October 2017

One for the future: Jensen 541R

[vc_row][vc_column][vc_column_text]The very last Jensen 541R that was built by Jensen Motors (#493), this incredible find is a potential restoration for the future. Currently residing in

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2016 Morgan

Source: The Morgan Motor Company “The Morgan Motor Company Ltd was established in 1909 by H.F.S. Morgan with the design of the Morgan three-wheeler. A four-wheeled

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Repairing the faulty horn

After closer inspection we discovered that both horns have been stuffed with cardboard, preventing them from working properly. We’ve now removed the card from within

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Coming Soon – 1949 Mk V1 Bentley Special

Here we have a one of twelve very special Bentley specials built by the legendary John Anderson

Starting its life as a matching number. Our 1949 Bentley MK V1 was rebuilt in 1984 by the specialist restorer John Anderson, of vintage Bentley Special fame and manufacturer of the million-selling “Sugar Mouse”

It has been re-trimmed in recent years and sports new tyres.

It performs faultlessly and IS a matching number car.

It spent most of its life in Australia until the owner died and it was sold to Anderson’s son. It was shipped back to Scotland where the previous owner acquired it.

John Austin Anderson was an engineer, a confectioner, a restaurateur and car constructor.

Born in Crieff, Perthshire on the 12th August 1930 and got married in 1954 to Pamela Cousins, John Anderson ran a catering and confectionery business in Perthshire.

Specialising in Scottish sweets and is famous for the “Sugar Mouse” he is better known as one of the pioneer builders of Bentley “specials” in Britain.

The world of vintage motoring holds a particular fascination for those many individuals who enjoy the performance of vehicles from a previous generation and the most prestigious make of any vintage car is the Bentley, which has always attracted a substantial following from its earliest days.

Not all Bentley enthusiasts could afford a vintage model and of course by opening up a market to those who saw the potential in some pre- and post- Second World War cars which had fallen into a state of disrepair. Thus grew up a movement in the revival of old cars that otherwise would have been consigned to a lesser fate.

Anderson became an expert in this new activity.

He was born and grew up in the Perthshire market town of Crieff, where he was to spend almost all his life.

He attended the Morrison’s Academy and joined the Officers Training Corps as bass drummer in the school pipe band.

He moved south in 1949 to take a degree in production and mechanical engineering at the Technical School of the De Havilland Aircraft Company in Hatfield.

His intention was to join the RAF and he had already had his pilot’s licence. In 1953 it was discovered during the RAF medical examination that he was a diabetic.

As a career as a pilot was now out of the question, Anderson, newly married, returned to Crieff in 1954 to take over the catering business Gordon & Durward, founded in 1925 and taken over by his father, George (known as “Coffee Joe”), in 1947.

John Anderson developed it in particular as a manufacturing confectioner. The market for his products ranged from exclusive outlets in big cities to the legion of small businesses servicing the Scottish tourist industry.

One traditional line, the Sugar Mouse, blossomed in particular: in one year in the early 1970s the production total topped a million.

Although catering and confectionery took virtually all Anderson’s time, it was not where his heart lay.

His ambition to be involved with things mechanical was unfulfilled.

In 1970 he began a small private collection of motorcycles, the oldest being a 1926 Sunbeam and the newest a 1953 Norton International.

He restored everything to exacting standards.

In 1974 he turned his attention to Bentley motor cars and it was the beginning of an all-consuming interest.

Anderson’s approach was driven on the unusual history of the company.

Bentleys were built in Derby until the outbreak of the Second World War, when the production lines were given over to Merlin for Spitfire, Hurricane, Mosquito, Lancaster and other aero-engines.

After the war, Bentley production was transferred to a Rolls-Royce satellite factory at Crewe.

The pre-war practice was of sending out the chassis for coachwork designed by selected specialists was abandoned in favour of sending them to a reduced number of specialist body-builders.

Because post-war steel was often of poor quality, the bodies tended to rot, although the chassis generally remained strong.

This was where Anderson stepped in, applying his aeronautical engineering skills he had learned at De Havilland’s.

He would strip a car down to its chassis, clean it up, shorten the wheelbase and reinforce it with a cruciform, moving the engine back to improve the weight-distribution and thus the handling of the car.

He replaced the Bentley rear axle with a Jaguar one which was better to absorb the torque and power.

He generally rejected the easy option of fibreglass coachwork in favour of the traditional ash frame clad in aluminium.

His cars looked good, and they performed beautifully.

Anderson and his small team of helpers built no fewer than 12, Mark VI Bentley specials and the standard post-war model was nicknamed “the Big Bore” because of its power.

All the cars took two years of work before emerging as a “sports special”.

Each one was different and he learnt as he worked.

All of Anderson’s cars were sold on completion so that he could finance the next project and to even higher standards.

His scrupulous honesty ruled out any short cuts and for all that he was said to be a man of deep personal modesty, his rigorous approach set standards that are still observed by amateur builders.

Being only one of twelve ever built these very special cars do not come up for sale very often and Bridge Classic Cars feels honoured that we can offer such a rare car to one of our deserving customer.

A sure fire investment for the future and will stand pride of place in any collection.

Coming soon – 1991 TVR 450 Seac

[vc_row][vc_column][vc_column_text]Arriving on Thursday is the newest addition to the Bridge Classic Cars family, a 1991 TVR 450 Seac.

Perhaps dreams do come true, I (Gordon) was fortunate to own a TVR 450SEAC when they were only about 3 years old and I often still see my car in various press releases, sporting its own SEAC registration mark. It is now heavily modified as lots are and not the car I had an immediate love affair with.

Like all of us car junkies, I have always regretted the sale, as it was one of the most heavily imprinted motoring experiences of my life.

It had to be sold as it probably needed something I couldn’t afford, or perhaps it was just time.

I nearly bought one last year, or should I say an expensive swap for one of my cars but it wasn’t to be.

Imagine my surprise when one of our technicians Tommy, clad in his Bridge Classic Car shirt,  went to buy a new bulb for his bike from our local bike shop Moons.

“You wouldn’t be interested in an old TVR would you?” Said the owner.

“I can take some details and ask back at base”, replied Tommy

“It’s a friend of mines car, a TVR 450SEAC and its local.”

Brimmed with excitement Craig and myself went to see it on Saturday morning and after a TVR 450SEAC drive the car was bought.

She has also been modified and sports a 460SEAC badge for the reasons below.

She has a cross-bolted custom built 4.6 engine.

The cost of the engine was £4000, but it has made it much more user friendly car in traffic. She still has awesome power, (300 bhp, which is about the same as the standard 450 engine, but with a much broader torque curve).

4.6 Lighten and Balanced.
Pocketed Pistons.
Extra Oil Ways.
Modified Big Value Heads.
Hybred 200 cam.
Large Plenum Top.
Large Trumpet Base.
Full Polished and Ported.
Rocker covers – stove enamelled in pearl red, with the polished TVR logo.
Polished Plenum Chamber.
Polished Airflow Meter.
Polished Stainless Induction Pipe.
Radical ignition set (the plug leads inserted through polished stainless tubes).
Bought from Radical Ignitions – this is the 1st set for a fuel injected V8.
Stainless braiding throughout.
Hand Polished X Spoke OZ Wheels.
Clad in Monza red with full black leather that was replaced at a cost of over £2000 which includes a superb set of lumbar adjusting Recaro seats.

All polishing was done by one of the previous owners or at M&G Metal-finishers at Sowerby Bridge.

She has a full Stainless Steel Exhaust with a one-off silencer designed by Act Products and  was manufactured by JP Exhausts in Macclesfield.

The cost of silencer alone was £215 and the exhaust has since been modified further with a side exit pipe.

Although this exhaust was supposed to be fairly straight forward. It apparently turned out to be anything but, as it exited where the fuel pumps and fuel pipes were mounted. A large heat shield had to be made and this has given it much better ground clearance, as the original SEAC exhaust runs under the rear diff.

Fitted with Griffith stainless roof struts, a push button start and a roll cage with race harnesses.

The roll cage looks stunning and has certainly tightened the handling , and of course with the obvious safety benefits.

The car has won a lot of concours competitions but the real pleasure is driving a car that looks and sounds like nothing else!

Now for the added bonus:

This is the last of the limited 450 SEAC’s to be made and we have the literature to proof this.

The last three were special order and of course this is one of them.

It has a very comprehensive service history and as you see from the pictures it is in superb condition.

She drives superbly and the sound is glorious. Like nothing you have heard.

It is the easiest car to drive and you will never be able to remove the smile when you are behind the wheel.

This is a true collectors piece and will only keep going up and up in value because of its rarity, its condition and its pedigree.[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_gallery type=”image_grid” images=”15744,15745,15746,15747,15748,15749,15750,15751,15752,15753,15754,15755,15756,15757,15758,15759,15760,15761,15762,15763,15764,15765,15766,15743″][/vc_column][/vc_row]

One for the future: Jensen 541R

[vc_row][vc_column][vc_column_text]The very last Jensen 541R that was built by Jensen Motors (#493), this incredible find is a potential restoration for the future. Currently residing in Germany we are in talks to have her in our workshops later in the year.[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_gallery type=”image_grid” images=”19684,19685,19686,19687,19688,19689,19690,19691,19692,19693,19694,19695,19696,19697,19698,19699,19700,19701,19702,19703,19704,19705,19706,19707,19708,19709,19710,19711,19681″][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]Source: Wikipedia

The Jensen 541R is a closed four-seater GT-class car built in the United Kingdom by Jensen between 1957 and 1960.

The original aluminium prototype appeared in 1953 as the 541 at the London Motor Show, although this changed to glassfibre for all production cars. Within a year, the new 541 had already earned rave reviews from magazines, notably Autocar, whose testers drove the grand tourer to a top speed of over 125 mph (201 km/h). It was the fastest four-seater the magazine had ever tested at the time.

The 541R employed a low-revving 3,993 cc (4.0 L; 243.7 cu in) straight-six engine from the Austin Sheerline. The suspension system came from the Austin A70 with independent suspension by coil springs at the front and a live axle with semi-elliptic springs at the rear. The 541R, introduced in 1957, differed from the 541 by using rack & pinion steering instead of a cam-and-roller system, and large disc brakes were used on all four wheels.

The car’s styling was by Jensen’s designer Eric Neale, and was not only considered attractive, but was aerodynamically efficient too; a Cd figure of only 0.39 was recorded, which became the lowest figure at Jensen. The body covered a chassis built by bracing 5-inch (12.7 cm) tubes with a mixture of steel pressings and cross-members to create a platform.

The 1957 model carried the DS7 version of the Austin Sheerline’s four-litre motor equipped with twin carburetors on its right side. The cylinder head was reworked for the lifted compression ratio of 7.6:1 and a “long dwell”. The engine had a raised output to 150 hp (112 kW) at 4100 rpm and 210 lb⋅ft (285 N⋅m). Only 53 cars were built with the engine.

In total Jensen built 193 541Rs before it was succeeded in 1961 by the Jensen 541S. This was similar to the 541R, but with a larger body and a GM-licensed Rolls-Royce hydramatic gearbox, and only 127 cars were built before the model was discontinued to be replaced by the CV8.

Performance

Jensen 541R
When the Jensen 541R was tested by Autocar magazine in January 1958 it achieved their highest maximum speed for a four-seater car at 127.5 mph (205.2 km/h). It was conducted in below-freezing conditions with a “stiff diagonal breeze”. 0–60 mph was recorded at 10.6 seconds with fuel consumption at 18 mpg‑imp (16 L/100 km; 15 mpg‑US) overall with the normal range given as 15 mpg‑imp (19 L/100 km; 12 mpg‑US)–24 mpg‑imp(12 L/100 km; 20 mpg‑US).[/vc_column_text][/vc_column][/vc_row]

1956 Austin Healey in for a general health check

[vc_row][vc_column][vc_column_text]In our workshops right now is our beautiful 1956 Austin Healey.

Although a MOT is not required by law we have been asked to give her a full health check in line with the latest MOT requirements.[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_gallery type=”image_grid” images=”15701,15702,15703,15704,15705,15706,15707,15708,15709,15710,15711,15712″][/vc_column][/vc_row]

Rover 12 Home To Laxfield

So it’s that time once again, our 1947 Rover 12 is back on the road, with all issues resolved…it’s time for her to go home to Laxfield to enjoy some day’s out with her owner.

It will be a sad one to say goodbye to as the comments have been lovely.

Here she is being loaded up in the Bridge Classic Cars trailer ready for the trip up the A12.

Jensen 541S Front Grilles – packed up and ready to go to Australia.

As one of the only manufacturers, or perhaps the only manufacturer of the classic Jensen 541S front grilles we often get approached by the 541S owners who are looking to freshen up or even restore theirs.

With only 127 Jensen 541S’ produced it is great that we still know of lots in existence and we now know that there will soon be one back on the road over in South Australia. Peter Jackson is currently in the process of restoring his own and we have a brand new set of front grilles currently en-route to Australia for him.

Mrs King – Ipswich, Suffolk

“The car looks and sounds stunning, we got there in the end! I am thrilled with it, thank you so much and thank the guys too…I love them all. I love glitter too!”

Colour-coding the MGYT side screen frames

When the car arrived with us, the side screen frames were still in the raw material and colour of the steel. We have decided to colour code the frame the same colour as the hood frame. Not only does it look more aesthetically pleasing but will preserve and protect the frames for longer.

New rubber on the gearbox mounts

As the existing rubbers had perished on our 1960 Jensen 541S gearbox mounts we have stripped, cleaned and re-manufactured with new rubbers.

Here they are rebuilt before and after primer.

New Arrival – 1973 Jaguar E-Type Series 3

[vc_row][vc_column][vc_column_text]Our 1973 Jaguar E-Type 2+2 Series 3 has now arrived in our Ipswich workshops.

The next task will be to run her through our workshops for the quick once over. We’ll assess any works that is required to be carried out and this will then start next week.

[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_gallery type=”image_grid” images=”15677,15676,15675,15674,15673,15672,15671,15670,15669,15668,15667,15666,15665,15664,15663,15662,15661,15660″][/vc_column][/vc_row]

1969 Jensen Interceptor FF Paintwork

One of only 320 Jensen Interceptor FF’s manufactured, 110 of which were MkII and this being the very first MkII, this very special car has come in to us today to have a couple of minor paint issues rectified.

She’ll be with us whilst the owner is away enjoying a nice break so on his return he’ll have her back up to tip top condition.

The blemishes are concentrated just to the front of the Jensen so the bonnet and front panels will all be addressed and resolved.

The colour is Jaguar Clarendon Blue, code 326/JER.

Piping the MGYT Oil Dipstick Cover

From new, we believe the small piece of shaped metal and carpet which covers the MG YT oil dipstick is not piped, instead it was left as a rough piece of carpet. Hopefully the purists won’t be too offended with our decision to pipe it. We have opted for beige/biscuit piping rather than blue so it is not too glaringly obvious.

Without the piping it looked like someone had made an error in the manufacturing plant and tried to patch it up with a bit of carpet but now it looks beautiful. It still serves the same purpose of being a cover but now does it with a bit of style and elegance.

More images of our Jaguar E-Type have been found online

The internet is such a wonderful tool.

We’ve just received an email from Mr Alan Sinclair, he happened to be looking for wheel adapters online and came across another few images of our 1973 Jaguar E-Type Series 3, registration WWB493L.

Back in the day it was very difficult to add to the previous history of a car but now thanks to the internet, images often pop up when you least expect them and it is always wonderful to see where you car has been in a previous life.

Thanks Alan.

Can a Bugatti handle a drive-through?

[vc_row][vc_column][vc_column_text]Source: BBC News and Archie Hamilton Racing

Former racing driver Archie Hamilton has become an internet star by putting luxury cars in everyday situations.

In one of his most viewed videos on YouTube, he wanted to see if a £1m Bugatti Veyron could handle a fast-food drive-through.

The 26-year-old, from Basingstoke, Hampshire, once competed at Le Mans but now makes a living by posting motoring reviews online.[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_video link=”https://www.youtube.com/watch?v=Gnavx6PfZCU&t=7s” title=”Archie Hamilton Racing”][/vc_column][/vc_row]

MG YT – fitting up the front seats

Today, we’ve been able to truly feel what it will be like to drive this beautiful machine.

Last week we could experience being a back seat passenger but now we have the front seat securely in position. It has made us realise just how short we must’ve all been in 1949 as our heads touch the roof but having said that it feels wonderful.

Tomorrow we’ll work on fitting up the passenger’s seat but as another day closes we are only moments away from completion and the now famous completion photo shoot. Our 1949 MG YT will soon be reunited with it’s owners.

2016 Morgan

Source: The Morgan Motor Company

The Morgan Motor Company Ltd was established in 1909 by H.F.S. Morgan with the design of the Morgan three-wheeler. A four-wheeled model began production in 1936, and Morgan cars have long become famous the world over for their unique blend of charisma, quality materials, craftsmanship and performance.

The ethos at Morgan remains unchanged: all our cars are coach built and subjected to continual development in order to meet current standards of safety and to offer the responsive thoroughbred performance with which our name is associated. The development of our model-range has taken the marque into the 21st Century, and today Morgan builds in excess of 1300 cars per year. The Aero 8, a major achievement for a small Company, was launched in 2000, and continual evolution of the Aero Range has seen the 8 joined by the dramatic Aero SuperSports and its fixed-head sibling, the Aero Coupe. In 2011 we re-launched the Morgan 3 Wheeler, a modern interpretation of H.F.S. Morgan’s classic design. Our ‘Classic’ range continues to be our flagship vehicle – with models including the 4/4, the world’s longest-running production vehicle, and engine sizes ranging from 1600cc to 4800cc, these famous icons are the models perhaps most associated with Morgan.”

Today, we had a visit from Mike, owner of MG Specialists NTG and he arrived in style as the passenger of this 2016 Morgan. He came to visit us to take a look at the progress of our 1949 MG YT as completion draws ever closer.

Confirmed to be one of the final 500…

So we’ve had a visit from Tony at Wyatt Polishing and being a Midget man himself he had a little inkling that our MG Midget might be of historical value.

Not only is she a 14,000 mile, one family owned car from new which makes for fantastic history itself but the colour may hide more of a story.

He heard, from somewhere, that the colour black was the colour used on all/majority of MG models that were coming to the end of their production. The last 500 of a model are believed to be painted black.

After a little more research we have received confirmation from the ‘MG Midget Last 500‘ group that ours is indeed one of the final 500 produced.

The chassis number reveals the history.

Here is a very useful timeline they have sent through to us.

  • Nov 74 – 15410 – first car built on 19 Nov
  • Jan 75 – 156670 – first car built in 1975
  • Mar 75 – 160160 – first Californian Midget 1500
  • Apr 75 – 162100 – Jubilee Edition built on 30 Apr
  • Aug 75 – 166193 – last 1975 model followed by break in numbers
  • Aug 75 – 166301 – first 1976 model
  • Jan 76 – 171356 – first car built in 1976
  • Jan 76 – 181663 – last 1976 model followed by break in numbers
  • Aug 76 – 182001 – first 1976 ‘1/2’ model
  • Dec 76 – 187529 – last 1976 ‘1/2’ model followed by break in numbers
  • Dec 76 – 188001 – first 1977 model built on 14 Dec
  • Jan 77 – 188820 – first car built in 1977
  • Oct 77 – 198804 – last 1977 model followed by break in numbers
  • Aug 77 – 200001 – first 1978 model built on 24 Aug
  • Jan 78 – 204350 – first car built in 1978
  • Jun 78 – 210870 – last 1978 model followed by break in numbers
  • May 78 – 212001 – first 1979 model built on 9 May
  • Jan 79 – 219817 – first car built in 1979
  • Oct 79 – 229001 – first of the final black batch built on 3 Oct
  • Dec 79 – 229500 – last of the black batch built on 6 Dec
  • Dec 79 – 229526 – last Midget produced on 7 Dec

Another very useful post can be found on SpridgitMania, they are detailing the Sprite and Midget History of Development and Production.

The Sprite Mk1

(AN5 model)

The relationship built up between the British Motor Corporation and motorsport celebrity Donald Healey in the 1950’s resulted in the creation of the Austin Healey 100 sportscar, a vehicle which enjoyed considerable sales success, particularly in the important North American continent. A potential market for a smaller “budget” alternative was soon identified, and this led to an ‘informal decision’ between BMC’s chairman, Leonard Lord, and Healey to develop a small sportscar based on Austin parts, mostly centered around the Austin A35 saloon car.

The engine, transmission, rear axle and front suspension were all to be used, but steering would come from the Morris Minor and better, hydraulically operated, brakes were needed. MG derived manifolds and twin 1 1/8” carburetors would boost power. The engine was developed by Morris engines, and they later supplied the units since Austin’s engine department was at the time overrun with work.

The new car, eventually named the Austin Healey Sprite, was to do away with a separate chassis and body shell. Instead, it was designed around a monocoque frame consisting of front and rear bulkheads, joined by ‘top hat’ sill sections and body stiffners, all mounted onto a floorpan. Extra rigidity came from the central gearbox tunnel. In many places, the body utilized flat panels and simple formed sections to keep construction costs down to a minimum. The bonnet and front wings hinged upwards as one assemble from the bulkhead, and the upwards curve of the front top edge of this sill panels accentuated this feature. This characteristic sill line was to last until the end of production of the last descendant of the Sprite family tree, the MG Midget 1500, twenty-one years later. The first prototype Sprite incorporated external hinges to reduce costs, but expensive pop up headlamps. By prototype number two, the headlamps had become fixed providing the ‘frogeye’ appearance so well known and loved today.

The little Sprite, built in the MG factory in Abingdon, was launched in 1958. It was a hoot to drive, if somewhat cramped inside (another which would see out production twenty-one years later). It quickly established itself in the motoring world, aided by a low price of £455 (less tax) and a successful motorsport career in the hands of BMC works team drivers, most particularly John Sprinzel.

The Sprite Mk11 and Midget Mk1

(H-AN6 and G-AN1 models)

For 1961 it was decreed that something of a revamp was necessary, and to this end the Austin Healey Sprite Mk11 was launched, together with a new, slightly more lavishly finished stable mate, the MG Midget. These two models offered a radically altered, more square body profile wrapped around essentially the same underframe. The rear of the body now had a boot lid for the first time, while at the front out went the charismatic (or ugly, if you prefer) frogeye look, to be replaced with the conventional set up of separate wings housing the headlamps. Between the wings a narrower, and certainly lighter, bonnet panel gave rather poorer access to the engine bay. The little 948cc engine became more willing, thanks to the fitment of 1 ¼” carburetors and improved cam timing. Steering, suspension and brakes remained largely unaltered.

The Sprite Mk11 1100 and Midget Mk1 1100

(H-AN7 and G-AN2 models)

The next milestone was the introduction of a 1098cc variant of the trusty BMC ‘A’ Series engine in 1963. Along with the improved performance, the brakes were duly uprated with front disc brakes’ appearing for the first time in production on the cars – prior to this, a disc brake conversion kit had been independently marketed by the Healey Motor Company of Warwick. Otherwise virtually unchanged, the new models were known simply as the Sprit Mk11 1100 and Midget 1100; they are now often colloquially referred to as the ‘Mk 2 ½’ and ‘Mk 1 ½’ respectively.

The Sprite Mk111 and Midget Mk11

(H-AN8 and G-AN3 models)

Many aspects of the design were changed at the next revamp, which occurred in 1964. The body of the Sprite Mk111 and Midget Mk11, largely unchanged in silhouette, received an all new dash layout, fitted carpets in all models, a new windscreen with easier to fit hood attachments, plus wind up windows to replace the sidescreens. These were all improvements inspired by the marketplace (America in particular), which was beginning to lean towards less spartanly equipped, more comfortable cars.

For the same reasons, the beautifully handling but harsh riding rear suspension lost its quarter elliptic springs, gaining instead a more conventional semi-elliptical spring layout which lost a little of the accuracy and sharpness but improved the ride enormously. A benefit not seen at the time, but in the cars’ old age now greatly appreciated, is the fact that the new suspension did not impose so much stress on the monocoque body. With the result that split seams, cracks and corrosion around the rear floor and bulkhead were (and are) on the whole much less common on post 1964 cars.

In answer to misgivings about the bottom end durability of the engine, larger main bearings were fitted. A larger clutch and strengthened (‘Ribbed Case’ as opposed to the previous ‘Smooth Case’) gearbox were also introduced, keeping the model range in line with the other BMC products using that basic type of gearbox, the Morris Minor, Austin A40 and A35 van.

The Sprite Mk1V and Midget Mk111

(H-AN9 and G-AN4 models)

By 1966, Sprite and Midget performance figures were beginning to look a little feeble when compared with contemporary saloon cars-not an idea situation for a sportscar to be in. Indeed, the immensely popular Mini Cooper ‘S’, which was also a product of BMC, was taking the limelight and eating into potential sales. In an effort to counter this, a slightly detuned version (apparently for reliability’s sake) of the 1275cc Cooper ‘S’ engine was fitted to the 1967 Sprite Mk1V and Midget Mk111.

Along with the improved performance, the new models also benefited from a new, convenient, fold down hood design. It was at this time that cars destined for North America began to seriously deviate in their specification from those built for markets in the rest of the world, due to increasingly stringent safety and emissions regulations there. Also during this period, Midgets bound for Australia were built there from completely knocked down (CKD) kits supplied from England.

The Sprite Mk1V and Midget Mk111

(H-AN10/A-AN10 and G-AN5 models)

‘Leylandised” versions of the cars arrived for the 1970 model year, in fact some eighteen months after MG, Austin and their parent companies had become part of the massive British Leyland Motor Corporation. The nomenclature-Sprite Mk1V and Midget Mk111 – remained the same as before, as did the mechanical and sheet metal specifications. However, the car now had a much more upbeat contemporary appearance, due to a myriad of trim changes both outside and in.

Gone was the 1960’s style brightwork. A new radiator grille (effectively a blacked out and jazzed up version of the previous Sprite grille) was complemented by slim-line bumpers, fashionably quartered at the rear. Completing the slim-line effect, the sills were also painted satin black, giving the car a sleeker side profile. New spoke steel wheels (‘Rostyles’) aesthetically matched the car as well as the optional, more traditional, wire wheels, demand for which began to fade. Inside the car, heat welded vinyl abounded, instead of stitched pleat upholstery; this style of interior trim was to remain with the vehicle up to the end of production.

Towards the end of 1971, the Sprite disappeared quietly form the new car showrooms. Sales had slowly slipped away and had latterly been confined to the home market. The last 1022 Sprites were simply labeled as ‘Austin’, since the agreement between Leyland and Healey had lapsed.

The Midget Mk111, however, remained comfortable in production, seeing in 1972 with new rear wings with the square top wheel arches replaced by round ones (not seen on Sprites and Midgets since the ‘Frogeye’). As a result it became easier to fit fatter tires and alloy wheels, which were popular aftermarket accessories at the time. If the urge to fit them was resisted, the car would definitely be sitting on radial ply tires: they became standard fitment alongside a much needed alternator (which replaced the by then archaic dynamo). As a sop to forthcoming home market safety regulations rocker switches found their way onto the dashboard, replacing the more satisfying but apparently less safe toggle switches. By 1974, Midget sales in mainland Europe had ceased, basically leaving Britain, the USA, Canada and Japan taking the car.

The Midget 1500

(G-AN6 model)

As an attempt to rationalize on the build specification, many of the safety and emissions changes necessary for the 1975 North American specification models were also implemented on home market vehicles. These included the well know ‘rubber’ bumpers (actually plastic), a ride height increase of one inch to meet bumper height regulations, a return to square rear wheel arches and a whole new power train.

As USA emission control equipment had progressively strangled the 1275 engine, the performance maintaining solution was to replace it with the engine out of its closet rival – the Triumph Spitfire. The Spitfire engine had already had its capacity enlarged from 1296 to 1491cc for the same emissions related reasons, while the old BMC ‘A’ Series unit could not reliable be taken any larger than its current 1275cc. As a result, the entire Triumph engine and gearbox assembly, with only a couple of detail changes, was fitted into the Midge engine bay.

This car became known as the Midget 1500, although actually it was still a Midge Mk111 officially (and in most respects under the skin was very similar to the outgoing 1275 engine Mk111).  While it certainly lacked the keener, sportier edge of the earlier cars, it was undeniably a better cruising vehicle (though sadly it never benefited from the overdrive, which was optional on the same gearbox when fitted in a Spitfire).

Sprite and Midge production finally finished in 1979, when the last Midget 1500’s rolled off the line. Ironically, amongst the last cars built were five hundred special black models, celebrating fifty years of MG Midget production. In total, 355,888 Sprites and Midges were built between 1958 and 1979.

The bespoke Bridge Classic Cars badges

The very first Bridge Classic Cars enamel badge.

Fresh off the production line, here is the very first Bridge Classic Cars enamel badge, produced by our friends at Pamela David Enamels. This will be fitted to our 1975 Maserati Merak as the final stage of completion of this fantastic project.

When she leaves our workshops this will be the only car in the world to display the badge and although she may be the beginning of a trend she’ll always be the first.

Fitting the newly built rear axle

When our 1960 Jensen 541S (the prototype) arrived in our workshops back in 2016 we discovered that the rear half-shaft was 20mm too short and not only that but the nut at one end was only secured by 3 turns.

Something somewhere was wrong. The previous owner has since been in touch, his father owned the vehicle many years and and even back then the rear set up had issues. It has been a huge challenge trying to source the correct half-shaft for the job but we are now very pleased to say the challenge has been completed. The correct half-shaft is now fully restored and the back axle has now been fitted to the car.

We have a car on it’s wheels!!

MGYT Carpets, Seats, Door Cards

The stunning carpets are now laid into position. At this stage they are only fitted to size everything up and make sure our measurements are accurate.

The door cards are also now in position, we just need to finish off the hidem banding with chrome finishing caps and fully secure the door cards into position.

And finally, the seats are laid into position to ensure a snug fit.

Whilst we build them others are destroying them

From a recent meet at the Foxhall Stadium, right here in Ipswich, here we have a very impressive stock car, a Rolls Royce Silver Shadow.

Having recently worked on a 1967 Rolls Royce Silver Shadow in our Ipswich workshops, to get her back on the road after many years if this one needs any work after the race you know where we are!! haha

Coming soon – 1973 Jaguar E-Type Series 3

Currently en-route down from Scotland, later this week Bridge Classic Cars will be welcoming our 1973 Jaguar E-Type Series 3.

Already set for its new home, we’ll be guiding her through our workshops for a few minor alterations and for a general check over before she heads off Brighton to start a new life on he beautiful south coast.

Painting the rear axle springs

The petrol tank and rear axle springs have been removed ready to be refurbished.

Once cleaned up and treated to a new black respray here we have the rear axle springs.

Fitting up the front assembly

Work is now well underway on refitting our Jensen 541S with the front assembly now reattached.

John has been busy re-wiring the loom this week.

Repairing the faulty horn

After closer inspection we discovered that both horns have been stuffed with cardboard, preventing them from working properly.

We’ve now removed the card from within the system but unfortunately the coil is burnt. The wiring is still in great working order so the coil is still causing the fault with the horn.

The horn mechanism will be replaced with new but will remain in the existing housing so we’ll soon have modern technologies hidden within the original casing.