Crossley Motors was an interesting company. It boasted a number of “firsts” – some of which might tip a few “sacred cows” tail-over-horns – but let’s begin at the beginning:
The company was founded in 1867 when Francis Crossley bought an engineering business that made pumps, small steam engines and other mechanical devices. They took designs and developed them further with improved valves, more efficient ignition systems and a new device; the carburettor. This had been designed variously by Karl Benz and other contemporaries although the modern, spray version, was perfected by Wilhelm Maybach.
Among other “firsts”: • Obtaining British and World (outside Germany) rights to the Otto Cycle four-stroke engine in 1875, • Acquiring rights to an early diesel-style engine and building its own version, in 1896, about a year before Rudolph Diesel filed his patent.
None of the original 22 horsepower cars have survived but here’s a slightly later one
By the turn of the century Crossley’s petrol engines were finding their ways into road vehicles and, encouraged by car dealer Charles Jarrott and Letts of London, Crossley developed a 22-hp open tourer in 1904. It thereafter bought the dealership, formed Crossley Motors in 1906 and started building its own “English Mercedes.” Car production was spun off, in 1910, leaving the founding firm to continue its original activities.
The open tourer was followed by a seven-litre, 40 hp, model with chain drive and a pump that circulated water through the engine for cooling. Both models were fitted with four-cylinder motors and delivered complete or as powered chassis’. This allowed customers the option of choosing their own coachbuilders. An early design change saw chain-drive replaced by a shaft.
Next, in 1909, came the 12/14; one of the first cars to have engine and gearbox fitted in-line down the chassis. It was powered by a 2.3-litre four-cylinder producing 15 hp. The following year, Crossley continued the “15 hp” name but increased capacity to 2.6 litres.
Then came the 20/25; bought in volume by the British Army and its newly-formed Royal Flying Corps, as staff cars and light trucks. Manufactured for about ten years, production exceeded 10,000 thanks to military sales that included some ambulances and equipment carriers.
A 1923 Model 19.6Tourer
After the war Crossley resumed civilian vehicle fabrication with a new model, the 19.6, fitted with a 3.8-litre four with detachable head. Like most engines of its time it utilised side-valves. This model spawned the 75-bhp, 20/70 sports version with performance-boosting features in use today; high-lift camshafts, higher compression, improved fuel delivery and lightweight wheels. It was joined in the early 1920s by a 2.4-litre, 14 hp, version.
When the army began selling off surplus staff cars, Crossley introduced a slightly redesigned model called the 25/30 or “RFC” (listed as Type J by Quartermasters). Versions included a 19.6-based six-wheeler.
Crossley built its first six-cylinder engine in 1925 and fitted it to a new model, the 18/50 or 20.9. This started as a three-litre but, because of excess weight, it was soon increased to 3.2 litres for more power. Then, to bolster business, Crossley launched a range of trucks and busses that would be its eventual salvation.
Because its car sales had been slowing (too luxurious and too expensive) during the 1930s’ Great Depression, Crossley developed its final model, the 26/90, in 1937. It’s believed that only one example, fitted with a 3.5-litre Studebaker motor, was built before production was stopped in favour of busses, commercials and military vehicles.
Fittingly two updated, modified and more powerful, post-war 25/30s served the Court-Treatt expedition on its pioneering, South-to-North, crossing of Africa between 23 September 1924 and 24 January 1926.
Some 25/30 numbers Engine/gearbox/transmission Capacity: 4531cc Cylinders: Four, cast in pairs Bore: 4 inches (102mm) Stroke: 5 1/2 inches (140mm) Compression ratio: 4.29:1 (fixed head – early), 4.64:1 (detachable head – late) RAC Horse Power: 25.6 Carburettor: Smiths 5 jet Valves: Side Lubrication: Full pressure fed Ignition: Magneto (Lucas EB4) Max power: 45 bhp (33 kw) @ 1750rpm (fixed head) 62 bhp (46 kw) @ 2300 rpm (detachable head) Fuel consumption (typical): 13-15 miles per gallon (20 litres/100 km) Max speed (approx): 60 mph (95 km/h) Acceleration: n/s Gears: Four forward and one reverse gears. Right hand change. Clutch: Cone type See: https://www.youtube.com/watch?v=3ORIWwh8NdI Drive: RWD, shaft: Rear axle: Spiral bevel 4:1 ratio, straight cut (WD spec) 4.07:1 Electrical system: 12 Volt. Body/chassis Wheelbase: 11 feet 3 inches (3429 mm) Length: 15 feet 5 inches (4572 mm) Track: 4 feet 6 inches (1372 mm) Width overall: 6 feet (1829 mm) Weight: Tourer approx. 38 cwt (1930 kg), saloon 40 cwt (2032 kg) Steering: Worm and roller Suspension – front: Semi-elliptic springs Suspension – rear: Three quarter-elliptic springs Brakes: Handbrake operating on rear wheels, foot operated transmission brake. Wheels/tyres: 30-inch rims, doubled at rear, with 920 x 120 beaded edge (tourer), 895 x 135 beaded edge (saloon, landaulette and coupé)
Original story by: Lennie Gouws on the Heritage portal Postcard pics from South African Nostalgia on Facebook
The company camped out for a few months, in southern Tanzania, to give Thomas Glover opportunities to film wildlife. They departed in mid-October. After meeting the Governor-General and his wife in Nairobi, the journey to the Sudanese border proceeded rapidly; reaching Mongala, 1280 km away, in eight days.
Ahead of them lay the infamous Sudd swamp. The name means “blockage” or “obstacle”. It’s one of the largest wetlands in the world but the expedition declined advice to circumvent it by steamboat. They did, however, use one to cross the upper Nile.
A rest stop somewhere in Africa
Those 1700 kms of oppressively hot, malodourous, mosquito-ridden, swamp taxed the team severely. Dinka tribespeople assisted by dragging the Crossleys through. The team all fell ill, but soldiered on.
The vehicles were repeatedly hauled, underwater, through rivers after draining fluids, plugging openings with wooden blocks and wax and lashing steering wheels with minimal give. The first time was at the Bahr-el-Gell River. Two ropes were tied to the front and fifty people heaved. A float was tied to the ropes in case they broke. They did.
C-T remained on each vehicle while it was dragged
C-T remained on each Crossley while it was dragged. Once, he and vehicle disappeared underwater completely while he clung to the steering wheel with hands and feet. The onlookers eventually saw bubbles and the vehicle emerged slowly from the water. But, just as they thought the Crossley was through, it dropped into a trough. The only remedy was to dive in, scoop out mud and build an incline against which the vehicle could be dragged free.
They reached Wau, where Musa joined them, on 14 November. He spoke Arabic, Swahili and a smattering of English. To communicate, CT routed messages via Julius who translated into Swahili for Musa, who sometimes had to find an Arabic-speaking Dinka for further translation.
The next big river was the Bahr-el-Arab, a tributary of the Nile. Adjacent swamps were, in places, up to 13 km wide. There were no maps but a crossing had to be found. En-route to one possibility, some youngsters burned grass to make a road. This got out of hand and the vehicles were almost destroyed.
Arabs, not well-disposed towards the Dinka, lived across the river. There is, to this day, still ethnic conflict in the area. Four Arabs, caught on the Dinka side of the river, were unwilling to indicate where they had crossed but were eventually persuaded to show where the crossing was.
The river was about eight metres deep at this point but C-T believed that a bridge could be built. There were no trees nearby so logs had to be carried a long way. The bridge was ready on 5 December. They reached the opposite bank but still had to cross the swamp.
Being Arab territory, the Dinkas were unwilling to help but were eventually persuaded, with two antelope carcasses, to drag the cars through the swamp on the Arab side.
This was not the only river to cross and, in places, branches and leaves had to be packed over sodden ground so the vehicles could proceed. In other places elephants created immense potholes in roadways. Each car suffered a broken wheel as a result. They repaired one and departed in it to their next destination, El-Obeid, about 64 km away. Spare parts were brought in from Khartoum for the second vehicle to be repaired and collected.
Their second Christmas on the expedition saw them camping in the desert. Memories of the previous, soggy, Yuletide occupied everyone’s thoughts. Julius acquired a festive turkey in El-Obeid and had it cooked.
The next destination was Khartoum and the expedition progressed swiftly. They covered about 180 km per day, sometimes reaching speeds up to 65 km/h. Although forewarned that travel from Haifa in the Sudan, to Shella in Egypt, was impossible, they tried anyway. Rough terrain caused many flat wheels and breakages and they became completely lost. Food and water stores became dangerously low, but a search-party from Aswan luckily found them.
A Felucca, a traditional Egyptian sailboat, transported the Crossleys over the Nile on a platform specifically installed to carry vehicles.
They were welcomed at Giza with flowers, reporters and cameramen. The road from there to Cairo was closed so they could travel on it. Crowds of onlookers greeted them enthusiastically. This was 24 January 1926, the final day of the expedition.
The Crossleys were then loaded onto a ship in Alexandria for transportation to Marseilles, before travelling under own steam to Calais where a ferry took them to England. Radio broadcasts, newspaper reports and parties followed.
The Crossleys were taken on a publicity roadshow that crossed all of Britain. At the same time Glover’s film about the expedition was shown. What subsequently happened to the vehicles remains unknown.
Original story by Lennie Gouws on the Heritage portal Postcard pics from South African Nostalgia on Facebook Edited by Gordon Hall
Everything was prepared in an old rented warehouse. Food, fuel and oil were bought and, on 23 September, the expedition left Cape Town in lovely sunny weather.
The first evening was spent in Bainskloof, near Wellington. Later, somewhere in the Karoo, Stella decided that her thick, heavy coat was unnecessary and left it next to the road. It was returned the following day, neatly folded and packaged in brown paper. She later wrote: “I think Africa, from the Cape to Cairo, is strewn with oddments from my personal kit.”
They completed the first 1,000 km, in Kimberley, on 2 October. Two days later, one of the trucks broke down. It took a week for the spare part to arrive from Johannesburg.
They stopped over in Johannesburg for a few days to rest and re-organise; departing on 25 October. A week later, on 2 November, they reached the Limpopo River.
The rainy season had arrived earlier than usual but they reached the Great Zimbabwe Ruins on 12 November. They took a few days to repair clothes and camping equipment and to service the vehicles. After becoming stuck in mud a few times, they arrived in Bulawayo on 25 November. Here they repaired one truck’s rear axle and built a trailer.
Despite heavy rain they decided to attempt a section that had never been traversed by car before. To lighten the load, they left some food behind. Their diet subsequently comprised Bovril, Bully Beef, salt, coffee, flour and dried fruit.
The new trailer was left behind at Nyamandhlovu, along with the aluminium roofs that were to have served as pontoons. The Kelsey attempt of 1913 had discarded a similar contraption in Paarl.
Today’s road from Bulawayo to Victoria Falls is 435 km long and can be travelled in just over seven hours. It took the Court-Treatts four months. Just beyond Bulawayo the mud seemed determined to engulf the vehicles. After each one was dug out, it was able only to cover a few metres before getting stuck again. It was regarded as a good day if they could advance 10 km. It rained incessantly and the air was so damp that, in spite of the heat, nothing dried out.
Camping was terrible. Christmas was celebrated in rain, under a sopping wet tent, with a warm meal, cake, plum pudding and champagne drank from tin mugs. Stella wrote that the situation reminded her of what soldiers experienced, a few years previously, in the trenches in France: “Can anything be more beastly than this Christmas Day?”
A trip to Wankie, supposedly a day’s journey, took a month. Food stores ran low and a tent was blown away. Errol Hinds proved to be a skilled assistant mechanic but suffered a broken arm while trying to hand-start one of the trucks. The crankhandle lashed back and his arm was in the way.
Having discarded the roof pontoons, alternative plans had to be made to cross rivers. These included pulleys, pontoons, and bridges cobbled together. Were it not for the muscle power of locals and their oxen, the expedition would have come to a sorry end. Stella’s book suggests that this labour was not always appreciated. Helpers, however, each received a penny for a day’s labour.
Until then they had stayed near the railway line but, after crossing the Gwayi River, they switched to higher ground. This meant that thickets had to be chopped to make roads. Progress dropped to walking speed.
They reached Victoria Falls on 25 April and obtained special permission to cross the Zambesi ravine via the railway bridge.
With the rainy season over, they encountered a fresh obstacle. Deep sand slowed the vehicles considerably, managing only 29 km on the first day .
At Kafue they met a French team, also led by an ex-military officer, journeying from Algiers to Cape Town. Its leader, Captain Delinqette, was accompanied by his wife, a mechanic and others. They reached Cape Town on 5 July 1925 after travelling for eight months.
Early in July the Court-Treatt company reached the southern shores of Lake Tanganyika. Here they turned east to travel through a swampy area. They had to cross about 200 rivers. Approximately 180 had bridges made from tree stumps, most of which had to be rebuilt before the Crossleys could use them.
On 24 July a steep incline almost resulted in catastrophe. The second Crossley couldn’t climb it, started running backwards, and was luckily stopped by a tree before it could gather much speed. After being winched back up, it was found that damages included a broken axle and a holed radiator. The team’s blacksmithing capabilities had it repaired, right there, the following day.
Original story by: Lennie Gouws on the Heritage Portal Pics supplied
The modified Crossley 25/30 vans used on the expedition
Going the hard way
Others tried, and failed, to be first to travel by motor vehicle from Cape Town to Cairo.
Major Chaplin Court-Treatt, his South African-born wife Stella, her younger brother Colin as assistant mechanic and CT’s former employee Julius Mapata, succeeded in doing so for the first time, in 1926, taking 16 months to do so.
Son of a Malawian chieftain, Mapata could, apart from English, speak 32 local dialects. In Sudan, a man named Musa was employed to translate further. He remained with the expedition to its end.
Imagine the blood, sweat, tears and the mosquitos that cover every exposed area on your body like a grey crust. There were mud swamps, up to 20km wide, to be crossed and they got lost in the desert. The first Christmas was spent in pouring rain under a leaking tent; one member had a broken arm and another an almost deadly insect bite. Sometimes they were only able to cross rivers by dragging the vehicles, under water, along the bottom.
They might have thought twice had they known all this beforehand.
The route the Court-Treatts chose was purely over colonial territory. Stella Court-Treatt wrote in her book, Cape to Cairo, published in 1927: “The desirability of blazing a trail through British Africa was superior to every other consideration.” They later acknowledged that another route would have been shorter and easier. Cape Town is 7 241 km from Cairo as the crow flies but modern electronic route planners indicate that the road is 9 654 km long.
The Court-Treatts departed Cape Town on 23 September 1924 and after 16 months reached Cairo on 24 January 1926. They had travelled 12 732 miles (20 490 km); the same distance as London is from New Zealand. Two French expeditions, travelling from north to south at the same time, completed the journey in eight months.
Court-Treatt – generally known as “CT” – personified Rider-Haggard novel heroes with his double-barrelled surname, lean stature, resolute jawbone and ever-present pipe in mouth. Stella wrote that he was taller than the proverbial 6 feet (1,82 m) and that his character was as strong as he physically was in size. In spite of this he was sweet-natured and friendly, never lost his head and always remained calm and composed in difficult situations.
CT knew Africa. By the end of WW1 he was a member of the Royal Flying Corps (RFC) and was stationed in Egypt when the armistice was announced. After the war he stayed on as an officer in the Royal Air Force (RAF) and was a member of the team tasked to plot an air route from Cairo to Cape Town. He commanded the group responsible for the section between Abercorn (now Mbala in Zambia) and Cape Town, a distance of about 2000 miles (3200 km). This was completed in 1922. He remained in South Africa where he met his future wife, Stella. They married in 1923.
A Crossley tender from WW1
CT used Crossley vehicles during the War when they served the RFC as light trucks (tenders) and staff cars. Impressed with their ability to traverse rough terrain, he bought two updated, post-war, models; choosing the adapted 25/30 chassis specifically developed for the RFC and offered with various bodies. His expedition vehicles were modified by raising the suspension. Each could carry just over a ton in payload. The bodies were painted silver-grey and the aluminium roofs could theoretically be removed, bolted together and serve as pontoons to carry the vehicles across rivers. Mosquito netting over windows, and extra water tanks, were installed.
Provisions, food and spare parts were sent ahead to 27 places along the route. To get these to their destinations was in itself an expedition. Some could be sent by rail. In the Sudan, they used camels, but in some distantly situated areas, human carriers manhandled loads over hundreds of kilometres. Waypoints included Johannesburg, Nyamandhlovu (about 40km northwest of Bulawayo in Rhodesia, now Zimbabwe), Mwaya Beach (Malawi), Nairobi and Khartoum.
Baggage was limited to the absolute minimum. One luxury was a gramophone. A sizeable stash of weapons and ammunition was included; not to defend the expedition, but to shoot meat for the pot. Breakable items such as cameras had to be specially packed to survive the treacherous terrain. Canadian photographer and cinematographer, Thomas Glover, joined the expedition to record it.
Each member of the expedition had his or her designated tasks. Stella did a course in elementary medical care. She also had to mend all clothes and later said: “I hope never to darn another stocking in my life.” After eight months of preparations, the Crossleys were loaded onto the RMS Walmer Castle, accompanied by the Court-Treatts and the rest of the company. The group arrived in a rainy Cape Town on 15 September 1924.
Moss Green Dream Machine: SS100 Jaguar, 2½-litre, Open Tourer Reproduction
Visible authenticity
Pics supplied
Ballito resident Peter Micklewright’s handsome, Moss Green, SS100 Jaguar Open Tourer isn’t a Replica. It’s a Reproduction.
The first would be an exact, or nearly-so, duplication of an interesting old car. Modern materials and technology could, if necessary, be used in its construction. A Reproduction is a remake of an interesting old car; primarily using original components but allowing for worn, broken or missing items to be carefully recreated using, as far as possible, period-spec materials.
Peter’s car began life as a 2½-litre saloon. He has the Jaguar Heritage Trust certificate to confirm that. But, although closed-top models are nice enough, SS100 Open Tourers are far and away sexier.
Background: In 1936 SS Cars produced this advanced and remarkable model at a fraction of the cost of similar high-powered sports cars available at the time. The 2½ litre SS100, presented by William Lyons in 1936, had both outstanding styling and remarkable performance. Even a completely standard example could comfortably keep up with today’s fast traffic.
Its name, SS100 Jaguar, indicated that it was “as lithe as a jungle cat” and could reach a (claimed) top speed of 100 miles per hour. Original 2½ litre SS100s, with a volumetric displacement of 2.664cc and a final drive ratio of 4:1, had very high torque and were mostly driven in fourth and third gears. Even after cornering at 10 mph, it could accelerate well without selecting a lower ratio. The four-speed gearbox had synchromesh in second, third and fourth gears and non-synchromesh first.
Its mechanical brakes, if properly adjusted, were adequate even from high speeds. With a lock-to-lock steering ratio of 2¾ turns the steering is very responsive at high speeds and easy to manoeuvre, even at low speed, thanks to its low weight of just over a ton.
Peter tried to do the conversion himself but limited funds and expertise saw the project stalling so he acknowledged defeat and sought help. Wally Vorlaufer, the Austrian-born guru who’d wrought magic with many old Jaguars, was the man for the job. That gentleman checked it over and proposed: “Better we start again, ja?”
Wally suggested some mechanical modifications, to make it more driveable in modern conditions, without impairing visible authenticity: • Engine capacity increase to 2850cc, • Compression ratio increase to 8.5:1, • Unleaded fuel-compatible cylinder head components, • Final drive lengthened from 4.0:1 to 3.8:1 to provide a speed increase of eight-percent in each gear, more relaxed highway cruising, and a theoretical top speed of 170 km/h.
Unfortunately that’s beyond reach because, owing to the body’s flowing front wings, air gets trapped under the car and makes steering uncomfortably light at anything beyond 130 km/h. Its low exhaust note is distinctively SS100, fairly prominent around 4200 rpm, but not unduly intrusive to hot-blooded enthusiasts.
Furthermore the suspension was considered too hard at lower speeds, by modern standards, so each leaf spring had a blade removed to soften the ride. Cruising on the highway, at 120 km/h, Peter’s SS100 rides very smoothly and maintains speed comfortably over long distances.
The body tub is a reproduction, obtained from Ashley in the UK, rebuilt and adjusted for practicality by Vorlaufer’s. Wally manufactured new wings from scratch although the bonnet is original SS100.
Leg space was a known problem with these cars so the footwell was widened, by 75 mm, although Peter still had difficulty getting his 1.77-metre frame comfortable in the cockpit. Further, substantial, alterations were needed in order to move the seats 200 millimetres rearward.
The cooling system with its original honeycomb radiator isn’t pressurised but, under normal circumstances, engine temperature seldom exceeds 80 degrees Celsius. As a precaution, though, Wally added an accessory electric cooling fan. It was never required on trial runs.
To round it off they fitted high-performance Blockley 5.50 x 18-inch tyres. These feature a period Dunlop Racing tread pattern but modern internal construction, substantially improved traction and better safety characteristics.
The rebuild, spanning four years and some 3500 man-hours, was completed late in 2020. Sadly, however, Vorlaufer Cars went into voluntary liquidation the following year.
Peter’s biggest headache at present lies in persuading South African licensing authorities to accept the car’s bona-fides, so he is coming reluctantly to the conclusion that he might be forced to perform an “original” registration in the UK where it conforms to latest DVLA guidelines.
Some numbers: Build years: 1936 to 1939 Quantity built: 198 x 2½ litre and 116 x 3½ litre Engine: 2664 cc, inline six, OHV Bore x stroke: 73 x 106 mm CR: 7.6:1 Twin SU carburettors Power: 102 bhp (76 kW) at 4600 rpm Torque: n/a Gearbox: Moss four-speed manual Final drive: 4.0:1 Wheels: 18″ wire Tyres: 5.25 x 18 Suspension (Front) Beam axle, semi-elliptical leaf Suspension (Rear) Live axle, semi-elliptical leaf Brakes: Girling, rod-operated Measurements: 153 inches (3886 mm) long, 63 inches (1600 mm) wide, 52.6 inches (1336 mm) high on 104-inch (2642 mm) wheelbase Weight: 23 cwt (2576 lb/1169 kg) Body styles in 1936: 4 door saloon, 2 door tourer Construction: Alloy and steel panels over ash framework (All-steel from 1938) Price at launch: £395 (+ £10 vs saloon) 0 – 60 mph: Approx. 13.5 sec Top speed: 94 mph (152 km/h) Fuel consumption: 20 mpg Imperial (14.12 l/100 km) Details of Micklewright repro as per text Note: This model was apparently enlarged in 1937 but accurate information is unavailable because official records were destroyed during WW ll.
Christmas Eve adventure: The Peerless Motor Co’s farewell V16 sedan
Aunt Daisy swears it’s true
Little Merry-Belle Noël stood – one chilly December day in 1935 – clutching the pinkie-finger of her new Daddy’s left hand while staring, googly-eyed, at the most breathtaking automobile that she’d ever seen.
Aunt Daisy, who told me this tale when I was but a rug-rat, filled me in on some background: Merry-Belle was given her name when she was found wrapped in a pink blanket, on Christmas Eve 1929, at the doorway to the Jones Home for Friendless Children in Cleveland, Ohio. The bells of St Timothy’s were ringing merrily nearby. Authorities guessed that her parents may have lost home and livelihood in the devastating stock market crashes, called Black Thursday and Black Tuesday, of that past October.
Merry-Belle remained at the orphanage until she was fostered, by the Abernathy family, shortly after her presumed fifth birthday.
The car holding her rapt attention was a prototype; the recently-defunct Peerless Motor Company’s final design (mentioned here: https://oldcars.net.za/blog/2025/10/22/1929-peerless-model-6-81-sedan/) that was to have been its 1933 halo model. Boldly displayed in the Brewing Corporation of America’s front lobby, on downtown Quincy Avenue, it was huge; almost fifteen feet long, over six feet wide and as high as freshly ripened Yellow Dent corn. Bold, black and magnificent, it boasted a shine at least a yard deep.
A plaque recorded that it had a V16 engine of 464.6 cubic inches, it produced almost 175 horsepower and was capable of a top speed of 99 mph. It further noted that body, crankcase, cylinder heads and block were made of aluminium to save weight.
“Daddy,” she asked, gazing appealingly upwards, “do you think Santa might like this as a special sleigh for delivering toys to my friends at the Jones Home this Christmas?” Mr Abernathy was doubtful: “Santa will surely be too busy,” he replied.
But someone had overheard. Smartly dressed Mr. James Bohannon, the brewing company chairman, smiled secretly to himself upon entering the building. He had things to arrange.
December 24th dawned chilly. The forecast for Christmas Day estimated a high of 22 degrees Fahrenheit. No record was kept of overnight temperatures but they surely dipped well below freezing. Only cops, firemen and hoboes (the name given to homeless people back then) dared to venture out in that.
It’s been reported that Jerry Kann, an ex-stock market whizzkid, was among those indigents. He had lost everything and been a ‘man of the road’ since 1930. Apart from raggedy clothes, and a threadbare blanket, his only barrier against the bone-chilling cold was occasional bottles of Red Cap Ale that he bought when panhandling proceeds allowed it.
Jerry did not believe his eyes, shortly before midnight, when he could have sworn that he observed the Brewing Company of America’s magnificent display car drifting silently down Quincy Avenue. Then taking a ghostly left towards the orphanage; leaving no tracks in the soft, powdery snow. And, most startling of all, there was a sixteen-reindeer sleigh team harnessed up front.
Found delirious, hung-over and near-frozen on Christmas morning, Jerry insisted to his rescuers that, shortly before he passed out, he had seen the car and its reindeer team parked up on the Jones Home’s roof. Without a soul inside it.
Yet strangely, despite every child finding a wrapped and labelled present beneath the home’s festively decorated tree, no-one ever believed his story. Except, perhaps, for Merry-Belle…
Some technical stuff in case you’re interested: Body type: 4/5-seat sedan No. of doors: 4 L x W x H: 4445 mm (175 in) x 1890 mm (74.4 in) x n/a Wheelbase: 3683 mm (145 in) Mass: 1837 kg (4050 lb) Engine: V16 OHV, two valves per cylinder, water-cooled Displacement: 7613 cc (464.58 cu.in.) Bore x stroke: 82.55 mm (3.25 in) x 88.9 mm (3.5 in) Compression ratio: n/a Power: 129 kW (173 hp) @ 3300 rpm Torque: 373.3 Nm (275 lb/ft) Power/weight ratio: 70.2 W/kg Transmission: Three-speed manual Zero to 60 mph: 13.0 seconds Maximum speed: 160 km/h (99 mph)
Main pics by Peter Micklewright, rearview and instruments borrowed off internet
The background: The Peerless Motor Company produced cars from 1900 to 1931. One of the “Three Ps”- Packard, Pierce-Arrow and Peerless – it was known for high-quality, luxurious automobiles.
The company, established during 1900 in Cleveland, Ohio, at 43 Lisbon Street, began manufacturing automobiles using De Dion-Bouton engines under license from the French company bearing that name. Engineer Louis P. Mooers designed, in the meantime, the first Peerless-branded models and in-house power units. The new cars debuted in 1902; featuring front-mounted engines and shaft-driven rear wheels. This layout subsequently became the industry standard.
From 1905 to 1907, Peerless grew rapidly in size and production volume. As its fame spread, the company produced increasingly higher-priced models; all focussed on luxury. In 1911 Peerless was among the first car companies to introduce electric vehicle lighting, with electric starters following in 1913. Two years later, the firm introduced its first V8 engine; developed to meet competition from Cadillac’s similar layout that had been introduced in 1914. That unit powered Peerless’ staple production vehicles until 1925 when the company began using engines bought elsewhere.
Peerless pioneered a number of innovations, that later became standard equipment, including drum brakes and the first enclosed bodies on production cars. The entire range was redesigned in 1929 – to compete with innovations from Stutz and Marmon – accelerating sales until, for 1930, designs were refreshed yet again with the Peerless-designed V8 replaced, as a cost-saving measure, by a Continental straight-eight.
The Great Depression of 1929, however, similarly depressed sales of luxury automobiles. Peerless cut production drastically while maintaining a single line of vehicles aimed at wealthy buyers who hadn’t been badly affected by the downturn. At some time during 1930-31, Peerless commissioned Murphy Body Works to design what it envisioned as its 1933 model.
The task was assigned to Frank Hershey who produced a remarkably clean, elegant vehicle. Unfortunately only one, V16-engined, prototype was completed. Finished in June 1931, it was the last Peerless ever built; remaining in the factory until the end of World War II. It was then, reportedly, donated to the Crawford Auto-Aviation Museum in Ohio but I have not found supporting evidence of that.
Peerless remained fallow until Prohibition ended, in 1933, re-opening opportunities for interested parties to produce alcoholic beverages. The company then abandoned car manufacture, repurposed its factory, and obtained a license from the Brewing Corporation of Canada to make beer under the Carling Black Label and Red Cap Ale brands.
The car under review: Believed to be one of only eight Peerless 6-81 Sedans left in the world, this particular vehicle began its South African adventures in 1929.
While being delivered to its prospective first owner by Mr. Spence, the Durban dealer for Peerless, it was damaged during a hail storm – possibly the worst the area ever suffered – that covered the city in hailstones as big as tennis balls. These, according to people who remembered it, were still evident in gutters three days later.
Cars on the road at the time were severely damaged; canvas roofs ripped to shreds, windscreens smashed and bodywork badly pitted. Because the Peerless had suffered too, Mr. Spence decided to keep the car for himself; delivering an alternative vehicle to his client, Vernon Hooper, erstwhile owner of the Royal Hotel in Durban.
The model was expensive for its time, costing £885 (US$1595) when a new Chevrolet could be had for £225. To add perspective, though, the 248-cubic inch (4069 cc) Model 6-81 developed 66 horsepower against the 194-cubic inch (3179 cc) Chevrolet’s 46 bhp. It was also far more luxurious.
Mr. Spence, in time, relocated to Mooi River; using the car as a daily runabout until his passing. His daughter, Sylvia (Bowden), plumped for it as her wedding car in 1953. The move inland had spared the Peerless from “Durban Cancer” as there was no rust anywhere on the body when D.K. Lane acquired it from Spence’s widow in 1966.
Mr. Lane restored the vehicle in time for the 8th International Veteran and Vintage Car Rally, run in 1968 from Cape Town to Durban, that it completed without a moment’s trouble.
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One P. Redman purchased the vehicle in 1994. It remained in his family until 2009 when the next guardian, Ballito resident Peter Micklewright, resurrected it to its former glory. He, in turn, passed the baton in 2023 to local farmer, Greg Howden, who exercises it regularly.
What’s it like? An American couple commented on theirs: “It’s very roomy. In the back you can stretch your legs straight out and not touch the seat. It’s also roomy in the front seat. A lot of cars from that era do not have a lot of room in the driver’s compartment … Peerless really has two things. One is all that the name implies, but the other is silence and comfort. This is a very silent and comfortable car to drive. There is a footrest in the back, a handrail, pull-down shades for privacy and a rear-mounted spare tire”.
Another example; just to show what the back end looked like
Some numbers: Production: All models, between 1900 and 1931: 108 116 Production, all models 1929: 8318 Specifications: Engine : Continental straight six 4069 cc (248.3 cu in), flat head, side valve, with seven-mainbearing crankshaft Ignition: Distributor and coil Bore x stroke: 3.375 inches x 4.625 inches (85.725 mm x 117.475 mm) Compression ratio: 5.06:1 Power: 66 hp at 2900 rpm Rated horsepower 27.3 Carburettor: Single Stromberg Transmission: Three-speed manual, single-plate clutch Differential ratio: 4.22:1 Steering gear: Cam and lever Suspension: Semi-elliptic leaf springs front and rear Service brakes: Four-wheel drum, hydraulically operated Parking brake: Mechanical, acting directly on propellor shaft Wheels and tyres: Spokes on steel rims, 5.50 x 19-inch biasply (Wheels with wooden spokes, and steel dish wheels were optional) Wheelbase : 294 cm (116 in) Weight : 1383 kg (3050 lbs)
The smart thing to do with under-utilised real estate is to add alternative uses. Mathew Mundell, son of the owner of Stockowners Farm at Tweedie, Howick, believes in doing that.
On weekdays a portion is given over to a clubhouse with restaurant, a kids’ playpark with mini BMX track and a driving range. That might explain why I found a shiny new golf ball near my car when I parked in the visitors’ outfield this past Fathers’ Day. But back to the alternatives mentioned earlier: Apart from sundry events staged there by Mathew and local entrepreneur Kelly Gibbs (Evergreen Events, Hilton KZN), there is always time for more.
Co-organiser Mike Leisegang’s 1930 Ford Model A
A whisper in an ear, from a local old-car enthusiast, suggested that not all Veteran, Vintage, Post-war and Classic car owners are thrilled with what is currently available by way of local display-and-meet opportunities. Some feel that Cars in the Park, at its newish venue near Ashburton, just isn’t what it used to be. Others don’t want to drive their elderly chariots that far along the N3 highway. And there are those who believe that the Howick area is home to sufficient old machinery to warrant staging a local event.
Model T and Cadillac
So it came together: A date was chosen (a “holiday” Sunday that conveniently fell over a long weekend), trade sponsors lined up, vendors invited to participate and live music arranged. Gate charge was set at R30 and dogs, provided their minders cleaned up after them, were allowed in free. Cool and sunny weather was a welcome bonus on the day.
Volvo 120 series Amazon and PV 544
Cherry-picking from 140 exhibits, the following come to mind: Fords included co-organiser Mike Leisegang’s 1930 Model A Sport Coupé, a 1936 V8 Roadster, and a 1916 Tin Lizzie that stood alongside a 1904 Cadillac proudly displayed by the same custodian. Also featured were a selection of VW Beetles, buggies and early Golfs along with two iconic Volvos; a PV-series and an Amazon. The “Beetle-back” cars never had OE engines larger than 1600 cc because their three-bearing crankshafts couldn’t handle higher loads imposed by greater capacity. Power-hungry owners discovered that to their cost. 120-series Amazons that followed boasted 1800 cc and two-litre, five-bearing motors that overcame the early weakness. Built tough for Sweden’s rumoured eighty-percent dirt-road network they became the rally cars to beat – practically anywhere in the world.
A prowl of Jaguars
The local Jaguar and Daimler group fielded a Mark 5, a pair of Mark 2s that came a while after it, an XK 140, an E-Type, a couple of XRs and two Series-1 XJ6s. One of these, badged Daimler Sovereign, was personally imported. I found an unaffiliated Mark 4 farther down the field.
Half the Deuxs Chevaux
I then saw four delightful Citroën Deux Chevaux. These were, anecdotally, designed to comfortably transport four burly farmers, minding a basket of unboiled eggs, across a ploughed field; without breaking any.
Other sightings included a couple of Porsches; three Alfa Romeo Spiders; 1941 GMC pickup; 1914 Buick B25 Tourer; 1931 Chevrolet five-window coupé; a wild MG K3 Magnette with supercharger and a mid-thirties De Soto, a brand in the Chrysler empire between 1928 and 1961. It featured Fluid Drive, an early form of automatic transmission.
International wooden-bodied pickup
Also seen were a mid-thirties’ International pickup with wooden body; six Mazda Miatas; a Lancia Fulvia; various Mercedes-Benzes, Toyotas, Jeeps and Land Rovers. I apologise for those unnoticed or not mentioned.
Wartime BMW and a Moto Guzzi
Scattered in-between were interesting old motorcycles including a WW2 BMW with sidecar, a couple of civilian Bimmers, a red (what else?) Moto Guzzi, a Hog, a 1922 BSA and far too many modern off-roaders. Not biased at all, you understand.
For a first effort this show was a resounding success, with plans already in mind for next year. Real Estate is there to be utilised after all.
Everybody loves a Miata
Some numbers: Visitors: Over 3000. They were still arriving at lunchtime. Exhibits: 140 Funds raised for the SPCA: R20 000
Kadett Astra Rautenbach will soon be turning 30. That’s a very desirable age for a car; sufficiently young to prevent culture shock yet mature enough to be interesting.
Then-Natal Parks Board site inspector, Peter Rautenbach, bought her on 23 June 1995 – the year in which it won SA Car of the Year – as his last official vehicle before retirement. Until then he had usually chosen top models with every bell and whistle but, in order to be sure of getting it paid off before the big day, he “bought down” to entry-level specification.
The car he chose, while sufficiently peppy to get the job done, was pretty basic; manual wing mirrors and windows, no aircon, no central locking, no radio, no power steering. That refinement was added later after he handed the car over to his wife and she found it hard to drive. Subsequently, after the elder Rautenbachs had passed away, the car moved on to their son Paul. He owns the motor workshop and car wash behind the Shell fuel station in Zwartkop Road, Pietermaritzburg.
Being a product of its age, it was built before the time of ABS, ESP, airbags or cameras. There’s no fault with that; it simply requires that its pilot possesses decent driving skills and remains alert.
Although overseas versions of this model range were all labelled Astra, Delta Motor Corporation, South African distributors of General Motors brands between 1986 and 2004, chose to badge hatchbacks as Kadett (an old Opel model name) and sedans as Astra.
Paul’s comment on handing me the key was: “For an older car it still has plenty of steam, keeping up easily with the youngsters.” It does that, but subject to the usual caveat: “except for VWs, Audis, BMWs, Mercedes-Benzes and big SUVs or double-cabs driven by hooligans.”
Driving impressions: For a little hatchback with naturally aspirated engine, performance is spirited and flexible; third gear is ideal for city and suburban work, between about 40- and 80 km/h, while fourth will take you from there to freeway entrance speed quickly and safely. The motor turns over at around 3500 rpm in top gear (fifth) and rolls on nicely from there if needed. Although maximum torque of 132 Nm (European figures) kicks in between 3400 and 3500 rpm, ninety percent of that is available from 2500 revs to about 5850.
Its suspension, McPherson struts with coil springs and anti-roll bar in front and beam axle with Watts linkage, coils and conventional dampers at the rear, is firm but not uncomfortably so. Handling is reassuringly positive and on par with all but really fancy 2020s competitors.
Controls and interior: Gear shifting is still smooth, positive and free of sloppiness; the centrally placed mechanical parking brake works firmly and progressively, trim is generally in good condition and free of rattles. The only obvious signs of wear are on the faux-leather gaiters surrounding gear lever and hand brake.
Front seats are fabric, comfortable and adjust mechanically, although this was before seat height adjustment became fashionable. In the absence of touchscreens, secondary controls like HVAC, entertainment (if fitted), lights and trip meter are easy to find and operate.
Back seat accommodation is a moderately good fit for this 1.85-metre tester who rated headroom (three finger-widths of space between scalp and ceiling) OK, although knee- and foot space is rather tight. Three grab handles and a single courtesy lamp are included.
The boot loads at 71 cm into a well 23 cm deep, so luggage handling should be quite easy. Its space is nicely shaped; 818 mm long – 1372 with 60:40-split seatbacks folded – 995 mm between wheel arches and 868 mm deep. Luggage capacity is rated at 360- to 1200 litres VDA.
Although not loaded with modern-day toys, this basic-spec family runabout should fulfil most users’ needs and is a very neat and flexible daily driver.
Car kindly loaned by owner.
The numbers
Retail price at time of purchase: R66 541
Engine: GM Opel C16SE, 1598 cc, SOHC, eight-valve, inline four-cylinder
Fuel feed: Multipoint, indirect petrol injection. Naturally aspirated
Power: 73.5kW at 5600 rpm
Torque: 132 Nm at 3400 rpm
Zero to 100 km/h: 11.0 seconds
Maximum speed: 185 km/h
Average fuel consumption (ECE rating): 7.1 l/100 km
Tank: 52 litres
Luggage: See text
Brakes: disc and drum
Ground clearance: 135 mm
Turning circle: 10.5 metres
Standard tyre size: 175/65R14
Spare: Full size, steel rim
Towing capacities, unbraked/braked: 500 kg/1000 kg
Words by Axel von Tramp Pics by owner One man’s project: 1958 Porsche 356A 1600 S Coupé, Type 2 Born to be Silver
Introduction: The 356 was created by Ferdinand “Ferry” Porsche, son of Ferdinand Porsche, founder of the German company. Ferry, in his turn, founded the Austrian company with his sister, Louise Piëch. Like its cousin, the Volkswagen Beetle (that Ferdinand Porsche Sr. had designed), the 356 is a four-cylinder, air-cooled, rear-engined, rear-wheel-drive car with seamless pressed and welded steel box frame and one piece with body construction.
The chassis was a completely new design, as was the 356’s body, penned by Porsche employee Erwin Komenda. Certain mechanical components, including the engine case and some suspension parts, were based on and initially sourced from Volkswagen.
The first 356 was road-certified in Austria on June 8, 1948 and was entered into a race in Innsbruck, where it won its class. Porsche then re-engineered and refined the car with a focus on performance. Volkswagen and Porsche shared fewer parts as the 1950s progressed.
Porsche handcrafted the early 356 automobile bodies, at Gmünd, in aluminium but when production moved to Zuffenhausen, Germany, in 1950, models produced there were steel-bodied. The early aluminium-bodied cars are now referred to as prototypes. Porsche contracted Reutter Carosserie-Werke to build the steel bodies and eventually bought that company in 1963. Reutter retained the seat manufacturing part of the business and changed its name to “Recaro”.
The 356 was built in four distinct series: The original 356 (“pre-A”), followed by the 356A, 356B and finally, 356C. To distinguish between major revisions, 356s are generally classified into a few major groups. The 356 coupés and cabriolets (soft-tops), built through 1955, are readily identifiable by their split (1948 to 1952) or bent (centre-creased, 1953 to 1955) windscreens. In late 1955 the 356A appeared with a curved windshield. The A was the first road-going Porsche to offer the Carrera four-cam engine as an option. In late 1959 came the T5 356B; followed by the redesigned T6 series 356B in 1962. The final version was the 356C that was little changed from late T6 B cars although disc brakes replaced drums.
The project begins
The car under review: The present owner, ex-rallying colleague and Formula Ford competitor Graham Chilcott, bought this 1958, 356A Type 2 – with 1600 cc “S” motor, one of only two in South Africa and 5990 T2s built that year – from his navigator, Steve Pike. Steve had been the car’s second owner, rallying the car quite aggressively in the Natal (pre-KZN) Midlands during the 1960s. That particular part of its history apparently ended with a front-end collision resulting in wheel, suspension and bodywork damage; along with a seized engine, putting it out of commission.
It remained in storage for many years afterward and, during that time, unused parts stopped working or succumbed to forces of Nature. Others were simply lost or got stolen. Here are some examples: Theft / Damage: Broken boot lid hinge; battery and cover; inside and outside rear-view mirrors; aerial; radio and speakers; six-volt ivory cigarette lighter; cubby hole base, torn open from underneath; distributor; generator and regulator with wiring cut out.
Mislaid: Inlet manifolds; dip stick; accelerator rod on carburettor pump (R1,500 to replace); all the engine bay heater parts (a further R25,500); two wheels; two luggage strap brackets; rear reflectors and 16 VW front suspension parts during relocation from Pietermaritzburg to Cape Town.
In transit to Pinelands
Although Graham had acquired the project in 1990 – having been asked to rebuild it in memory of Steve’s late wife Margie who had navigated for him in the car – career, cycling and pecuniary issues delayed full-time reconstruction until March 2018. By that time he had moved to Pinelands in the Western Cape and built himself suitable garaging and workspace; whilst also designing, building, or where required, buying some necessary equipment.
That included a strong wooden pallet bench, glass bead blaster on a mobile rotating stand, multi-rotational engine stand plus wheel adaptor, sound deadening removal chisels, versatile mobile rotisserie, car dolly, engine dolly, trolley jacks and adaptors, versatile drum scaffold, toe-in gauge, headlight alignment board, adaptor for brake drum puller (ex-Renault R8), rear axle nut spanner, 22-ton hydraulic press, mobile assembly and storage workbench, TIG welding setup, trolley for large loaned oxy/acetylene set and a mobile stool. He had, in the meantime, sourced 487 kg of used and damaged spare 356 engine parts from Johannesburg.
Prior to purchase, the car had been metallic silver, then white, then silver again and back to plain 1-mm steel under red PA10 primer. Rust was minimal while the shell was basically sound with only superficial damage.
The aim of the restoration: An affordable classic daily driver – certainly not concours but as close to original as economically possible – with, perhaps, a few minor but reversable upgrades. Graham, being a Govt. Cert. and T4 Dip. Mech. Eng. with broad technical ability and skill sets, used experience gained from an early age through his practical training, hobbies, motorsport and career to tackle another more significant rebuild project.
The process: All PA10 and other material was removed by hand and sander, external bare metal was clear coated for protection and to view problems. Minor rust and dented areas were repaired and a little fibreglass and body filler removed. Then came a day-and-a-half of high-pressure wet glass bead blasting to clean away years-worth of gunk. This was followed, after drying and prepping by zinc-rich priming.
Then followed, in no particular order, TIG-welded replacement of the rear floor pan and battery box base; an additional cover across the centre of the floor pan; comprehensive seam sealing; minimal lead wiping and body filler. That was followed by two coats – two colours – of good quality primer to underside, inside and outside; underbody coating consisting of a first coat brushed inline, a second coat brushed transversally and a stipple-rollered final coat. The interior was treated to a full first base coat throughout; with a clear coat over the dash and black Duco beneath it.
Earlier removal of the original sound deadening material took three months, working part time, to later be replaced by full sheets – rather than original-spec’ pads – and carefully fitted, millimetre by millimetre, with additional material as deemed necessary.
Engine assembly was equally careful: All parts were glass bead blasted, cleaned, checked and stored; new key and missing parts were purchased; tools were made; the relevant book was borrowed and read four times; matched, 90 hp cylinder heads with 40-mm inlets to allow for upgrading from 32 mm Zenith to 40 mm Solex carburettors (in stock for the future) were overhauled with replacement exhaust valve guides; fully balanced professionally; blue-printed ex motorsport experience; carburettors repaired and overhauled; extra inlet manifolds tapered to match cylinder heads; 356 B / C distributor and fuel pump fitted; and a 26-blade VW cooling fan to replace the original 16-blade unit.
Other improvements included an extra metal fuel filter from an Opel, Bosch six-volt competition coil, 180-mm clutch and pressure plate ex a 356B, MGB air filter elements, Bilstein dampers, stainless steel sections in lower door rubber seals and various improved trim fasteners, water resistant plywood foot boards in front, a pair of additional headlight relays, competition-style battery isolator switch / immobiliser, 50 mm2 welding cable for the starter, and three-point safety belts. A working, but 12-volt, radio was installed after building himself a suitable inverter. The wiring harness was extended by 70 mm and replaced at each end with coded wire from the centre section of a loom from another earlier 356 Coupe.
One of Nature’s “interventions” was shrunken carpeting that had to be replaced along with the upholstery. Graham redid and completed about half that work after it had been botched by a so-called professional. Two helpers assisted with some final industrial sewing.
Other work progressed slowly and carefully, culminating in final painting – another project completed with available resources and in-born DIY skills – then re-assembly. The car was completed on 16 June 2021, obtained its COR on 19 July and the final running papers on 19 November of that year. Let’s just say that there was some bureaucratic obstruction along the way and leave it at that?
Finally, there are certain immutable Facts of Life: Ferraris are red, Lamborghinis are yellow, hot English cars sport BRG, the best Renaults wear French Racing Blue. And Porsches are born to be silver. Graham’s 356 proudly wears an accurate colour match to its original Silbermetall Code 5706.
Specifications: Weights Curb weight (without driver): 850 kg / 1874 lbs Dry weight: 812 kg / 1790 lbs Gross vehicle weight rating GVWR: 1200 kg / 2646 lbs Payload: 350 kg / 772 lbs Powertrain Engine manufacturer: Porsche 1600-616/2 Engine type: Spark-ignition 4-stroke Fuel type: Gasoline (petrol) Fuel system: Carburettors x 2 twin choke Zenith 32 NDIX Charge system: Naturally aspirated Valves per cylinder: 2 Cylinders, alignment: Boxer 4 OHV Displacement: 1582 cc / 96.6 cui Bore: 82.5 mm / 3.25 in Stroke: 74 mm / 2.91 in Compression ratio: 8.5 : 1 Horsepower net: 55 kW / 75 PS / 74 hp (DIN)/ 5000 rpm Torque net: 117 Nm / 86 ft-lb / 3700 rpm Horsepower gross: 65 kW / 88 PS / 87 hp (SAE) / 5000 rpm Redline: 4500 to 5000 rpm Car power to weight ratio net: 64.7 watt/kg / 29.4 watt/lb Car power to weight ratio gross: 76 watt/kg / 35 watt/lb Car weight to power ratio net: 15.5 kg/kW / 11.3 kg/PS / 25.3 lbs/hp Car weight to power ratio gross: 13.1 kg/kW / 9.7 kg/PS / 21.5 lbs/hp Fuel capacity: 52 litres / 13.7 U.S. gal / 11.4 imp. gal Engine lubricant oil capacity: 5 litres / 5.3 U.S. qt / 4.4 imp. Qt with filter change Battery capacity: 84 Ah 6V Transmission: 4 speed synchromesh plus reverse Dimensions and capacities Length: 3950 mm / 155.5 in Width: 1670 mm / 65.7 in Height: 1310 mm / 51.6 in Wheelbase: 2100 mm / 82.7 in Front track: 1306 mm / 51.4 in Rear track: 1272 mm / 50.1 in Ground clearance: 160 mm / 6.3 in Turning circle between walls: 11 m / 36.1 ft Turning circle between kerbs: 10.3 m / 33.8 ft Drag coefficient Cd estimated: 0.32 Frontal area A estimated: 1.82 m2 Acceleration: 0-100 km/h (s): 13.1 0-160 km/h (s): 47.8 0-60 mph (s): 12.3 0-100 mph (s): 48.9 Top speed: 174 km/h Drag times: Standing 1/4mile (s): 18.7 Speed at 1/4mile: 120 km/h / 75 mph Standing km (s): 34.3
Details:
Most cars were Normal 1600cc / 60hp (Damen / Dames / Ladies) CR 7,5:1
Earlier 1600S or Super was 75 hp with high lift cam, CR 8,5:1 Alternative: 8,5:1 with 40 mm Solex carbs giving > 109mph / 175kph
50 percent of all cars went to USA
40 percent of those went to California
Estimated that some 50 percent of all 356s ever made are still around
Throttle linkage is all rods and bell cranks while RHDs are more complex
400 and 300 Hz hooters had optional steering ring, central button became headlight flasher
