The Magazine - PreWarCar PreWarCar - All about the antique car and classic car - The daily magazine & marketplace dedicated to the pre 1940 car. prewar pre-war car, auto avant guerre, vorkriegs wagen Mon, 22 Jan 2018 01:36:16 +0000 Joomla! 1.5 - Open Source Content Management en-gb Getting a mystery cab, in Egypt. Identifying this car

Let's grab a cab! Normally this refers to a yellow cab in New-York or the famous black ones in London. But what does one take when one is in El Fayum, Egypt? John took this taxi when he was in El Fayum in August 1980. He decided to take a photograph of the car, which reminds him up to the present day of an unforgettable drive. "There was nothing to identify the marque and I believe the engine had been changed to a diesel. In several other small towns, we observed similar vintage vehicles. Does anybody have any idea what make/year this might be? Maximum speed was about 30 km/hr, and on the way back our driver, older than the car by at least 25 years, inexplicably took a shortcut through a field containing the only standing water for miles around, promptly getting stuck fast. We ended up taking a horse-drawn carriage back to our hotel!"

Who can identify this car/taxi and complete the story of this adventure for John?

Photograph by John.

]]> (John) frontpage Wed, 03 Jan 2018 23:00:00 +0000
Fifty years ago: the start of a serious discussion on collecting, restoring and driving old cars Fifty years ago: the start of a serious discussion on collecting, restoring and driving old cars

At the third Interclassics in Brussels, last November, I bought the catalogue of a very special car auction which was held in February 1994 in France. It was, in fact, the dispersion of the famous collection of, mainly, French cars once collected and partly driven by Serge Pozzoli. The man who sold me the catalogue was an older British dealer in automotive literature and during the short conversation we had, it appeared that he didn’t know who Pozzoli had been.

This struck me indeed. For me, Pozzoli is a name almost identical to collecting and caressing old, mainly prewar, French cars of the less known makes. For decades, Serge Pozzoli (1915-1992) was thé man who seemed to know everything about these cars and he wrote it all down in his own magazine, the ‘Fanatique de l’automobile’. He was also one of the most important collectors of classic cars, was involved with museums and with historic racing.

He was also active in uniting people who had the same love of old cars. So it comes as no surprise that in 1967 he was one of the founding fathers of what is called the FFVE, the French Federation of Historical Vehicles. Today about 1200 clubs are a member of the Federation and it is estimated that these clubs represent more than 230 thousand car owners and enthusiasts! Last October, all these people have been asked by the FFVE to fill in a survey from which it must become clear what kind of cars they collect and drive, how they use their cars, etc.

In the same year the FFVE was founded, 1967, also another important event took place. And it was organized more or less for the same purpose as the FFVE survey: what ideas have people on collecting old cars. Naturally, I would say, Serge Pozzoli was one of the participants of this First European Congress of Great Collectors of Historical Cars, held in October in Florence, Italy.
I had never heard of this conference until I discovered and bought the proceedings of it last year. It appeared that the Italians had quite accurately written down what had been said during the main sessions. There were about forty participants - from Italy, Spain, France, Belgium, Switzerland, Czechoslovakia, England and Denmark - and the ‘lingua franca’ during the meeting seems to have been French.

In a couple of contributions to this Magazine, I would like to inform you about some of the issues that were discussed in Florence fifty years ago and I hope that some of you will react and give your opinion on these issues. I am very curious to know whether the points of view have changed (much) since 1967. And whether there are still clear differences between the English and the Continental attitudes.

The first issue I would like to address concerns the modification of old cars. On October 9, 1967 Mr. Philip Mann explained to the audience which alterations to cars were accepted by the Vintage Sports Car Club. One of these rules was that the owner of a car could change its wheelbase. From the proceedings, one can infer that a kind of shock must have gone through several of the attendants. One of these was Serge Pozzoli and I will try to translate part of his reaction during the discussion of Mr. Mann’s talk: “I know that [the English] are proficient but there are certain things that pass the limits. Changing the wheelbase of a car, what is that? If a car maker has provided two different wheelbases for a model, one for tourism and one for sports, and when a tourism car is modified into a sports car and at the very moment that one gives it the sports wheelbase, I understand but giving the car just any wheelbase, that seems to me absolutely énorme. And if you can also change the brake drums, by putting on bigger ones, what remains of the original car?”

Do you think the English are still more ‘tolerant’ with regard to modifications? What do you think of M. Pozzoli’s point of view?

Words and photographs by Fons Alkemade.

]]> (Fons Alkemda) frontpage Mon, 08 Jan 2018 10:51:39 +0000
About What is it? Quiz #461: Bugatti T57 Brown About What is it? Quiz #461: Bugatti T57 Brown

Some might have recognized the car from our 'Weird Wednesday' feature from a few years ago, where the Bugatti T57 Brown was spotted at the Interclassics Show in Bruxelles. This car was in much better condition than the one that was spotted at a scrapyard near Tours around 1974. And yes, it was a feature at but as most of you knew, it was actually a pre-war car. No less than 36 answers came in, most in time, a lot of them correct. Not all. To start with what it is not: It is not an Aston Martin by Ghia. Not is it an ugly Morgan, as Larry was thinking.

Anders Svenfelt was the first to answer and gave the right car. He also told us that it was made of the new material fiberglass, Jason Palmer was the first to tell us that the car is currently at Autoworld Belgium. Horst Schultz was saying the car is at the moment at a Volkswagen Chassis, and not anymore on the T57. Ted Wilmarth was very accurate in his answer but his answer was based on the present and not based on the photo above. Gerd Klioba told us that the body saved 250 kg. He said the fate of the second car is unknown. Marco Gastaldi was the first to mention the different wheels (16"instead of the 18"). He also told us a bit more about the French sculptor James Jacques Brown: Born in 1918 in Paris, he received a law degree and became official at the Ministry of Finance1942-1945. Then he began an artistic career. 

We would like to invite Eric Duchenne for more photo of the car. Just as Luc Ryckaert, who promised us an article for about the car, as he knows the current owner. And Henrik Schou-Nielssen, as he has copies of letters between the former owner.

The most complete answer came from Josef Boers but unfortunately, he used more than 100 words (just as Henrik did). The best answer, within the limit, came from Henk Visscher: "in the early 1950s, sculptor and Bugatti-owner Jacques Brown from Paris embraced polyester as a medium for modern art. In 1954 he was commissioned to equip a 1938 Bugatti T57 chassis with lightweight aerodynamic polyester bodywork. The result was shown at the 1955 Salon de l’Automobile. Two cars were made (T57-chassis #57645 and #57723), differing in the presence/absence of air inlets underneath the headlamps. The pictured car may be identified as #57645. Chassis and body have later been separated. The chassis now bears a replica Aérolithe body. Mounted on a VW-chassis, the polyester body can be admired in Autoworld, Brussels."

So congratulations Henk, you are closing the gap with the number one!

Top 5:
1. Gerd Klioba
2. Alan Spencer
3. Henk Visscher
4. Luc Ryckaert
5. Fritz Hegemann

]]> (LK) frontpage Fri, 19 Jan 2018 23:00:00 +0000
“Manchester Show – are you coming too?” Are you coming to the show?

The lady stepping into her motor car seems to be suggesting that we would be welcome to join her. And such is the case. Our Friday Lady, according to the advertisement from which this image is taken, is inviting us to a show – but, although the motor car is a Hotchkiss, the show is not in France but in England: the Manchester Show that started on 17th February 1911. Her words make it clear: “Manchester Show – are you coming too?”

The car in question is a 16/20 h.p. Landaulette. Hotchkiss, hitherto manufacturers of large cars for the luxury market, moved into the high-quality light car field in 1909 with the 2.2-litre 12/16 h.p.; the following year the company was offering a five-car range in the United Kingdom – the four-cylinder cars were the 12/16, priced at £340 in chassis form, the 16/20 (£440) and the 20/30 (£565). And there were two sixes, the 20/30 (£600) and the massive 40/50 (£890). Hotchkiss cars were always made to the highest quality standards. Indeed, from the start of motor car production in 1903 their engines, including the crankshaft, wherever possible used ball bearings rather than plain. The ball bearing engines lasted until the 30CV type X of 1910.

Hotchkiss had elegant showrooms in both Paris and London – their London offices and showroom at Davies Street in the West End relishing in the highly up-market name of “London & Parisian Motor Company.”

The appearance of Hotchkiss at the 1911 Manchester Show, represented by their local agents Messrs. H. H. Timberlake of Wigan, is not surprising given the importance of Manchester as a centre of industrial prosperity and growth. But there is another, although perhaps tenuous connection: the Englishman Henry Ainsworth was born near Manchester and studied engineering at Manchester School of Technology. He went to work in the Hotchkiss drawing office in St Denis in 1904 and rose to the position of chief engineer – holding that position from 1910 to 1914. After a short period as an intelligence officer in the British Army in 1914, he set up a machine-gun factory for Hotchkiss in Coventry. In 1919 he converted the factory to engine manufacture and sold it to Morris in 1923. He then returned to France and was Hotchkiss General Manager until World War 2 and, with a break for further war service, he worked for Hotchkiss until his retirement in 1950.

Whatever may have been the Manchester connection, Hotchkiss was certainly promoting the 16/20 h.p. in our picture as a luxury motor car for the gentry of Manchester – as we can detect from the distinctly flowery text in the advertisement that is worth repeating in full: “Look closely into every detail of this luxurious landaulette. It merits your consideration; for it is replete with that true refinement which only a close study of car comfort and its practical application can give.” Well, Madam, if you put it like that, we’ll come with you!

Words by Peter Moss.
]]> (Morris) frontpage Thu, 18 Jan 2018 23:00:00 +0000
A brilliant jubilee despite some Bentley misery interclassics 2018_airline_470
Interclassics Maastricht has grown in 25 years from a local fair in its first year 1993 into a leading European show, the kick-off of the classic car season.  No wonder that once again the visitor numbers went up. The overall level of the cars on display was very high and still there is attention for the small budget car.  Renowned Bugatti dealer Fine Automobiles from Holland not only had a magnificent 1932 Alfa Romeo 8C 2300 on show, but aside that an equally maroon coloured Austin Seven Chummy! The overall presence of pre-war automobiles seemed to have grown again reassuringly since last year. We counted in order of appearance no less than 35 pieces (see below).

The organisers made a very nice line up of showstopping vehicles from the most important show themes of the past 25 years. Including 100 Years Alfa Rome0, British Royals, Bugatti GP Cars, Pre-War Racing Legends and many more. This year's Best of Show of the pre-war era was the above magnificent 1936 SS Airline 2 door Saloon. Well chosen; though personally we had a special liking for the more refined machinery of the 1932 Delage D8 Figoni. Our special attention was drawn by a 1921 GN liberated from long time museum confinement. The car's chassis and engine were dry as cardboard so it will need buckets of grease and oil from a caring new owner to start with...  This 4.5 litre High Chassi Invicta may be well know to some of you. This 1928 high chassis 4.5 litre was bought from a Germany not so long ago after finishing his homework that he bought the Team Car as used by Saunders Davies & Fiennes.  At the BMW clubstand we saw a 1939 321 saloon, a very rare find in its unrestored and quite well preserved condition. 

A bit sad we were about the presence of a handful of Bentley lookalikes. Post-war machinery in "pre-war" fresh made attire. It's my personal observation that Interclassics can learn from the worldfamous artfair TEFAF that is being held under the same roof at another date. Tefaf is very-very strict in what artdealers can come up with. Anything questionable is banned from the venue. We think that Interclassics would grow even more if there would be more attention for the subject. Still Interclassics Maastricht is the yearly place to be. If not for the cars than for Maastricht itself, often named the Paris of the Netherlands... See you next year!

(txt & pics Joris Bergsma)

(all prewar cars on show) Marendaz 1933, Fiat Topolino 1938, Peugeot Bebe 1913, Bugatti type 13 Brescia, Bugatti type 57 Ventoux Gangloff, Cadillac Lasalle 1930, SS Jaguar Airline Saloon 1936, Riley Special 1936, Oakland 1910, Ford 81A Tudor 1938, Buick Master Six Roadster 1927, Alvis Special 12-70 ( BJ) 1938, Rolls-Royce New Phantom 1926, 1930 Delage D8 Cabriolet by Figoni, 1921 GN runabout, 1926 Amilcar CGS 'gutterwing' Roadster,  1936 SS Roadster Special, 1935 Bentley V12 RR Gurney Nutting Special, 1934 Aston Martin LWB Mk II, Lagonda LG45, Bentley 4.5 litre DHC 1936, Delage D8 Cabriolet Figoni 1930, Austin Seven Chummy, 1928, Bugatti T54 1931, Renault type I  1902, MG PB 1935, 1928 Bentley 4.5 L blower, 1935 Mercedes Benz 500 K Spezial Roadster, Lagonda M35 1934 2 door sports tourer, Lagonda LG 45 Team Car 1936, Invicta 4.5 High Chassis team car 1928, 1932 Alfa Romeo 8C 2300 swb team car,  BMW 315/1 Special 1936, 1937 Riley Big Four Special 1937, BMW 321 saloon 1939, Mercedes Benz cabriolet B.]]> (Joris Bergsma) frontpage Wed, 17 Jan 2018 23:00:00 +0000
Mystery solved, really!? How? Mystery solves, really!? How?

About a month ago, there was a feature about a mystery car on the platform of the Lynton and Lynmouth Cliff Railway. There were some suggestions made and Ariejan Bos was quite certain about the make. After that, the sender of the photo wasn't quite convinced he (and some others) were right so they emailed to each other to find out what it really was.

As we want to show you how Ariejan came to the conclusion, we will share you his thinking: 
"There are always many details, which can be used as identification features, but in the case of European cars normally only those parts which belong to chassis (American cars regularly have standard factory bodies, making these part of the id process). In this case we have: the bonnet, the number and pattern of the louvres, the dumb irons, wheel hubs, cooling package, front axle and steering system (here: steering head and tie rod), gear levers etc.. The steering wheel itself (including possible hand levers) is unfortunately not very well visible. Also, the presence of chain drive is unclear, is probably not present, but it cannot be ruled out. The angle of the picture prevents to observe this part. Details which can be found on both Georges Richard and Mors models of 1902-1903: this type of bonnet with louvre pattern and divided lid on top of the bonnet, the cooling tube package between the dumb irons, the transverse bar connecting the dumb irons and supporting the crank handle. The crank handle normally is positioned asymmetrical (on the left side for the Georges Richard; in the case of Mors normally on the left, but sometimes on the right): the transmission to the crankshaft is by two differently sized gear wheels. The relatively long wheel hubs can be found on both Georges Richard and Mors, as is the case with the steering gear and front axle shape. Distinguishing features like chain drive and hand levers below the steering wheel are not visible as mentioned.

So what is left: the side levers, three in total: the larger ones for forward gear shifting and braking, the small one for reverse gear. This type of outward curved braking gear I observed only on Georges Richard, as well as the grip of the small lever. See for this the photo of the smaller 12hp Georges Richard. Another detail is the shape of the dumb irons, strengthened in the shape of an inverse T. These seem to have been used only on the larger Georges Richard cars like the 24hp and 40hp (see pictures). The only Mors car which used them as far as I could find was their type Z 40hp racing car of 1902, but this car had a very differently shaped bonnet. The 40hp Georges Richard was very similar to this Mors, by the way, having chain drive too. The reason for the similarity of the Georges Richard and the Mors is of course very clear: Henry Brasier had worked for Mors before joining Georges Richard in 1901. He had worked especially on the racing cars and wanted to do the same in the Georges Richard factory. This was the main reason that Georges Richard, who lost interest in racing at all after a serious racing accident in 1903, left his own firm end of 1904 to establish the Unic factory. In 1903 already the cars were called (Georges) Richard-Brasier, but I believe that the cars were called only Georges Richard in England still for some time. 

So resuming, the car is, in my opinion, a Georges Richard (-Brasier) limousine of 1903, probably a 24hp model indicated by a large number of louvres (12). Maybe not 100% certain, but for me at least 95%!"

Photographs by Ariejan Bos.

]]> (LK) frontpage Wed, 20 Dec 2017 14:33:26 +0000
Just a Sunday at the Bicester Heritage Scramble Sunday at the Bicester Heritage Scramble

It was a cold and crispy Sunday at the Bicester Heritage Scramble. We were there on the invitation of some of the management members and participants to the upcoming Peaks of the Caucasus rally. We also brought our rally photographer and he had a field day.

In less than 5 years the former RAF airfield has become a major site for automotive technology and know-how. Several pre-war specialists, such as Blue Diamond Riley and Kingsbury Racing, have chosen this setting as their prime venue. The buildings from the airfield have all been tastefully restored creating, together with the tree-lined avenues, a very authentic impression. In addition to the historic buildings, Bicester Heritage will add some 60,000 square feet of modern, yet sympathetically constructed units, which will echo the well-known 1920s vernacular.

Some 4000 guests had taken the advantage of the splendid weather conditions and taken some 1000 classic cars to the event, cars ranging from a battered and race prepared Austin A30 to the fragile Lancia Lambda. The ambiance was cheerful with families strolling around, and the odd gathering of automobiles.

Words by Bart Kleyn and photographs by Wico Mulder.

]]> (Morris) frontpage Mon, 15 Jan 2018 23:00:00 +0000
Mysterious Lincoln in Germany on New Year’s Day Mysterious Lincoln in Germany on New Year’s Day

Almost exactly 90 years ago – in winter 1927/28 – a gentleman from Berlin spent some vacation time in the “Riesengebirge” – a mountain area in the German province of Silesia (today a part of Poland).
On the occasion of New Year’s Day he sent a postcard showing him and his impressive car to a friend in the tiny village of Neustadt (Thuringia). I acquired the postcard recently having only a vague idea of the kind of automobile in the picture.

I was pretty sure that it was a US car from the mid/late 1920s – even if the manufacturers' name on the radiator badge seemed illegible in the beginning. In particular, the chunky front bumper made me initially believe it was just another of the many mass-produced American vehicles that had a huge market share in Germany back then.
Well - to cut a long story short - a certain resemblance of the radiator with that of Ford’s Model A (of all cars!) made me research in a different direction which eventually resulted in a match: Lincoln – a brand forming part of the Ford conglomerate since 1922.

Suddenly, the badge on the radiator with hardly a few legible letters made perfect sense, as did the awkward-looking front bumper, the distinctly shaped hub caps, and – most importantly – the greyhound mascot that became standard equipment on Lincolns starting in 1925.
The drum-shaped front lights – clearly outdated at that time, in my opinion – indicated a date of manufacture between 1924 and 1926, at least according to the Standard Catalogue of American Cars from 1805 until 1942 (by B.R.KIimes/H.A.Clark).

I was almost about to close this case as solved, as I noticed a detail which challenged my hypothesis – the brake drums at the front axle! They were introduced on publicly available Lincolns only in 1927, but then you would also have expected bowl-shaped front lights.
Of course, one might assume that Lincolns destined for overseas markets would have differed from cars for the domestic market in several ways. Perhaps the newly developed front lights of the 1927 Lincoln didn’t comply with some odd regulations in Europe, so Lincoln continued to mount the traditional ones on cars to be exported.

But: the story does not end here. Probably the most remarkable feature of the Lincoln with registration in the district of Berlin (“IA”) is the vertically split front window – which I was unable to find in any other picture showing a contemporary Lincoln.

What’s more, the entire body behind the engine compartment is hardly what you would expect on a luxury car. To me, this body – obviously of the sedan-convertible type – shows some similarities with crew carriers used by fire brigades or the police at that time. What also strikes me as odd is the fact that the running board is completely “occupied” by a large box – containing hunting gear, perhaps. How was the owner supposed to enter the car on this side without having to climb on the box first – a humiliating experience, wouldn’t you think?

Now it’s your turn, dear fellow enthusiasts. Can anyone shed some light on the identity and origin of this supposed 1927 Lincoln? Has a car with similar features appeared yet?

Many thanks in advance for any insights and let me use this opportunity to wish all of you a “Gutes Neues Jahr” from Germany!

Words and photographs by Michael Schlenger.

]]> (Michael Schlenger) frontpage Sun, 14 Jan 2018 23:00:00 +0000
An Overlooked Pre-War Gem - The BMW 328 An Overlooked Pre-War Gem -  The BMW 328

Race car or road car? You decide. The BMW 328 was a huge step forward back in the day, where its two-liter engine produced more than 80 horsepower. Yes, getting that much power from a two-liter was a significant development at the time. Having just celebrated its 80th birthday, we look at what it took to build this car, its remarkable history and what it's like to own one today.

Pre-War Significance

When World War II started, the efforts of BMW were fully directed towards supporting Germany. This led to an almost complete halt in car manufacturing, for nearly a decade. By the end of the 1940s, car production still hadn't begun. Only in 1951 was the first post-war BMW released: The BMW 501. The 328 was one of the last BMWs built before the war started when car development halted. The 328 was so good, that it was still winning some cars races years after World War II had ended.


A Masterpiece On Wheels

The BMW 328 is similar in appearance to the F1 cars of the fifties, such as the Mercedes W196 from Fangio and Moss times. Rarely these days do we see the eloquent curves used on vintage cars of the past. Now figures like fuel efficiency, and power to weight ratio have more say than charm. Something that's very present in the 328. The design wasn't just for the looks. The streamlined shape and closed wheels have an influence on reducing aerodynamic drag. You'll notice leather straps to buckle the hood. Plus, a spare wheel lying in clear sight on the roadster version. Something that is rarely seen on today's automobiles, except for the iconic BMW logo. Which is unchanged to this day.


A Dominating Race Car

Today, the Bavarian car manufacturer is involved in motorsports. The early dominance of BMW started with the 328. It achieved over 200 victories as a race car, including the Mille Miglia in 1940, a 1000-mile endurance race held in Italy. The car used in the race produced 130 bhp and was naturally aspirated. It was also a class winner in the 1939 Le Mans 24-hour race. Finishing 5th overall, only a few laps behind competitors with bigger and more powerful engines. It didn't stop there, with the 328 winning into the 1950s. In a sport like motor racing, where manufacturers have constantly innovated to perform, the BMW 328 proved it was a car ahead of its time. The 328's body was also very intelligently designed. An advanced chassis and suspension led to fine handling, and its lightweight construction made it weigh in at under 800kg. BMW recognized early that weight reduction was a priority. 


BMW 328 Performance

Performance wise, the 328 has no comparison with cars of today. However, the sound of the straight 6 engine is unmistakable. You can really hear the pistons of the engine working when it's running. The 328 uses the same engine from the BMW 326, but with some upgrades.


BMW developed new cylinder heads and opposed valves, which increased the power output by nearly 50%. This took the power it produced from 55 bhp to 80 bhp. With its lightweight body, it could reach a top speed of 150 kmh. Other than just top speed. The innovative tubular frame improved torsional rigidity, allowing it to be nimble in corners and have more responsive handling. All this along with an aerodynamically efficient design, helped the 328 become a winning race car from the start.


The Interior

At first glance, you may notice the BMW 328 has a massive steering wheel. This was common with cars of the era, to compensate for the lack of power steering. The finish is of very high-quality and has all the gauges you'd expect to find on any modern car. Other than that, it's quite tight inside for two people and doesn't come with a convertible roof.


The Driving Experience

This is a car that doesn't feel like a car of its age In a well maintained 328, the feeling is very close to driving any relatively modern stick shift car. There isn't a hint of wobble or shoddy construction. Overall, it's an efficient car, reaches a decent cruising speed, can take on hills, and do around 400+ km on a full tank. Munich to Brescia non-stop. The BMW 328 doesn't have an electronic control unit (ECU) to maintain optimum fuel mixture. That's mostly your job to monitor. For it to run well, the engine and carburetor need to be tuned properly.



A Collector's Car

Only 464 BMW 328's were produced. 70 years later, less than 200 remains. You'll probably find one lying in collector's garages, the Goodwood Festival of Speed, or in a historic car auction somewhere. The going price is around $700K - $900K. (Yes, it's close to impossible to buy this car today). The roadster, an open-top car with two seats, works better for summer weather, as the roof (if attached) isn't very thick. It still has enough power and can be comfortably driven, even though it's a race car from the thirties.


The Story Continues

The influence of the 328 has helped BMW establish itself as a leader post-war. All these decades later they're still a dominant manufacturer of luxury and sports cars worldwide. The more recent and successful 3-series are still sporty cars, with classic rear wheel drive and a lot quicker of course. You can still see a little of the 328 in today’s BMWs, with design elements such as the long bonnets, responsive handling, remarkable reliability and performance.

]]> (Morris) frontpage Sat, 13 Jan 2018 23:00:00 +0000
What is it? Quiz #461 What is it? Quiz #461

The year 2017 ended with the Christmas quiz about barnfind cars. And as we know this is of interest for a lot of people, we want to start 2018 with this type of quiz as well. What we see here is a pre-war car that is also a post-war car. Makes this no sense to you? Well, when you know what car it is; you know it does make sense. We want to know the make, type, coachbuilder, year(s) and all other info that you can give us about this car. Please leave your answer of maximum 100 words in a comment before Monday and see next week if you are the winner. Good luck!

]]> (LK) frontpage Fri, 12 Jan 2018 23:00:00 +0000