Written by John O'Cean.

Spend any time around a classic car show and you’ll hear it:
“Electric cars? Newfangled nonsense!”
Well… not quite.
In fact, Britain has been quietly building and running electric vehicles since before many of our favourite classics were even a sketch on a drawing board. So before anyone reaches for the smelling salts, let’s take a light-hearted look at Britain’s long—and rather charming—relationship with electric motoring.

Around the turn of the 20th century, electric vehicles were actually quite popular—especially in cities. London even had electric taxis for a time.
They were easy to drive, didn’t belch smoke, and didn’t require wrestling with gears. If anything, petrol cars were the awkward, noisy upstarts.
History, as we know, had other plans.

Simple answer: petrol got too good.
Faster refuelling, longer range, and the romance of the open road pushed electric vehicles into the background. They never disappeared entirely—but for decades they were limited to niche roles like deliveries and industrial use.
Sound familiar? We may have come full circle.

Electric cars aren’t here to replace classic motoring passion—they’re part of the same story.
From the ingenuity of Thomas Parker to the quiet determination of the milk float, Britain has been experimenting, adapting, and occasionally leading the charge for well over a century.

​So next time the topic comes up at the club stand, you can smile knowingly and say:
“We’ve been doing electric since before it was cool.”

Preparation (Also Known as the Faffing Stage)
Preparation begins with a wash.
Now, a Morris Minor wash is less about achieving concours-level perfection and more about removing the evidence of the last several enjoyable drives. Bugs, dust, the odd mysterious smudge that probably dates back to the previous owner sometime in the early 1980s.
The chrome gets a polish.
The hubcaps get a wipe.
The interior gets a quick vacuum, mainly to remove the small collection of gravel that seems to accumulate despite the car rarely leaving paved roads.
At some point the bonnet goes up. This is unavoidable.
You stand there staring at the engine with a thoughtful expression, even if everything is working perfectly.
A neighbour walks past.
“Is something wrong with it?”
“No,” you say. “Just checking.”
He nods slowly. People who don’t own old cars never quite understand this part.

The Journey to the Show
Starting a Minor is a wonderfully uncomplicated business. Turn the key, a little cough from the engine, and away you go with a cheerful mechanical hum.
Driving a Morris Minor feels less like operating a machine and more like participating in a friendly collaboration. The steering wheel is large, the gearbox has its own opinions, and acceleration is best described as “enthusiastic rather than urgent.”
Modern cars sweep past with quiet efficiency.
Meanwhile the Minor trundles along happily, as if it knows that rushing would spoil the fun.

Arrival at the Show
At the showground, rows of polished classics are already lining the grass.
You park between something shiny and Italian and something loud and American. The Morris sits quietly between them, looking perfectly content.
And this is when something interesting happens.
People walk past the flashy cars… and then stop at the Minor.
“Oh wow,” someone says. “My granddad had one of these!”
Another person smiles and tells a story about learning to drive in one.
A third explains how their family once fitted five people, a dog, and a week’s worth of camping gear into a Minor and drove halfway across the country.
The Morris Minor may not be the fastest car at the show.
But it might be the most remembered.

The Conversations
Classic car shows run on conversation.
Soon there’s a small group gathered around.
“How old is it?”
“1974.”
“Is it reliable?”
“Well… it always gets there eventually.”
“Did you restore it?”
You pause slightly before answering.
“Let’s just say we’ve spent a lot of time together.”
There are nods of understanding from other owners nearby. Every classic car has a story, and every owner has at least one tale involving unexpected repairs, creative problem-solving, and a slightly nervous drive home.

The Best Part
As the afternoon winds down, the crowd thins and the cars begin to leave one by one.
You climb back into the Morris, turn the key, and the little engine springs into life again.
No drama. No fuss. Just a cheerful engine note and the gentle feeling of a car that’s perfectly happy doing exactly what it was built to do.

​The drive home is slow, relaxed, and oddly satisfying.
Because owning a classic car isn’t really about speed, trophies, or perfection.

​Sometimes it’s simply about a small, friendly Morris Minor 1000, a sunny Saturday, and a whole lot of people smiling when they see it go past. 🚗✨

By John O'Cean.

Written by John O'Cean.

The Vauxhall Chevette holds a fascinating place in automotive history. Let’s explore its story:

1. World Car Ambitions:
   • The Chevette was part of General Motors’ ambitious “world car” program.
   • The goal was to create a small/medium saloon that could be marketed globally with minimal changes.
   • The Chevette was based on GM’s “T Car” platform, designed for worldwide use with standardized suspension and drivetrain configurations.
2. Design and Origins:
   • Opel (GM’s German division) played a significant role in shaping the Chevette’s design.
   • Vauxhall, advocating for a three-door hatchback, adapted the T-Car platform to suit their needs.
   • The Chevette debuted in Brazil as the Chevrolet Chevette in 1972, followed by Opel’s Kadett.
   • In May 1975, the Chevette arrived in British showrooms, distinctively modified by Luton engineers.
3. Distinctive Features:
   • Despite the goal of standardizing the floorpan, Vauxhall engineers shortened the Chevette by 11 inches.
   • They added a hatchback rear and a box-section crossmember under the rear seats to restore torsional rigidity.
   • The intention was to recapture the compact dimensions of the original Viva HA, which had grown significantly over the years.
   • Crash safety concerns limited further reduction in size.
4. Under the Skin:
   • The Chevette shared the T-Car platform with other variants.
   • Front suspension: coil springs, telescopic dampers, and an anti-roll bar.
   • Rear suspension: twin-linked live axle, telescopic dampers, anti-roll bar, and a Panhard rod.
   • The gearlever aperture was repositioned to accommodate the 1256cc OHV Vauxhall engine and gearbox from the Viva.

Performance and sales success.
The Vauxhall Chevette had an interesting journey in terms of sales and performance:

1. Sales Success:
   • From 1975 until 1978, the Chevette was the UK’s best-selling hatchback.
   • It outpaced UK-branded rivals, including the Peugeot 104, Fiat 127, and Renault 5.
   • The arrival of Ford’s Fiesta at the end of 1976 provided strong competition.
2. Performance:
   • While today’s turbocharged super hatches easily outpace the Chevette in a straight line, the driving experience remains engaging.
   • The well-balanced handling and compact dimensions made it a popular choice during the 1970s

​In summary, the Vauxhall Chevette left its mark as a successful hatchback with a spirited driving character

Written by John O'Cean.

​The Rover 200 Series: A Brief Overview

1. First Generation (1984-1989):
   • The first-generation Rover 200 was introduced in 1984.
   • It was a four-door saloon based on the Honda Ballade platform.
   • The collaboration with Honda allowed Rover to create a compact family car with Japanese engineering and British styling.
   • The Rover 213 and 216 variants were powered by Honda engines, including the reliable 1.3-litre and 1.6-litre units.
   • The design was conservative but elegant, appealing to a broad audience.
2. Second Generation (1989-1995):
   • The second-generation Rover 200 arrived in 1989.
   • This time, Rover aimed for a more distinctive design, differentiating it further from the Honda Civic (on which it was still based).
   • The new model featured a hatchback body style alongside the saloon.
   • The Rover 214 and 216 continued to use Honda engines, but the styling was more British, with a rounded front end and smoother lines.
   • The 200 Series gained popularity due to its improved build quality, comfort, and practicality.
3. Third Generation (1995-1999):
   • The third-generation Rover 200, codenamed R3, debuted in 1995.
   • This was a significant departure from the previous generations.
   • Rover aimed to create a car that could compete with the likes of the Volkswagen Golf and Ford Focus.
   • The R3 was available as a three-door hatchback, five-door hatchback, and four-door saloon.
   • It featured a more modern design, with sharper edges and a sleeker profile.
   • The interior received attention, offering improved materials and comfort.
   • The R3 was powered by Rover’s K-Series engines, including the sporty 200Vi variant with a 143bhp output1.
4. MG ZR and Streetwise:
   • The MG ZR was a sportier version of the Rover 200, featuring aggressive styling, alloy wheels, and a tuned suspension.
   • The Rover Streetwise was a crossover variant, combining hatchback practicality with rugged styling cues.
   • Both models injected some excitement into the 200 Series lineup.

Legacy and Impact

• The Rover 200 Series was a popular choice among British drivers, offering a balance of reliability, comfort, and style.
• Despite its Honda origins, the Rover 200 managed to carve out its own identity.
• The 200Vi and MG ZR variants appealed to enthusiasts, showcasing Rover’s performance potential.
• Just before BMW's sale of Rover in 2000, and following a facelift, the model was renamed and sold as the Rover 25
• Unfortunately, financial troubles and the eventual collapse of MG Rover in 2005 marked the end of the Rover 200 Series.

​In retrospect, the Rover 200 remains a symbol of British motoring during the late 20th century—a blend of collaboration, innovation, and distinctive design.

​Development and Background

The Rover 800 Series was developed as part of a collaboration between Rover and Honda. The project, internally known as the XX project, aimed to create a new executive car to replace the Rover SD1 and compete in the premium market segment. The collaboration with Honda resulted in the first-generation Rover 800 sharing many components with the Honda Legend, including the chassis and some engines.

Design and Styling
Exterior

The Rover 800 Series featured a bold and distinctive design that set it apart from its competitors. The exterior design was characterized by clean lines, a prominent front grille, and a well-proportioned silhouette. The car had a sleek and aerodynamic profile, which was modern and contemporary for its time.

First Generation (1986-1991):
The initial design was boxy with sharp angles, a large front grille, and rectangular headlights. It had a distinct British look, with a focus on elegance and sophistication.

Second Generation (1991-1999):
The facelifted version, also known as the R17, introduced smoother lines and a more rounded design. The grille was updated, and the headlights became more streamlined, giving the car a more modern appearance.

Interior

The interior of the Rover 800 was designed to provide luxury and comfort. High-quality materials were used throughout the cabin, including wood veneers, leather upholstery, and plush carpeting. The dashboard layout was driver-focused, with controls and instrumentation designed for ease of use.

Space and Comfort:
The Rover 800 offered a spacious interior with ample legroom and headroom for both front and rear passengers. The seats were designed to provide excellent support and comfort, making long journeys more enjoyable.

Features:
The car was well-equipped with a range of features, including power windows, climate control, a premium audio system, and advanced safety features for its time, such as anti-lock brakes and airbags in later models.

Engines and Performance

The Rover 800 Series was offered with a variety of engines over its production life, catering to different market demands and preferences.

First Generation Engines

2.0-Litre Honda Engines
The initial models were equipped with Honda-sourced 2.0-litre four-cylinder engines, which were reliable and offered decent performance.

2.5-Litre Honda V6
A 2.5-litre V6 engine from Honda provided more power and smoother performance, appealing to buyers looking for a more refined driving experience.

Rover M16 Engines
Later, Rover introduced its own M16 2.0-litre engines, which were more powerful and offered improved performance.

Second Generation Engines

2.0-Litre T-Series:
The updated models featured Rover's T-Series 2.0-litre engines, available in both naturally aspirated and turbocharged versions. The turbocharged version was particularly noted for its strong performance.

2.7-Litre Honda V6:
The V6 engine was retained and further refined, offering better performance and reliability.

2.5-Litre KV6:
In the later years, the Rover 800 received the new 2.5-litre KV6 engine, which was smoother and more efficient.

The Standard Vanguard holds a significant place in British automotive history. In the wake of World War II, many potential customers in the UK and in English-speaking export markets had recently experienced several years of military or naval service, and therefore a car name related to the Royal Navy carried a greater resonance than it would for later generations. The name of the Standard Vanguard recalled HMS Vanguard, the last of the Royal Navy's battleships, launched in 1944 amid much media attention; permission to use the name involved Standard in extensive negotiations with senior Royal Navy personnel.

Sir John Black, the managing director of the Standard Motor Company (later to become Triumph), envisioned the Vanguard as a “world car.” His goal was to create a vehicle that could be accepted and used anywhere, from Britain to Brazil. This ambitious vision drove the Vanguard’s design and export-oriented approach

1. Design and Launch:
   • The Vanguard was a departure from previous models, featuring a completely new design.
   • It debuted at the Brussels Motor Show in February 1948 and began production later that year.
   • The car’s styling was modern, with slab-sided bodywork and a distinctive new Standard badge—a stylized representation of griffin wings.
2. Technical Specifications:
   • Engine: A 2,088 cc four-cylinder overhead valve engine producing 68 bhp.
   • Transmission: A three-speed manual gearbox (with optional Laycock de Normanville overdrive from 1950).
   • Dimensions: 94-inch wheelbase, 166-inch length, 69-inch width, and 64-inch height.
3. Export Focus:
   • All initial production was allocated to the export market.
   • The Vanguard was designed to appeal to international buyers, emphasizing British engineering and craftsmanship.
4. Variants and Innovations:
   • Saloon: The four-door saloon was the primary variant, offering comfortable seating for five passengers.
   • Estate Car: An estate version provided additional cargo space.
   • Utility Models: Australia saw a two-door coupe utility variant, while Belgium had a two-door convertible.
   • Laycock Overdrive: The Vanguard and Triumph Renown were the first cars fitted with a Laycock de Normanville overdrive, effectively creating a five-speed gearbox.
   • Introduced at the end of 1960, the last of the Vanguards featured a six-cylinder 1,998 cc engine with push-rod overhead valves: this was the engine subsequently installed in the Triumph 2000. 
5. Commercial Versions:
   • The Vanguard lineup expanded to include a 12 cwt delivery van and a utility pick-up.
   • Aprons were added over the rear wheels for practicality.
6. Legacy and Impact:
   • The Standard Vanguard became a symbol of post-war British motoring resilience.
   • Its success paved the way for future Standard models and contributed to the brand’s reputation.
7. End of Production:
   • The Vanguard continued production until 1963.
   • Its legacy lives on, reminding us of a pivotal era in automotive history.

Written by John O'Cean.

The classification of a 20-year-old car as a classic is a topic that sparks interesting debates among car enthusiasts, historians, and collectors. Let’s delve into the nuances and considerations surrounding this subject.

1. Age Criteria:
   ​Classic cars are typically defined by their age. While there isn’t a universally agreed-upon threshold, several common criteria exist:
   1. The UK's HMRC defines classic cars as over 15 years old with a list price of at least £15,000, but to be tax exempt the classic must be at least 40 years old. Like vintage cars, they should adhere to their original design and specifications.
   2. In the UK, the generally accepted rule is that vintage cars are those that were built between 1919 and 1930. All vehicles built before this time known as veteran cars, and those built between 1930 and 1945, post-vintage.
2. Historical Significance:
   • Beyond age, historical context plays a crucial role. A car associated with significant events, technological advancements, or cultural shifts may be considered a classic.
   • For instance, the Ford Model T, produced from 1908 to 1927, revolutionized automobile manufacturing and accessibility. It’s undeniably a classic due to its impact on the automotive industry.
3. Originality and Condition:
   • A classic car should ideally retain its original features, design, and mechanical components. Modifications or alterations can affect its classification.
   • Unmodified cars that adhere to their factory specifications are highly regarded. However, some allowances are made for necessary repairs and maintenance.
   • Restoration is common among classic cars. Restoring a vehicle to its original condition involves meticulous research and sourcing of authentic parts.
4. Collectibility and Rarity:
   • Rarity enhances a car’s classic status. Limited production runs, special editions, or unique features contribute to collectibility.
   • Low production numbers often elevate a car’s desirability. For example, the Shelby Cobra or the Ferrari 250 GTO are highly sought-after classics due to their scarcity.
5. Market Perception:
   • Public perception influences classic car status. Iconic models like the Porsche 911, Chevrolet Corvette, or the Jaguar E-Type are universally recognized as classics.
   • Pop culture, movies, and media exposure also shape our perception of certain cars.
6. Legal and Regulatory Aspects:
   • Different countries have varying definitions and regulations for classic cars. Some consider them as vehicles of historical significance, granting them special privileges (such as reduced taxes or exemptions from emissions standards).
   • For instance, in New Zealand, cars over 20 years old don’t need to meet frontal impact standards.
7. Appreciation and Sentiment:
   • Classic cars evoke emotions and memories. Owning one is often a passion-driven decision rather than a practical one.
   • Enthusiasts appreciate the craftsmanship, design, and driving experience of classic cars. Their value extends beyond mere transportation.

So while the 20-year mark serves as a guideline, the classification of a car as a classic involves a blend of historical context, originality, rarity, and cultural significance. Ultimately, it’s a subjective judgment that combines technical criteria with emotional attachment. Whether a 20-year-old car qualifies as a classic depends on how it resonates with collectors, enthusiasts, and the broader automotive community.

From the original Mini to the best modern-day offerings from the likes of Land Rover, Rolls-Royce, and McLaren, Britain has punched well above its weight by producing some hugely impressive cars in its time. Let’s explore some of the iconic British classic cars that have left an indelible mark on automotive history:

1. Triumph Herald:
   The Triumph Herald holds a special place in the hearts of an entire generation of drivers. It was the car in which many learned to drive, thanks to its great visibility, easy-to-use controls, and a remarkable 7.6m turning circle that made test manoeuvres a breeze. As a family car, it was cheap to run and maintain, yet it had the look of a miniature American automobile with fins and hooded headlamps.
2. Vauxhall Astra Mk2:
   Introduced in late 1984, the Astra Mk2 was Vauxhall’s chance to catch up with the aging Ford Escort. It won the European Car of the Year award in 1985 and featured an aerodynamic body that looked modern and saved on fuel.  Although it never quite surpassed the Escort in sales, it convinced Ford to step up its game.
3. McLaren F1:
   The iconic F1 supercar remains a pinnacle of engineering excellence. Its central driving position, gold-lined engine bay, and top speed of 240mph make it a legend.
4. Land Rover Series 1:
   The rugged Series 1 laid the foundation for the Land Rover brand. Its go-anywhere capability and timeless design have made it an enduring classic.
5. Rolls-Royce Phantom VII:
   The epitome of luxury, the Phantom VII combines elegance, craftsmanship, and a whisper-quiet ride. It’s the choice of royalty and celebrities.
6. Mini:
   The original 1959 Mini revolutionized small-car design. Its compact dimensions, efficient use of space, and fun-to-drive nature captured hearts worldwide.
7. Lotus Esprit:
   The Lotus Esprit S1 gained fame as James Bond’s submarine car in “The Spy Who Loved Me.” Its wedge-shaped body and mid-engine layout exude '70s cool.
8. Jaguar E-Type:
   ​The timeless E-Type is often hailed as the most beautiful car ever made. Its sleek lines, powerful engine, and racing pedigree cement its status as an icon.

​These British classics embody style, innovation, and a rich automotive heritage that continues to captivate enthusiasts and collectors alike.

​The MGB GT was born out of a desire to create a more practical and comfortable variant of the MGB roadster, which had been launched in 1962. The roadster was a successful and popular car, but it had some limitations, such as a lack of luggage space, poor weather protection, and noisy ride. The idea was to add a fixed roof and a hatchback to the roadster, creating a 2 + 2 car that could accommodate two adults and two (smallish) children and their belongings, while still retaining the sporty character and performance of the MGB.
 
As early as January 1962 the Abingdon design team, under the direction of John Thornely, had been working on the MGB GT as EX277. The GT was firstly drawn up at Abingdon by Jim Stimson at the request of the MGB lead designer, Syd Enever. These drawings were shown to Longbridge who would have the final sign-off of the model and insisted that the rounded appearance of the roof lacked something.

Instructing that the design be sent to Pininfarina who had a contract to do design work for the company (hence the Farina Austin A40, Farina Austin Cambridge, Morris Oxford, Wolseley 16/60, Riley 4/72, MG Magnette), Pininfarina incorporated the feature line (crease) around the roof and made a protype which was not that much different from the original Abingdon designs. However even Jim Stimson admitted that this improved the looks of the car no end, resulting in a sleek and elegant design that blended harmoniously with the existing MGB chassis and mechanicals. The new car looked like a miniature Aston Martin DB5, with a sloping roofline, a large rear window, and distinctive B-pillars.

The MGB GT made its debut at the London Motor Show in October 1965, and it was an instant success. The car received rave reviews from the press and the public, who praised its looks, practicality, handling, and performance. The MGB GT offered many advantages over the roadster, such as better visibility thanks to an enlarged (deeper) windscreen compared to the roadster, more headroom  - although some say, like the TR7 adverts "the MGB Roadster has 93 million miles of headroom" (roof down of course)!, more boot space and better insulation from noise and vibration. The car also had improved aerodynamics, which increased its top speed by about 5 mph. The MGB GT was also in some markets cheaper than the roadster to insure, as it was classified as a saloon rather than a sports car.
 
The MGB GT was powered by the same 1.8-litre four-cylinder engine as the roadster, producing 95 horsepower and 110 lb-ft of torque. The engine was mated to a four-speed manual gearbox, with an optional overdrive unit. The overdrive operates on both 3rd and 4th gear giving it a 3rd+ and 5th gear or 6 forward ratios overall. The car had independent front suspension, leaf-spring rear suspension, rack-and-pinion steering, and disc brakes at the front and drums at the rear. The car weighed about 2,200 lbs, and could accelerate from 0 to 60 mph in about 13 seconds. The car had a top speed of about 105 mph.
 
The MGB GT was produced until 1980, with some changes and improvements over the years. Some of the most notable ones were:

• In 1967, the car received a revised dashboard with rocker switches instead of toggle switches.
• The MK2 had a recessed grille imposed on Abingdon by Longbridge. The MK3 had the MK1 grille surround with an 'eggbox' grille in black which Abingdon designed to replace the recessed grille. The MK4 had rubber bumpers - see images below for comparison.
• The internal door handles were changed with the MK2 incorporating the Morris Marina internal door handles being used on many of the BL cars of the day and replacing the lever handles used on the MK1, which were also used in the MK1 Austin 1100 and UK-built Minis from MK2 on to the end of production.
• In 1971, the car received a new engine with larger valves and improved cylinder head, increasing the power output to 98 horsepower.
• In 1972, the car received a new gearbox with synchromesh on all gears instead of just three.
• In 1974, the car received rubber bumpers instead of chrome ones, to comply with US safety regulations. All MGB GTs use 165-14 tyres. The roadsters sent out with radial shoes were 155-14. The increased ground clearance on the rubber bumper models (roadster & GT) was achieved by raising the suspension which was a Californian legislative requirement to achieve a minimum bumper height..
• In 1975, the car received an electric cooling fan instead of a belt-driven one.