Fri Aug 30 2013 17:02:56 GMT+0000 (Coordinated Universal Time)
We have been to and have participated the Goodwood Festival of speed. It and the Goodwood Revival are two events that you need to put on your list. This video by MercedesBenzUKPress at the Goodwood Revival 2012 gives you a good overview of that event along with interviews of Lord March and the professional drivers chosen to drive these priceless Mercedes-Benz racing treasures.
You can see over 25 pages of other interesting vintage car videos on The Old Motor @
Thu Jun 06 2013 01:44:05 GMT+0000 (Coordinated Universal Time)
Footage shot by Cadillac engineer Frank Burrell, a guest of General Curtis LeMay and the Allard Motor Company. The footage shows the team preparing two new JR's for the LeMans race. Neither car finished.
Sun May 26 2013 21:01:13 GMT+0000 (Coordinated Universal Time)
Rover P5 spotted at a rural Vermont garage. RHD and with UK plates.
From Wikipedia... Manufacturer Rover
Predecessor Rover P4 (concurrent)
Successor Rover P6 (concurrent)
Class Full-size car
Layout FR layout
Wheelbase 110.5 in (2,807 mm) 
Length 186.5 in (4,737 mm) 
Width 70 in (1,778 mm) 
Height 61 in (1,549 mm) Saloon
58 in (1,473 mm) Coupé
Kerb weight 3,498 lb (1,587 kg)
(3.5 litre saloon)
Designer(s) David Bache
The Rover P5 series, was a group of large saloon and coupé automobiles produced from 1958  until 1973. Models were marketed under the names Rover 3 Litre, Rover 3.5 Litre and Rover 3½ Litre.
The P5 was a much larger car than the P4 which in some respects it replaced. It was extremely popular with United Kingdom Prime Ministers and government officials of its day. Queen Elizabeth II is said to have favoured driving her P5.
1 Mark I
2 Mark II
3 Mark III
5 Media appearances
Mark I 
The P5 appeared in September 1958, badged as the "3-litre". It was powered by a 2,995 cubic centimetres (182.8 cu in) engine. This straight-6 IOE engine used an overhead intake valve and side exhaust valve, an unusual arrangement inherited from the Rover P4. In this form, output of 115 brake horsepower (86 kW) was claimed. An automatic transmission, overdrive on the manual, and Burman power steering were optional with overdrive becoming standard from May 1960.
Stopping power came originally from a Girling brake system that employed 11-inch (280 mm) drums all round, but this was a heavy car and by the time of the London Motor Show in October 1959 Girling front-wheel power discs brakes had appeared on the front wheels.
The suspension was independent at the front using wishbones and torsion bars and at the rear had a live axle with semi-elliptic leaf springs.
A Mark I-A line, introduced in September 1961, featured a minor restyle with added front quarter windows, intended to "assist the dashboard ventilation". Under the metal, the 1A featured modifications to the engine mountings and the automatic transmission and hydrosteer variable ratio power steering as an option.
Mark I "3-Litre"
Body style 4-door saloon
Engine 3.0 L I6
By 1962, when production of the original Mark I series ended, 20,963 had been produced.
An automatic version tested by The Motor magazine in 1960 had a top speed of 95.0 miles per hour (152.9 km/h) and could accelerate from 0–60 miles per hour (97 km/h) in 17.1 seconds. A fuel consumption of 20.5 miles per imperial gallon (13.8 L/100 km; 17.1 mpg-US) was recorded. The test car cost £1864 including taxes.
Wed Oct 03 2012 00:57:46 GMT+0000 (Coordinated Universal Time)
40 years ago British Leyland fitted the 6 cylinder "E" series engine to the roomy "landcrab" body to produce the smooth, fast Austin 2200 (and badge-engineered Morris 2200). Is this an under-rated vehicle ??
British Leyland tried hard to attract attention to the Austin 2200 at European motorshows during 1972.....