I wanted: a vehicle crying out for rehabilitation, but with a sound body and the original engine and gearbox. Its history was fascinating – it had been exported to Kenya and found its way back to Britain. Its production date was 1957 – my year of birth – so chemistry was instant, and soon it was on its way to Malta.”
Work on restoring the blue MGA started immediately, and Gerada took it to a panel beater. Alas, the task was taking too long and was not up to Gerada’s standard, and so after five years, he changed the panel beater. The engine and the chassis were seen to by another skilled mechanic. The whole project took nearly eight years to complete, but eventually the MGA, now sporting an old English white colour, was back on the road.
The MGA was produced from 1955 to 1962, and had represented a complete break from the marque’s earlier designs. It was a body-on-frame structure, harnessing the straight-four B series engine from the MG Magnette saloon driving the rear wheels through a four speed gearbox. The MGA raced extensively in competitions with considerable success, especially in the US.
With two MG sports cars in the stable, Gerada started to appreciate more how advanced for their era these vehicles were.
“Moreover, they were simple productions, comfortable, with appropriate size, and accessible in terms of money. I also observed the thoroughness and sophistication of the MG pre-war designs,” he adds.
The MG took a stronger hold and he was soon searching for a predecessor of the MGA – a model from the MG T series. This was a range of body-on-frame two-seater sports car, with very little weather protection, produced from 1935 to 1955. The series featured the MG TA, TB, TC, TD and the MG TF Midget.
Knocking on the doors of an MG dealer in north London who specialises in models that came on board prior to 1939, he found an MG TC that although coming out in 1947, had a pre-war design. Production was halted because of the war but soon after the war ended production started again with the available designs and components.
“The vehicle had a lot of wood, including the floorboards and coach section, and a total nut-and-bolt restoration project was called for. While repairs were required, I made it a cardinal point that preservation was to be given priority over restoration. The same black colour was kept, while the red seats and chrome retained their original patina.”
Gerada explains that his love affair with pre-war vintage cars is further stemmed from their character and unique, individual looks. Becoming involved in the Malta Grand Prix administration, he thought of acquiring a vehicle that could participate in the pre-war section of this event. His sights fell upon a black, 1935 MG PA with supercharger, acquired from another UK MG expert dealer.
“The vehicle – a sweet, small car and the first one to be referred to as the MG Midget – was in excellent condition, and needed no attention. I took part in one Grand Prix edition, but felt I was mistreating and punishing the MG PA, as the circuit is more sprint than endurance.”
The MG P type was produced between 1934 and 1936. The roofless, windowless vehicle harnessed an updated version of the overhead camshaft, cross-flow engine, driving the rear wheels through a four-speed synchromesh gearbox. Only 2,000 MG PAs were manufactured. While the PA sported an 847cc engine, the other model in the series, the MG PB, had a slightly larger 939cc one.
Trying to combine his passion for rallying and his favourite 1930s cars, Gerada came upon a 1935 Alvis Special 12/70, a two-seater racing car. The Alvis Car and Engineering Company was a British manufacturing company operating in Coventry from 1919 to 1967. Besides cars, it also produced military vehicles and equipment.
“The Alvis was located in Germany, and had a previous history of rally racing in that country. The former owner had also participated with it in the 2010 edition of the Mille Miglia.”
The vehicle was in a very good condition, although he admits that initially he found the gears hard to engage, and put it down to the lack of a synchromesh gearbox. He spent years using the double clutch, until he realised that the synchromesh rings had worn out over time.
He replaced three out of four gears and the car’s performance greatly improved . He became a member of the Alvis Owners Club, and procured two gears from them, the other one being produced locally.
“Technically the Alvis was very advanced for its era,” Gerada explains. “As with many other upmarket engineering companies of the time, Alvis did not produce their own coachwork. Instead they relied on the many available coachbuilders in the area. Many Alvis cars were customised for racing, according to the owners’ requirements.”
With his racing Alvis, Gerada has taken part in the last six editions of the Grand Prix, as well as in various Old Motors Club rallies. His most exciting event so far has been participating in the Alpine Trial in France, a three-day regularity rally.
“It features long distances, going through narrow roads and mountain routes including Mount Blanc and Lake Geneva, with sharp edges and hairpin bends. Going downhill is always a hair-raising experience. It was quite tough and a challenge for this old car, considering it has no roof or windows, and its brakes are cable and rod. However, the Alvis behaved very well and we made it.”
He opines that old motors are attracting more newcomers to this pastime in Malta. He also praises the varied skills of local sprayers, panel beaters, mechanics, engineers and upholsterers whose standards most times surpass those found abroad. Gerada would like to see more events like classic hill climbs and rallies, as the local scene needs more competition.
“A racing track is highly desirable, as the Grand Prix circuit is only around two kilometres long. One has to go abroad to achieve the aim for which these fast cars were built. Sicily, with its roads, hills and mountains, is our nearest option, but this is not always possible as time and money are needed. The demand and the enthusiasm is there, and if crowd pulling events are organised, a racing track is doable, possibly a public-private partnership,” he says.
One final question: five thoroughbred old vehicles – which is his favourite?
“I feel like a father with a family of five children. Despite their differences, the father bestows on them equal love and affection.”
The lightweight Lotus Elan had a heavy influence on sports cars, says JulesChristian
Having been involved in motoring journalism for more years than I’d care to remember, you get to drive all sorts of vehicles, from the completely exotic to the absolutely mundane.
Inevitably some stand out more than others and one of those for me was not in the supercar group of an AC Cobra, Lamborghini Miura, Porsche 959 or Ferrari 512BB, but a little 1960s sports car called the Lotus Elan.
The original Elan was designed by Colin Chapman, the owner of Lotus Cars and a successful racing car builder, whose revolutionary thinking in automotive design included introducing aerodynamics and the mid-engine layout, which won him seven Formula 1 constructor titles between 1962 and 1978.
With an aeronautical engineering background, he is accredited with applying to both motor-racing and production car design, his famous basic philosophy: “Adding power makes you faster on the straights. Subtracting weight makes you faster everywhere.”
It was this approach that was applied to the first Lotus Elan roadster, which in 1962, with its steel chassis and plastic fibreglass body was an incredible 250kg lighter than, for example, an MGB or Sunbeam Alpine in the day. It was also far more technically advanced, initially with a 1,558cc engine and then almost immediately with a 1,600, upgraded with the famous Lotus twin cam head. It had disc brakes all round, rack and pinion steering and four-wheel independent suspension with additional supporting rear struts, which he invented and are used on most cars today.
A pioneer of monocoque construction – a bodyshell with sub-frames added on – Chapman designed the bodyshell of the Elan to be an integral part of the stress structure of the car, so that although it had a chassis, the strength of the car was spread throughout the vehicle. The result was a true driver’s sports car that had exceptional handling, roadholding, steering, acceleration, braking and comfort.
In such a small light car, the performance by 1967 and the SE Sprint model was outrageous. With over 125bhp and 0-60mph (0-96km/h) in around 6.5 seconds, it could easily outflank, up to about 90mph (144km/h), most supercars of the day. On open country roads it was a dream with incredibly positive steering, balance and excellent gear ratios. You just could not believe the speed at which you could take corners on a road you knew well. The Elan basically seemed to defy logic and gave you an adrenalin buzz every time you drove it.
During its 11-year production run, the Lotus Elan was subtly upgraded with a better interior and increased performance, with little done to its rust free body shell. As well as the roadster with optional removable hardtop, there were Coupe versions and SE (Special Equipment) editions. There was also the stylish and more luxurious, but not so popular, +2 model.
The legacy of the original Lotus Elan lives on, with many of its highly respected engineering innovations reflected in the cars of today. The rebirth of the small sports roadster in the 1990s, for example, with the introduction of the Honda MX5, owed much of its inspiration to this little Lotus British Classic. Respect indeed, when the designer of the McLaren F1 supercar, Gordon Murray, said that his only disappointment with the F1 was that he could not give it the perfect steering of the Lotus Elan.
The Dodge Viper’s massive engine and Spartan approach fuelled plenty of fun, says Jules Christian
Most sports cars of recent years have been very civilised. By the time that emission control, ABS brakes, automatic gearboxes and traction control have been put into the equation, you have a sophisticated, efficient and reliable piece of practical machinery to drive around in. There is just one thing missing – fun.
An open top car, the adrenalin buzz of raw power when you hit the throttle, the guttural roar of the exhaust note, the sensation of being shoved back in your seat, seemed a thing of the past.
Admittedly, that’s not everyone’s cup of tea, but it’s been a long time since legendary muscle cars in the likes of the AC Cobra have been available, let alone affordable. Well, not quite. In 1989, American giant Chrysler unveiled a concept car that was designed to be just that. Three years later, enter the Dodge Viper RT/10.
Now we’re talking US here, so let’s think big. One of the criteria was to use as many Chrysler parts as possible – so what about an eight-litre iron truck engine? No, let’s ask those nice guys in that subsidiary we own (at the time), Lamborghini, to help out. So an aluminium eight-litre V10 – 400bhp at 4,600rpm – will do nicely, and, it’ll fit under that ridiculously long bonnet at the front.
Sophisticated suspension? No, lets shove big fat tyres on it – that’ll do. And keep the cost down. Fibreglass body, no exterior door handles, no air conditioning, a canvas roof, vinyl side window flaps – there you go. Not that it was entirely benign – it had alloy wheels, excellent seats, a sports steering wheel, proper carpeting and a good sound system.
The car was cumbersome, with really heavy controls, the gearbox change was clunky, the brakes heavy and the engine not as smooth as you would expect from a V10. Despite its massive power, however, it was not uncontrollable, with the enormous tyres giving you an unexpected amount of front-end cornering traction before the inevitable rear tail-out with too much exuberance on the throttle.
In a straight line it was outrageous, going from zero to 97km/h in just 4.2 seconds, and up to 171km/h in just 9.2 seconds, claiming a top speed of 266km/h. That speed in that car was not for the inexperienced or faint-hearted.
The Viper, despite its bite, clearly needed development and, over its production run, became a very different beast from the original. With the second of five generation changes, the GTS Coupe was introduced which then had 90 per cent of the car’s parts replaced or upgraded. By the end of production the GTS equivalent, the SRT had all the interior comforts and mechanical features you would expect of a sports car today with an 8.4-litre engine pushing out an outrageous 645bhp! As to the price, well, a 1960s AC Cobra could cost you around €500,000 while a 1990s Viper SR/10, in the region of €40,000. That aside, for me, it was always the look of the thing, and the torque, that made it extraordinary – an exercise to create a stubborn yet exuberant piece of driving fun.
With single-mindedness and sheer tenacity, David Arrigo has managed to create, cultivate and lead the classic car cult in Malta, says Joseph Busuttil from the Old Motors Club.
In Maltese old motoring circles, David Arrigo is regarded as the doyen at the court of the classic car. With single-mindedness and sheer tenacity, this larger-than-life figure has managed to create, cultivate and lead the classic car cult in Malta. Over the last six decades, the initial trickle of adherents has risen to a flood of firm and faithful believers, witnessed by the escalating and healthy number of local car collectors in Malta today.
His passion for cars started in childhood.
“My maternal grandmother raced a Mille Miglia Speciale Alfa Romeo in Italy in the early 1930s and my father loved cars, initiating me to cars in 1945 with his 1937 MG Magnet. My mother drove a Topolino and was the only woman driver in the street where we lived.
“Being the first chartered accountant in Malta, my father had most of the main car concessionaires as clients. Eager to see newly imported cars I accompanied him to his clients’ garages where I also drooled over stocks of old cars taken in part-exchange.”
Also etched in his mind were the vehicles that plied the Sliema front, belonging to the Sliema elite. Compounding the interest, his father would regularly buy him the latest Dinky car models, as well as Airfix model kits to assemble. The car collecting die was cast.
Sent to boarding school in England aged 10, he later followed his father into accountancy in London. Buying a 1932 Lagonda from his tutor in Wales while studying for his intermediate exams, he sadly had to sell it to finance another course for his final exams. He describes car collecting as an incurable and developing hobby, a lot of which is nostalgia.
“Car collecting in Malta in the late 1960s and early 70s was a novelty. After the war people wanted brand new cars so old vehicles were relatively cheap. I was lucky enough to track down and buy many of the actual cars I remembered from my youth, rare and exciting sports cars from the 1950s, like a Morgan, Bristol 400, Jaguar XK 120, Porsche 356, Austin Healey 100/4, a Fiat Topolino Model A and others. Aged six, I never forgot the red Allard displayed in the foyer of a Gzira cinema. I rescued it in 1972, restored it and drove it halfway across the world – twice. These cars replaced my Dinky toys my mother had given away while I was at boarding school.”
In a wider perspective, he prevented these vehicles from leaving the island, as British and American servicemen were pinching them by the dozen. He developed a very keen interest in what he describes as ‘Malta cars’, vehicles brought to the island when new, having spent most of their time here.
Once in 1968, while in Gozo he heard about an old car in a derelict windmill nearby. It was a 1904 Siddeley, the first vehicle to come to Gozo, put away and forgotten since 1907.
Unsuccessful in its acquisition through being pipped to the post by an English collector, he managed to repatriate this treasure 46 years later.
He is also the proud owner of the second car to be registered locally, a 1904 Cadillac, also forgotten about in an Mdina palazzo for half a century. The aristocratic owners of the so-called Inguanez Cadillac had never been willing to sell. However, the determination of youth managed to buy it in 1968.
“I was just 25 at the time and very young to own such a car.”
Barn finds are every collector’s dream. Arrigo is lucky to have had several. Although once inexperienced in restoration, maintenance and upkeep of a veteran vehicle he learnt quickly, restoring the Cadillac and not only getting it to run after 60 years, but successfully drove the car in the 1972 London to Brighton Veteran Car Run to the finish in time and on its maiden voyage.
His need for speed is reflected in three, historic open-wheel Formula Monza 875 Monoposto racing cars, now raced in the local Mdina Grand Prix. A realistic dreamer, he says he needs another lifetime to bring all his unrestored cars back to life.
Historic motorcycles are also part of his passion. His collection includes some unique and historically important veteran machines including a 1914 Metro claimed to be the world’s sole surviving specimen. There was a phase when he collected military vehicles, many of which are now in museums in the UK – space for such huge vehicles being limited in Malta. A classic boat – a 1951 aluminium Albatross speedboat is also berthed among the old motors.
Another aspect to this colourful character is car building. He has constructed a number of retro Barchettas, based on the iconic Fiat 500, as an open sports version. He is often seen driving them – believing that open top motoring keeps one young.
Having lived in England, Zimbabwe and South Africa and rallied three times half-way across the world, Cairo-Cape Town, Peking-Paris, London-Cape Town and in many European rallies, as well as driving his mother from Boston to San Francisco via Miami, Arrigo sees Malta in an international perspective, a haven for old cars. He advocates for more concours d’elegance events, hill climbs and historic car races, attracting overseas entries.
“Another wish is for a small race circuit for test driving and racing all sorts of cars, including old timers. Besides, such a circuit would attract young people to classic vehicles – something needing promotion.”
Practising what he preaches, he has participated numerous times in the annual London to Brighton Veteran Car Run. The Willys has been on two Great British Film Rallies in England and France, once even being flown to London. The Allard made Maltese motoring and journalist history when in 1997 Arrigo entered the Allard in the first Peking to Paris rally relaying, with pictures, the progress made across Asia via Inmarsat satellite telephone in a series of weekly articles published in The Sunday Times of Malta.
As a pair to the Allard found in Mosta, he also bought and rescued a similar model from England as a box of bits. A year later both were driven to Cape Town in 1998 on a rally, the latter car being the overall winner winning a gold medal. The journey was an unbelievable 50-day adventure.
“It is better investing in classic cars than building more and more blocks of flats, although they have no Malta history today, but in time they will. Admittedly, it is now harder, if not impossible to find historic vehicles locally, and aspiring collectors have to look for them abroad. This is very important for the national heritage, not having preserved as many cars as we should have. Seeing beautiful old cars on the road promotes success and stability of the country.”
An avid writer, he has written, among other publications, Majestic Cars and the Palace Square, a definitive catalogue of Maltese vehicles throughout the ages, seen through period photographs. Celebrating the Inguanez Cadillac’s centenary in 2004, Arrigo published a book featuring its chequered story. Presently he is compiling a book on the Malta buses along with researcher and bus aficionado Richard Stedall.
A firm believer in the adage that a crisis also brings an opportunity with it, he is positively harnessing the current COVID-19 constrictions. Technically gifted, he has built five engines during the lockdown period, is restoring a pair of Fiat Jollys, building an Abarth Barchetta as well as concentrating on finishing his major literary work, the definitive book on Maltese family businesses. He is very keen to lead and encourage the next generation in the passionate art of preservation and restoration.
“I would like to teach young apprentices, not only to relay technical skills, but also to imbibe them with the heartfelt care and custodianship that an old vehicle rightly deserves. This however, should come with some form of help, either from the EU or some other authority or foundation.”
He hopes to protect his collection through his own foundation that is in formation. It is said that creative creatures are denied cerebral rest and Arrigo, always sprouting new projects, is clearly a case in point.