[et_pb_section fb_built=”1″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][et_pb_row _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][et_pb_column type=”4_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][et_pb_text module_class=”fp-main-header” _builder_version=”4.20.4″ _module_preset=”default” header_font=”Open Sans|800|||||||” header_text_align=”center” header_font_size=”36px” custom_margin=”||5px||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n
[\/et_pb_text][et_pb_text module_class=”fp-intro” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Open Sans|300|||||||” text_orientation=”center” locked=”off” global_colors_info=”{}”]<\/p>\n
In 1955<\/strong> these were the most exciting new cars on the road. Seven decades on<\/strong>, does their appeal live up to their reputations \u2013 and do they make good classic buys?<\/p>\n [\/et_pb_text][et_pb_text module_class=”fp-byline” _builder_version=”4.20.4″ _module_preset=”default” text_font=”Open Sans|600|||||||” text_font_size=”12px” text_line_height=”1.3em” text_orientation=”center” locked=”off” global_colors_info=”{}”]<\/p>\n Words ANDREW NOAKES<\/strong> [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_16-scaled.jpg” title_text=”RP _ RP _ Bicester_16″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n Clubs and coffee shops reverberated to Bill Haley and the exciting new sound of rock\u2019n\u2019roll. ITV was launched, Christopher Cockerell patented the hovercraft and Gary Sobers made his test cricket debut for the West Indies. Bird\u2019s Eye invented the fish finger. Steve McQueen appeared on TV for the first time, and we said goodbye to James Dean, Einstein and Alexander Fleming. Ill-health forced Churchill to leave Number 10 at the age of 80. Motor sport was rocked by the worst accident it had ever seen, at Le Mans, then celebrated when Stirling Moss became the first English winner of the British Grand Prix.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n It was 1955, and the motor industry was booming. The production lines that had been turned over to war production just a few years before were rebuilt and re-equipped, and were churning out new machinery to replace pre-war cars at home and abroad. In Britain, across Europe and further afield, car makers were gearing up for new models and new markets. Economies were thriving and car buyers were queueing up for the latest models.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Seven decades on, we\u2019ve gathered together the new kids on the 1955 block amid the time-warp atmosphere of Bicester Heritage to see how they fare as 21st-century classics.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n We have Bentley\u2019s S1, which carried over much that was good about the R-type, and the first V8 version of Chevrolet\u2019s stylish Corvette. Meanwhile, bold new ideas came from MG, with its overdue new-generation MGA, the Jaguar 2.4 and Alfa Romeo Giulietta saloons with their new-fangled monocoque construction and modern twin-cam engines, and the outlandish Citro\u00ebn DS19.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_18-scaled.jpg” title_text=”RP _ RP _ Bicester_18″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n The Citro\u00ebn had been in development since the Thirties. \u2018Projet D\u2019 was finally unveiled as the DS19 at the \u201955 Paris salon, where it shocked crowds with its remarkable shape and advanced hydraulic systems. Six decades later it\u2019s still one of the most extraordinary vehicles on the road.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Even before you step inside it, the DS seems alien \u2013 a flying saucer from another world that hovers a few inches off the ground awaiting instructions from some unseen mothership. Even after all this time it\u2019s still a challenging shape, with its visual mass concentrated around the A-pillar and tapering aggressively towards the tail both in profile and plan. <\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n On Patrice Rowell\u2019s car the sober black bodywork gives no clue to what lies inside \u2013 leopard-like fabric that swathes the seats and doors with startling patterned orange.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_10-scaled.jpg” title_text=”RP _ RP _ Bicester_10″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n It\u2019s not the only thing about the interior that\u2019s unsettling, either. There\u2019s the odd single-spoke steering wheel, on the wrong side for UK use, and the big rubber button on the floor that operates the brakes. Glance in the rear-view mirror and there\u2019s the curious sight of a venetian blind in the rear window, a rare French option. And there\u2019s no clutch pedal.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n The DS19\u2019s hydraulic system not only powered the brakes, suspension and steering, but it extended as far as the transmission. Click the dainty gearlever that sprouts from the right-hand side of the steering column into a new ratio and the hydraulics mesh the gears and operate the clutch for you. It can be a bit jerky from rest so manoeuvring at walking pace in a tight spot calls for experience and a steady nerve, but once on the move it works remarkably well. So do the brakes, with their inboard front discs, though that pressure-sensitive button takes some getting used to. The DS suspension soaks up bumps with a sophistication that\u2019s still impressive today \u2013 the calm and cossetting ride must have seemed tantamount to witchcraft in 1955.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n It\u2019s astonishing on so many levels, but the DS19 is brought back to reality by its engine, a refugee from the Traction Avant of the Thirties. The long-stroke four is tough and torquey, but it grumbles away in the nose, upsetting the calm, quiet vibe of the rest of the car. Sweeter short-stroke engines were introduced in the Sixties, followed by bigger-capacity units with more power.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_19-scaled.jpg” title_text=”RP _ RP _ Bicester_19″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n However, it\u2019s a shame the flat-six mooted for the DS from the start never reached production. If it had, the combination of smooth power and the DS suspension might have made it a formidable rally machine. As it was, some successes in long-distance events (and Monte victories in 1959 and 1966, even if the latter was dubious) were all it could muster.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n You can pick up a DS from \u00a38000 or so, but at this level even respectable-looking cars will hide a multitude of horrors. Good DS21s and 23s start around \u00a320,000 and a really tidy early one will set you back around \u00a340,000, and unless you\u2019re keen to take on the formidable challenge of a full restoration you\u2019re better off buying the best you can afford. Rust in the chassis and \u2018caisson\u2019 body frame is the main concern, as it can develop without any visible signs on the unstressed outer panels. Mechanically the DS is robust, and if well-maintained the hydraulics rarely give trouble.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Today the early DS appeals for the outlandishness and purity of its concept. If that amazing shape and the extraordinary, quirky road manners appeal, you won\u2019t regret it.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Rowell.jpg” title_text=”Rowell” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n \u2018I\u2019m half French and fascinated by French stuff,\u2019 says Patrice Rowell. I do vintage car restorations, and part of the appeal of the DS for me is the connection down the line to the vintage side \u2013 Gabriele Voisin trained Andr\u00e9 Lef\u00e8bvre, who was the chief designer of the DS. He was given a free hand to design these. They\u2019re beautiful.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018I wanted a restoration project, and the challenge of restoring the hydraulics. This car was complete but in pieces \u2013 it was acquired by a museum and they had stripped it completely. Restoration is complicated \u2013 challenging and enjoyable. I\u2019ve had it five years and it\u2019s been relatively trouble-free.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018Driving it is interesting. You don\u2019t know whether you are driving it or it\u2019s driving you, because the semi-automatic transmission takes over the throttle. Get one that\u2019s good mechanically and similarly so chassis-wise. You need to speak to an expert like Jamie at DS Workshop. The early ones are the purest, but if you want to use one on a daily basis you need a DS21. They are much more refined, while DS19s are slightly underpowered.\u2019<\/p>\n [\/et_pb_text][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Engine<\/strong> 1911cc in-line four-cylinder, ohv, Zenith 24\/30EEAC carburettor [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_15-scaled.jpg” title_text=”RP _ RP _ Bicester_15″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n If the DS was a leap into the unknown for Citro\u00ebn, which had some previous in its use of innovative engineering, then the MGA was almost as big a step forward for MG after years of old-fashioned designs. The streamlined body shape came first, designed by Syd Enever for George Philips\u2019 TD-based Le Mans car of 1951.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n When parent company BMC eventually gave the green light for the new car, the 1.5-litre BMC B-series unit already used in the Magnette saloon was dropped into a new chassis with wider-spaced side members, so the seat position could be lowered. Three aluminium-bodied prototypes were entered into the ill-fated Le Mans race in 1955, one crashing but the other two finishing fifth and sixth in their class, a creditable result. In its production version the new MG was such a departure from what had gone before that Abingdon decided to abandon its existing two-letter model nomenclature and start again, so the car was christened MGA and revealed at European motor shows in the autumn of 1955.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester-scaled.jpg” title_text=”RP _ RP _ Bicester” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n It\u2019s a spectacularly pretty car, with a striking lack of external decoration. Roadsters like Paul Anderton\u2019s Old English White car even do without exterior door handles so you reach inside and pull the cord hidden at the top of the door pocket. The big four-spoke wheel gets in the way as you climb down into the cockpit, but the driving position is comfortable. There\u2019s a short, central gearlever that slots easily into first and the MGA is away with a purposeful bark from the SU-fed B-series. It\u2019s an engine that never sounds happy being revved hard; instead it\u2019s best to stick to the mid-range where there\u2019s plenty of torque available and it\u2019s easy to make fuss-free progress. In corners you quickly reach the limit of grip, but the MGA drifts gently and predictably, just like a sports car should. The long-distance road rallies of the day suited it well, and works MGAs were regular class winners.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_17-scaled.jpg” title_text=”RP _ RP _ Bicester_17″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n A decent early roadster such as this will set you back around \u00a325,000. Basket cases are half that, while the best will be \u00a330,000 or more. Coup\u00e9s are worth a little less. The MGA 1600 built from 1959 onwards has similar values, while the rare Twin Cam costs upwards of \u00a340,000.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n The B-series engines are tough but watch for oil leaks from the simple scroll-type rear oil seal, which can be costly to fix. Cracked cylinder heads and blown head gaskets are also concerns, so check for signs that the engine has been losing water. The most costly concern is the bodywork \u2013 rust attacks sills, A-pillars, wings and boot floor, while the alloy-skinned bonnet, bootlid and doors suffer from electrolytic corrosion. Fortunately, repair panels are available. Most MGAs were sold overseas but conversion to right-hand drive is relatively simple, though UK-spec steering racks are pricey.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Anderton.jpg” title_text=”Anderton” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n \u2018I\u2019ve really got a thing about British sports cars \u2013 I\u2019ve got a Triumph TR6 too, says Paul Anderton. I\u2019ve always liked MGAs, and I particularly wanted a roadster.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018They say there isn\u2019t a great deal of difference between the 1500 and 1600. I looked at half a dozen but this one was in particularly good condition. The body is as good as it gets \u2013 the panel gaps weren\u2019t great when they were new. It\u2019s a very simple car, and mechanically I can do things myself.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018Most of the MGs went abroad and this was originally a left-hand-drive example. It was re-imported in about 1999 and converted to right-hand-drive specification. I eventually found the guy who imported it, who gave me lots of fantastic old photographs.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018I\u2019ve had it a couple of years and it gets used for high days and holidays. It\u2019s nice for a run round the lanes. It\u2019s really just a bit of fun. Would you want to go to the south of France in it? No, you wouldn\u2019t. It\u2019s screaming out for an overdrive or a fifth gear, and it\u2019s only got drum brakes on the front. If I drove it more regularly that\u2019s probably one of the things I would upgrade.\u2019<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_14-scaled.jpg” title_text=”RP _ RP _ Bicester_14″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Engine<\/strong> 1489cc in-line four-cylinder, ohv, twin SU H4 carburettors [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_33-scaled.jpg” title_text=”RP _ RP _ Bicester_33″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n Across the pond they were building a very different kind of sports car. Chevrolet introduced its Corvette in six-cylinder form in 1953, and in 1955 it got the engine that turned it from a mildly interesting boulevard cruiser into a genuine hot rod.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n The 4.3-litre (265ci) small-block V8 developed a claimed 210hp; quite a jump from the 150bhp of the \u2018Blue Flame Special\u2019 in-line six in the first Corvettes. It didn\u2019t take much work to get a genuine 150mph out of these cars \u2013 they were no longer trailing behind the Jaguar XKs their styling was intended to ape but now comprehensively besting them. And the effect of the new engine went further than just adding straight-line speed. The V8 was 41lb lighter than the six \u2013 which was descended from a truck engine \u2013 and it was shorter and lower, which meant it could be mounted further back in the engine bay, carrying its weight lower in the car. As a result the revitalised Corvette wasn\u2019t just quicker, it also handled far better.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_8-scaled.jpg” title_text=”RP _ RP _ Bicester_8″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n It looked a lot more sophisticated too. Chevrolet\u2019s stylists moved on from using the XK120 as their muse and latched on to the Mercedes 300 SL roadster instead, adding styling cues like the stand-up headlamps and twin bonnet bulges to the glassfibre body. The scalloped sides \u2013 often painted a contrasting colour \u2013 were a late 1955 introduction for the \u201956 model year, and the Rochester Ramjet fuel injection and four-speed manual gearbox on this car didn\u2019t arrive until early 1957. Chevrolet claimed the \u2018fuelie\u2019 Corvette had 283bhp, and it would beat six seconds for the 0-60mph dash. It\u2019s little wonder that the V8 Corvette came to dominate SCCA production-class racing in the US, and a Cunningham-entered Corvette finished eighth at Le Mans in 1960.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_31-scaled.jpg” title_text=”RP _ RP _ Bicester_31″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n It feels every bit as quick as its reputation. Getting the Corvette off the line smartly isn\u2019t easy, particularly if the surface is damp. It\u2019s all too easy to squander the power by spinning the Goodrich crossply tyres, which howl in protest. Once the rubber has hooked up with the road surface the Corvette squats on its back axle and rockets away, the V8 bellowing into the slipstream through the rear-exit pipes. The close-set steering wheel forces a very vintage driving position, which doesn\u2019t make tidy cornering easy.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_32-scaled.jpg” title_text=”RP _ RP _ Bicester_32″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Corvettes like this are rare in the UK, so for more choice and better bargains buyers need to look Stateside. They\u2019re generally robust cars, but it\u2019s important to check for signs of corrosion or crash repair to the chassis.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Beyond overall condition, it\u2019s originality and rarity of options (such as fuel injection and a hardtop) that drive values. Cars with manual gearboxes and bright colours fetch the highest prices, though the values of the 1955-57 single-headlamp cars lag about 10 per cent behind the 1957-on, twin-lamp Corvettes. These early cars start from around \u00a335,000 (less in the US, where there are more to choose from) and the best change hands for around \u00a380,000.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Harris-OCo-on-the-right.png” title_text=”Harris \u00d4\u00c7\u00f4 on the right” align=”center” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n \u2018My sons and I collect Fifties to Seventies cars,\u2019 says Les Harris, \u2018anything that is different or holds a special memory for me. We have always been interested in classic Americans and the \u201957 Vette in red\/white was our ideal. The car is immaculate with a lot of history, having being used on some films.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018We take it to shows and I occasionally use it for weddings for friends alongside my \u201957 Chevy Bel Air estate. It has never been any trouble as long as it is regularly started and given a little exercise.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018These cars are iconic and when I take it out there is always tremendous interest. They are associated with the \u2018good old days\u2019 of fun and freedom as portrayed in the films of that era. It is a privilege to own one.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018I\u2019d advise a buyer to make sure the car has been correctly restored and looked after. Parts are still, I believe, quite easy to obtain from the States. It is fitted with crossply tyres as per original spec and so isn\u2019t easy to control on the road, especially in damp conditions. I\u2019m trying to find some radials, which will make the handling much better.\u2019<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_11-scaled.jpg” title_text=”RP _ RP _ Bicester_11″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Engine<\/strong> 4639cc V8, ohv, Carter WCFB carburettor or Rochester Ram Jet fuel injection [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_7-scaled.jpg” title_text=”RP _ RP _ Bicester_7″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n Like the Corvette V8, Bentley\u2019s S-type came by a process of evolution rather than revolution. The styling had been refined in a push-pull process between John Blatchley at Rolls-Royce, who drew up the \u2018standard steel\u2019 Rolls and Bentley saloons of late Forties and early Fifties, and Stanley Watts at HJ Mulliner who designed the fastback Continental coup\u00e9s. The straight-six F-head engine could trace its lineage all the way back to the 3.2-litre Rolls-Royce 20hp of 1922, and in the S-type it was bored out to 4.9 litres and given a new six-port cylinder head and revised intake manifold.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-Bicester-scaled.jpg” title_text=”RP _ Bicester” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n The chassis was new and 50 per cent stiffer than before, but followed the same basic pattern that Bentley had used since the Mark V in 1939. The suspension had changes to the geometry of the front wishbones and a better location for the live rear axle. A curious braking system had hydraulic operation all round, but with an extra mechanical linkage to the rear brakes, said to provide greater feel at low speeds, and a gearbox-driven servo.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_27-scaled.jpg” title_text=”RP _ RP _ Bicester_27″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Swing open the heavy door and step inside the S-type and it\u2019s the sheer quality that immediately impresses. Everything inside the Bentley is made from the highest-grade materials, from the deep-pile carpet to the hand-crafted veneered dashboard that carries a circular panel in the centre for the ignition key. Give the key a twist and after the whir of the starter dies away there\u2019s hardly any indication that the engine is running \u2013 only the quiver of the needle on the upside-down rev counter gives the game away. All but a handful of S-types were fitted with automatic transmissions (there was a short-lived manual option for the Continental) with the lever mounted on the column behind the enormous three-spoke steering wheel. Slot into drive and squeeze the accelerator pedal and the big Bentley oozes into motion, with still only the barest whisper from the engine room. The steering has more than four turns between locks so plenty of arm-twirling is needed when parking, but even at walking pace it\u2019s light and easy to handle. Prod the throttle harder and the transmission slurs into a lower gear, and finally you can hear the genteel hum of the engine at work.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_29-scaled.jpg” title_text=”RP _ RP _ Bicester_29″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Despite the engine\u2019s capacity, and the higher compression ratio that was part of the Continental specification, acceleration is never more than brisk \u2013 but these were genuine 120mph cars that could cruise in three figures all day long.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n The engines and gearboxes in the S-type have proved to be robust, though a detailed service history is important and it\u2019s wise to check for good oil pressure. Power steering, standard on later cars, is desirable. Key corrosion points are the body to chassis mounts, particularly at the rear near the battery carrier, and the sills and lower body panels. Look out for shabby trim and woodwork too: it\u2019s all restorable, but the costs are high.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n A saloon needing work will start from around \u00a315,000, with good examples in the \u00a325,000-\u00a350,000 range. Continentals start at \u00a3140,000 and rise rapidly if condition and history warrants.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Owen.jpg” title_text=”Owen” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n I\u2019ve always liked classics \u2013 I\u2019ve had a Daimler V8-250 since 1978,\u2019 says Ian Owen. \u2018I\u2019d always liked the fastback shape of these and after I sold a business I could buy one. It was delivered new to Switzerland so the speedometer is in kilometres per hour. It was in very good condition and I liked the colour scheme. I took it to the Bentley Drivers\u2019 Club concours and it won the Commended title. I brought it back the next year and it was highly commended again. The paintwork had always slightly bothered me and wasn\u2019t quite Tudor Grey, so the body was taken back to bare metal and it\u2019s been fully painted, and the chrome\u2019s been redone. I also put a dynamo on it and took the aircon off to take it back to standard.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018I\u2019ve got another that\u2019s been prepared for continental touring. It will happily cruise along. There\u2019s some wind noise at motorway speeds \u2013 probably from the mirrors, which aren\u2019t original. The brakes are servo-assisted off the back of the gearbox \u2013 a typical Rolls-Royce feature. They don\u2019t work when you are almost stationary.\u2019<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_28-scaled.jpg” title_text=”RP _ RP _ Bicester_28″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Engine<\/strong> 4887cc in-line six, inlet over exhaust valves, twin SU HD6 carburettors [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_6-scaled.jpg” title_text=”RP _ RP _ Bicester_6″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n While the Bentley appeared first as a saloon and then later as a coup\u00e9, Alfa Romeo trod the reverse path with its new small car, the Giulietta. The money for the car\u2019s development was raised by selling debentures, investors being attracted by regular interest payments and the prospect of 200 of the new cars being given away in a prize draw for debenture holders.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n The saloon had originally been slated to appear in 1953, but it took longer than expected to tool up for the new monocoque body. Bertone was hurriedly engaged to piece together the Sprint coup\u00e9, using saloon mechanicals and a new body \u2013 which some said was designed in just 10 days. The Sprint was ready for the Turin show in 1954, and it bought Alfa enough time to get the saloon ready.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Inevitably it lacks the rakish good looks of the Bertone coup\u00e9, but the Giulietta Berlina saloon is a tidy shape that owes much to its big brother, the 1900. The influence of the bigger car is particularly obvious at the front, with its imposing Alfa \u2018moustache\u2019 grilles. Inside, it\u2019s classic sporting Alfa with a Fifties American twist provided by the big Bakelite steering wheel with its chrome horn ring, half-moon speedo, bench seat and column gearchange.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_3-scaled.jpg” title_text=”RP _ RP _ Bicester_3″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n The column change is surprisingly good. The secret to it is not to try too hard \u2013 first and second are easy to find but the third\/fourth plane is harder to slot accurately until you realise the lever naturally returns there under spring pressure, so a light touch on the lever and a nudge up or down is all that\u2019s required. The slick four-speed manual gearbox is connected to a sweet 1290cc all-alloy four with twin camshafts that delivers just 53bhp, but responds with such relish that it imbues the whole car with an infectious enthusiasm. Show the Giulietta a corner and that enthusiastic demeanour comes to the fore again \u2013 the body rolls alarmingly, but the little Alfa turns in keenly even at silly entry speeds and just scurries around, leaving you kicking yourself for not going even faster. It\u2019s easy to see why it was an effective rally car in TI form, finishing second and third in the Alpine Rally of 1958 behind the winning Giulietta Sprint.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_13-scaled.jpg” title_text=”RP _ RP _ Bicester_13″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Mechanically they are strong, though spares can be trickier to source than you might imagine because the engine, gearbox and suspension on these early 750-series cars are all different to the later 101-series and parts aren\u2019t always interchangeable. Rust is the bigger problem, attacking the doors, floor and sills. Repair panels aren\u2019t available, but new-old-stock parts do still sometimes turn up \u2013 the Giulietta Register suggests buying parts direct from Italy. Restoration costs will always exceed the car\u2019s value, so it\u2019s really important to start with the best possible example.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n The Giulietta is such a hoot to drive it\u2019s a shame so few made it out of Italy \u2013 and that so few survive.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Gibb.jpg” title_text=”Gibb” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n \u2018I looked for this car for five years,\u2019 says Tom Gibb, \u2018and the biggest problem I had was finding one \u2013 most have been turned into race or rally cars. As with a lot of old Italian cars you\u2019ve got to be careful of the metalwork \u2013 wheelarches particularly. This one was bought by a collector I know and I said I wanted the first crack at it if he sold it. It\u2019s largely original, and the oldest Giulietta Berlina in the UK.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018Mechanically it\u2019s all very simple and easy to sort out if it goes wrong. The engine is a 1300 750-series twin-cam, the same block and head as the Spiders but with a small Solex carburettor and restrictive intake manifold \u2013 it probably has the least amount of power they ever got from the twin-cam engine. The fuel economy is extraordinary \u2013 I only have to fill it up every two months. If you want to get more power out of it you can do, but that\u2019s not what it\u2019s about.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018Most bits are available, though trim is difficult. Tony at Alfa Stop is brilliant \u2013 he can find most parts.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n I\u2019ll never sell it. I\u2019ve had lots of cars, but this one\u2019s going all the way with me. I\u2019ve also got a \u201967 Giulia Super and had a \u201967 Spider I restored from the ground up.\u2019<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_4-scaled.jpg” title_text=”RP _ RP _ Bicester_4″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Engine<\/strong> 1290cc in-line four, dohc, Solex C.32 BI carburettor [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_5-scaled.jpg” title_text=”RP _ RP _ Bicester_5″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n Jaguar 2.4s don\u2019t come much better than Michael Byng\u2019s concours winner, which shows just how stunning this compact, monocoque-construction saloon must have looked when it was brand-new. With spats over the rear wheels, as it was originally intended to have, the 2.4 has a deceptively clean and simple shape with a timeless appeal. Jaguar considered a four-cylinder version of the XK engine for this car, but thankfully opted for a short-stroke version of the existing in-line six instead. Turn the key in the wooden dash and it fires easily, settling to a quiet, vibration-free idle. It\u2019s probably the smoothest of all the XK engines, with a creamy delivery and a musical engine note, which makes it sound more powerful than it really is. The 112bhp it offers inevitably can\u2019t compare with the outputs of its 3.4-litre and 3.8-litre brethren, but thanks to prodigious low-speed torque it will keep up with modern traffic. The Moss gearbox isn\u2019t the slickest but engine and road noise levels are low and, despite the live axle at the back, the ride quality is excellent. Low-geared steering means you need big arcs of the four-spoke wheel in corners, but the Jaguar hunts out apexes with a precision few saloon cars could match in the Fifties.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_9-scaled.jpg” title_text=”RP _ RP _ Bicester_9″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Add the power of the 3.4-litre XK engine and you got a formidable sporting saloon. It soon came to dominate saloon car racing grids, and very nearly took Tommy Sopwith to the very first British Saloon Car Championship title in 1958 \u2013 equal on points with Jack Sears at the end of the season, he lost a 10-lap tiebreaker by little more than one second.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n It was in MkIs that stars of Grand Prix and sports car racing like Stirling Moss, Jack Brabham, Roy Salvadori and Ivor Bueb regularly rubbed door handles in the later Fifties. Mike Hawthorn thoroughly enjoyed his own much-modified 3.4 MkI, but it was that car that he crashed and died in just a few months after securing his F1 World Championship in 1959.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_25-scaled.jpg” title_text=”RP _ RP _ Bicester_25″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n The MkI was replaced that year by the Mk2, and although the later cars are sometimes seen as more desirable the MkI is rarer, so values work out about the same. A complete car in need of restoration comes in around \u00a38500, with good useable machines going for between \u00a315,000 and \u00a327,000. Show winning examples can command prices of \u00a340,000 or more. Standard, original cars are the most sought after \u2013 modifications tend to reduce the value rather than increase it. Parts availability is excellent but restoration costs are substantial, so it\u2019s another car where it pays to find one that has already benefited from plenty of attention.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/Byng.jpg” title_text=”Byng” _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n \u2018I\u2019ve had my Jaguar MkI about eight years,\u2019 says Michael Byng. \u2018I like original cars, and I really wanted a MkI with wheel spats.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018This one had to be completely restored, because the bottom eight inches of the body had gone.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Lee Ridley did it \u2013 he\u2019s a brilliant bloke. It\u2019s Jaguar Pastel Blue, which wasn\u2019t a popular colour when it was new.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018It\u2019s a 2.4-litre engine. We took the head off and gave it a clean, and it was fine. All the 2.4 ancillary bits are difficult to get now.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018It took six years to finish the air box properly \u2013 and the toolkits are like hen\u2019s teeth. I\u2019ve done 90mph or 100mph in this, but you have to plan for the braking because it has drums on the front. You have to use the gears to slow down.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n \u2018We\u2019ve done several Jaguar Drivers\u2019 Club runs in it, and I\u2019ve never encountered any trouble with it on those events. I\u2019ve got a very friendly garage in Membury that helps us a lot. I\u2019m lucky enough to have a collection of Jaguars, but my MkIX and this are my favourites. I\u2019m looking for a 3.4 now \u2013 I\u2019m going to restore it myself.\u2019<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_23-scaled.jpg” title_text=”RP _ RP _ Bicester_23″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Engine<\/strong> 2483cc in-line six, dohc, twin Solex B.32 PBI-5 carburettors [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_24-scaled.jpg” title_text=”RP _ RP _ Bicester_24″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text module_class=”fp-h4″ _builder_version=”4.20.4″ _module_preset=”default” header_4_font=”Poppins|700|||||||” header_4_font_size=”16px” custom_margin=”||0px||false|false” custom_padding=”||||false|false” locked=”off” global_colors_info=”{}”]<\/p>\n [\/et_pb_text][et_pb_text module_class=”has-dropcap” _builder_version=”4.20.4″ _module_preset=”default” locked=”off” global_colors_info=”{}”]<\/p>\n These six cars represent the state of the art back in \u201955, and the differences between them underline the freedom car makers had in the immediate post-war years to innovate. Our six of the best include separate chassis and unitary construction, steel and glassfibre bodies, and everything from pedestrian pushrod fours to the latest in short-stroke V8s.<\/p>\n [\/et_pb_text][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Which is best depends on what you want from a car, but if it\u2019s 1955\u2019s most future-chasing design it has to be the Citro\u00ebn. Some of its innovations are only just becoming commonplace today.<\/p>\n [\/et_pb_text][et_pb_image src=”https:\/\/flatplan-plus-content.s3.eu-west-1.amazonaws.com\/wp-content\/uploads\/sites\/11\/2026\/01\/RP-_-RP-_-Bicester_2-scaled.jpg” title_text=”RP _ RP _ Bicester_2″ _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”][\/et_pb_image][et_pb_text _builder_version=”4.20.4″ _module_preset=”default” global_colors_info=”{}”]<\/p>\n Thanks to:<\/strong> The Classic Corvette Club UK (corvetteclub.org.uk<\/a><\/em>), The Giulietta Register (giulietta.com<\/a><\/em>), MG Car Club MGA Register (mgcc.co.uk\/mga-register<\/a><\/em>), Jaguar Drivers\u2019 Club Mark I and 2 Register (jaguardriver.co.uk\/html\/themk12register.html<\/a><\/em>), Historit (historit.co.uk<\/a><\/em>), DS Workshop (dsworkshop.co.uk<\/a><\/em>), Bentley Drivers\u2019 Club (bdcl.org<\/a><\/em>)<\/p>\n [\/et_pb_text][\/et_pb_column][\/et_pb_row][\/et_pb_section]<\/p>\n","protected":false},"excerpt":{"rendered":" In 1955 these were the most exciting new cars on the road. Seven decades on, does their appeal live up to their reputations \u2013 and do they make good classic buys?<\/p>\n","protected":false},"author":21,"featured_media":1278,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","_lmt_disableupdate":"","_lmt_disable":"","footnotes":""},"categories":[10],"tags":[],"class_list":["post-1143","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-feature"],"acf":[],"modified_by":"kschwarz","_links":{"self":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts\/1143","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/users\/21"}],"replies":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/comments?post=1143"}],"version-history":[{"count":8,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts\/1143\/revisions"}],"predecessor-version":[{"id":1593,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/posts\/1143\/revisions\/1593"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/media\/1278"}],"wp:attachment":[{"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/media?parent=1143"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/categories?post=1143"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/flatplanplus.io\/classic-cars\/wp-json\/wp\/v2\/tags?post=1143"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}
Photography RICHARD PARDON<\/strong><\/p>\nCitro\u00ebn DS19<\/h4>\n
Owning a Citro\u00ebn DS19<\/h4>\n
Specifications<\/h4>\n
Power and torque<\/strong> 75bhp @ 4500rpm, 101lb ft @ 3000rpm
Transmission<\/strong> Four-speed semi-automatic, front-wheel drive
Steering<\/strong> Rack and pinion
Suspension Front:<\/strong> independent, leading arms, hydropneumatic springs\/dampers, anti-roll bar
Rear:<\/strong> independent, trailing arms, hydropneumatic springs\/dampers, anti-roll bar
Brakes<\/strong> Inboard discs front, drums rear, powered hydraulic operation
Weight<\/strong> 1237kg (2727lb)
Performance<\/strong> Top speed:<\/strong> 88mph; 0-60mph: 15sec
Fuel consumption<\/strong> 24-30mpg
Length<\/strong> 4800mm
Width<\/strong> 1790mm
Cost<\/strong> new<\/strong> \u00a31726<\/p>\nMGA 1500<\/h4>\n
Owning an MGA 1500<\/h4>\n
Specifications<\/h4>\n
Power and torque<\/strong> 69bhp @ 4700rpm, 77lb ft @ 3500rpm
Transmission<\/strong> Four-speed manual, rear-wheel drive
Steering<\/strong> Rack and pinion
Suspension Front:<\/strong> wishbones, coil springs, lever-arm dampers.
Rear:<\/strong> live axle, leaf springs, lever-arm dampers
Brakes<\/strong> Hydraulic drums
Weight<\/strong> 890kg (1962lb)
Performance Top speed:<\/strong> 98mph; 0-60mph: 11sec
Fuel consumption<\/strong> 30-35mpg
Length<\/strong> 3962mm
Width<\/strong> 1473mm
Cost new<\/strong> \u00a3844<\/p>\nChevrolet Corvette v8<\/h4>\n
Owning a Chevrolet Corvette<\/h4>\n
Specifications<\/h4>\n
Power and torque<\/strong> 195-283bhp @ 5000-6200rpm, 260-290lb ft @ 3000-4400rpm
Transmission<\/strong> Three or four-speed manual or two-speed automatic, rear-wheel drive
Steering<\/strong> Recirculating ball
Suspension Front:<\/strong> independent, wishbones, coil springs, telescopic dampers, anti-roll bar.
Rear:<\/strong> live axle, leaf springs, telescopic dampers
Brakes<\/strong> Hydraulic drums
Weight<\/strong> 1323kg (2910lb)
Performance Top speed:<\/strong> 133mph; 0-60mph: 6sec
Fuel consumption<\/strong> 15mpg
Length<\/strong> 4510mm
Width<\/strong> 1855mm
Cost new<\/strong> \u00a31499 <\/p>\nBentley S-type<\/h4>\n
Owning a Bentley S1<\/h4>\n
Specifications<\/h4>\n
Power and torque<\/strong> About 155-197bhp @ 4000-4500rpm, 330lb ft @ 2500rpm
Transmission<\/strong> Three- or four-speed automatic, rear-wheel drive
Steering<\/strong> Worm and roller
Suspension Front:<\/strong> independent, wishbones, coil springs, telescopic dampers, anti-roll bar.
Rear:<\/strong> live axle, telescopic dampers, leaf springs
Brakes<\/strong> Hydraulic drums
Weight<\/strong> 1880-1925kg (4145-4235lb)
Performance Top speed:<\/strong> 103-119mph; 0-60mph: 12-14sec
Fuel consumption<\/strong> 13mpg
Length <\/strong>5385mm
Width<\/strong> 1899mm
Cost new<\/strong> \u00a31838<\/p>\nAlfa Giulietta 750-series<\/h4>\n
Owning an Alfa Giulietta<\/h4>\n
Specifications<\/h4>\n
Power and torque<\/strong> 53bhp @ 5200rpm, 69lb ft @ 3000rpm
Transmission<\/strong> Four-speed manual, rear-wheel drive
Steering<\/strong> Cam and peg steering box
Suspension Front:<\/strong> independent, wishbones, coil springs, telescopic dampers, anti-roll bar.
Rear:<\/strong> live axle, coil springs, radius arms, telescopic dampers, A-bracket
Brakes<\/strong> Hydraulic drums
Weight<\/strong> 876kg (1931lb)
Performance Top speed:<\/strong> 88mph; 0-60mph: 19sec
Fuel consumption<\/strong> 30mpg
Length<\/strong> 3990mm
Width<\/strong> 1550mm
Cost new<\/strong> \u00a31532<\/p>\nJaguar 2.4 MkI<\/h4>\n
Owning a Jaguar MkI<\/h4>\n
Specifications<\/h4>\n
Power and torque<\/strong> 112bhp @ 5750rpm, 140lb ft @ 2000rpm
Transmission<\/strong> Four-speed manual, rear-wheel drive
Steering<\/strong> Recirculating ball
Suspension Front:<\/strong> double wishbones, coil springs, lever-arm dampers, anti-roll bar.
Rear:<\/strong> cantilever leaf springs, lever-arm dampers and Panhard rod
Brakes<\/strong> Hydraulic drums front and rear
Weight<\/strong> 1374kg (3029lb)
Performance Top speed:<\/strong> 102mph; 0-60mph: 15sec
Fuel consumption<\/strong> 24mpg
Length<\/strong> 4591mm
Width<\/strong> 1695mm
Cost new<\/strong> \u00a31532<\/p>\nBoom selection<\/h4>\n