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
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
[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
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
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
Tommy is busy welding up our series 1 Land Rover body panels. Special fixings have been ordered online yesterday and should be with us later
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
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
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
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
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.
[vc_row][vc_column][vc_column_text]Away from his everyday job at BBC Radio Suffolk, Luke Deal enjoys taking out his classic buses. Last week he spent the day out in
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
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
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.
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
[vc_row][vc_column][vc_column_text]Although the car has only covered a mere 1400 miles from new due to the extreme weather conditions in the north of Scotland we felt
[vc_row][vc_column][vc_column_text]We are currently in talks with the current owner of a very rare find, a 1965 Amphicar. Mr Sinclair has owned the car for many
We are now on the final push of our 1949 MG YT restoration project. The journey has been been fantastic and we have had lots
Recently we took on a project to rebuild one side of our 1947 MG TC’s woodwork. This included a full rebuild of the woodwork frame.
As part of the re-commissioning process, the water pump needed to attention so we called upon the skills of SP Water Pumps to help us with
Our Triumph Spitfire engine rebuild is now complete and after various drives we are happy to let her go home. …and her owner Mary is
[vc_row][vc_column][vc_column_text]Asa has spent the past few days removing the dead areas of bodywork, this way he is able to reveal the extent of the work
We believe the over heating issue on our 1947 Rover 12 is due to a severely blocked radiator. We’ve drafted in the assistance of our
As a final touch on our Maserati Merak project we have asked our good friends at Pamela David Enamels to produce a 1-off Bridge Classic Cars badge
[vc_row][vc_column][vc_column_text]Work is now underway on our 1983 Ford Capri 2.8 Injection. There has been a lot of ‘to-ing-and-fro-ing’ on this project with decisions on whether
As always, Tony at Wyatt Polishing has done a superb job of re-polishing the original Jensen 541S handbrake lever. Before After
Our stunning 1947 Rover 12 has now arrived ready for the recommissioning to proceed. One of only 200 produced. Purchased from Anglia Car Auctions a little
Due to heavy corrosion on the rubbers of our Jensen 541S gearbox mounts, it is simpler and more cost effective for us to re-manufacture the
Gordon has spent a lovely week in Sintra at the Casa Holstein. As always, he manages to spot the classic car collection, a Merecedes 500
Against the black paintwork the new stainless exhaust is looking stunning on our Jaguar E-Type.
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.
[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]
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.
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.
Tommy is busy welding up our series 1 Land Rover body panels. Special fixings have been ordered online yesterday and should be with us later today.
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.
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 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.
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!!
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.
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
[vc_row][vc_column][vc_column_text]Away from his everyday job at BBC Radio Suffolk, Luke Deal enjoys taking out his classic buses. Last week he spent the day out in Canvey Island at the Transport Museum.
“Another great rally hosted by the team at Canvey Island Transport Museum. The Bristol’s stood out in the sun!”
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.
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.
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.
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.
[vc_row][vc_column][vc_column_text]Although the car has only covered a mere 1400 miles from new due to the extreme weather conditions in the north of Scotland we felt the paintwork did not reflect how beautiful our MG could be.
We have decided to strip her back to bare for a sympathetic restoration and to have her resprayed to bring back the shine.
[/vc_column_text][/vc_column][/vc_row][vc_row][vc_column][vc_gallery type=”image_grid” images=”16890,16891,16892,16893,16894,16895,16896,16897,16898,16899,16901,16902,16903,16904,16905,16906,16907,16908,16909,16910,16911,16912,16913,16914,16900″][/vc_column][/vc_row][vc_row][vc_column][vc_column_text]Ready for the paint shop…
[vc_row][vc_column][vc_column_text]We are currently in talks with the current owner of a very rare find, a 1965 Amphicar.
Mr Sinclair has owned the car for many years and has carried out a lot of the restoration works himself:
A complete reconditioned engine, a re-bore with new pistons, new cam shaft and cam followers, head skimmed and unleaded valves and guides, crank ground ends mains, new distributor, plugs, leads and chain. The gearbox has been rebuild with all bearings and the seals replaced. The brakes have been replaced, the shoes and all pipes have been renewed. The body has been overhauled by a professional which included £6000 worth of panels; including new bonnet, inner and outer rear wings and wheel arches (these are not like a normal car but are inside the wings and are part of the the body structure which cost many thousands to do.) New tyres have been fitted and she has a new hood which still needs to be fitted.
We believe the car was shipped over to the current owner from Beverly Hills Car Club and all being well should be coming to the Bridge Classic Cars workshop in the very near future.
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We are now on the final push of our 1949 MG YT restoration project. The journey has been been fantastic and we have had lots of lovely comments on the car. Everyone from the MG enthusiast to the general public walking on by and looked in and admired it’s styling and unique design.
She is now in the assembly room of our Ipswich workshops and by the end of this week we should be nearing completion.
Recently we took on a project to rebuild one side of our 1947 MG TC’s woodwork. This included a full rebuild of the woodwork frame. Once the work was complete we carried out a rear re-spray of the vehicle.
When carrying out some unrelated work on site last week we noticed a slight imperfection in the bodywork…where we had previously carried out the repair.
For anyone who knows us at Bridge Classic Cars our motto is quite simple, if we have to question something then it isn’t right and having noticed the small line under the paint we decided to have her back in to our workshops to investigate the problem.
The paintwork was stripped back once again and the issues have been resolved.
As part of the re-commissioning process, the water pump needed to attention so we called upon the skills of SP Water Pumps to help us with this one.
SP Water Pumps Ltd was established in 1979 by the present owner specialising in the re-manufacture and assembly of water pumps for the OEM truck markets.
We are new to their services but they have come highly recommended from our friends at Scholar Engines.
Our Triumph Spitfire engine rebuild is now complete and after various drives we are happy to let her go home.
…and her owner Mary is certainly happy to see her too after all this time.
…and we are happy to see Mary!!
Thanks for the Doughnuts.
Here she is sitting outside Bridge Classic Cars HQ waiting to be collected.
[vc_row][vc_column][vc_column_text]Asa has spent the past few days removing the dead areas of bodywork, this way he is able to reveal the extent of the work that he will be required to carry out.
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We believe the over heating issue on our 1947 Rover 12 is due to a severely blocked radiator.
We’ve drafted in the assistance of our good friends at Sheldrake & Wells to rebuild the radiator. We should have it back next week all complete and ready to be refitted.
As a final touch on our Maserati Merak project we have asked our good friends at Pamela David Enamels to produce a 1-off Bridge Classic Cars badge to be fitted to the car.
Here we have the initial designs sent back with the black lines being chrome and the white internals being black.
[vc_row][vc_column][vc_column_text]Work is now underway on our 1983 Ford Capri 2.8 Injection.
There has been a lot of ‘to-ing-and-fro-ing’ on this project with decisions on whether we are restoring her back to originality or customising the restoration.
It has now been decided that she’ll return to her original state which is very exciting but before we get too carried away with the finer details of the build, first we need to repair a substantial amount of bodywork corrosion that has developed over the years.
It has taken us a little under a week to fully strip the car back but we are almost at the stage where we can address the bodywork issues.
The car arrived with us with interior still in fantastic condition so we have carefully removed the entire set up inside as we intend to re-use all of the components.
The doors, sunroof etc have all been removed as has all removable trims. Removing the entire exterior is a must with this car as we need to address all bodywork imperfections now rather than hiding them away. Cutting corners always comes back to bite you, never cut corners!
All parts that require welding have now been revealed.
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As always, Tony at Wyatt Polishing has done a superb job of re-polishing the original Jensen 541S handbrake lever.
Before
After
Our stunning 1947 Rover 12 has now arrived ready for the recommissioning to proceed. One of only 200 produced.
Purchased from Anglia Car Auctions a little over 12 months ago, its current owner has been unable to enjoy her as yet but after a brief chat a few weeks ago, Bridge Classic Cars have taken on the project to get her ready for the Suffolk roads so she can start to be seen and enjoyed.
…and more importantly, so Mr Atkins can finally enjoy driving the car he bought.
Due to heavy corrosion on the rubbers of our Jensen 541S gearbox mounts, it is simpler and more cost effective for us to re-manufacture the mounts ourselves as brand new are non-existent and good second hand will be more work than is necessary.
This is not the first time we have had to reproduce the mounts as our previous 1961 Jensen 541S restoration had the same issues. With the help from the guys at Walker Rubber we were able to manufacture new, relatively easily, using existing components as the moulding/shape to work to.
Unfortunately Walker Rubber no longer work out of a unit in Ipswich but the guys at the Norwich branch have taken on the project instead so we are still using relatively local companies where we can.
Gordon has spent a lovely week in Sintra at the Casa Holstein.
As always, he manages to spot the classic car collection, a Merecedes 500 SEC and a Rolls Royce Corniche.
Against the black paintwork the new stainless exhaust is looking stunning on our Jaguar E-Type.
Bridge Classic Cars are award winning Classic Car Restoration and Maintenance specialists. Your pride and joy is in safe hands with our expert Classic Car Technicians. Take a look at our awards here.
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