Driving Motoring Heritage: Austin Healey 3000, Land Rover Series 1, Range Rover & Morgan

I have a confession that might upset a few of you: I don’t like birthdays. In recent years particularly, I have struggled to see what all the fuss is about and, excluding my nearest and dearest, when it come to anyone else’s birthday it isn’t something I am all that concerned about. I have been quite happy living my life of misery until I was recently invited to the Heritage Motor Centre in Gaydon to celebrate their 21^st birthday. It turns out that they know a thing or two about throwing a birthday bash, and provided future celebrations are of a similar theme, I’m all for birthday parties now!

The HMC first opened its doors on the 1^st May 1993 and has since grown in size and popularity with nearly 300 unique, rare and interesting vehicles within the collection. 21 years is a landmark birthday by its own right, but it was particularly special for HMC this year as it also marked the start of the next exciting step for the museum. After several years of hard work the HMC has managed to secured £4 million in funding with help from the Heritage Lottery Fund, Jaguar Land Rover and the Garfield Weston Foundation to build a new exhibition centre alongside the current museum. The aim is for the centre to be able to display all the cars in the collection at the same time and improve their resources on offer for education, restoration and repair. The building work is hoped to take 12 months and was formally commenced on the 1^st May; 21 years to the day that the Centre first opened.

To celebrate this special occasion HMC invited 130 people to the Centre for a Ride & Drive Session. The premise was very simply; HMC gathered a selection of the cars from the collection and visitors could have a ride in, or drive, the cars around a test route within the museum grounds. There was also a lunch, an introduction to the new building and the breaking of the soil planned. With so much on offer I couldn’t not go, could I? And so it was that I found myself behind the wheel of some of the world’s most extraordinary motorcars to celebrate this important institute’s heritage.

True to form, not all cars were operational...

To kick off proceedings I chose an Austin Healey 3000. It has long since been a car I have admired and I was keen to sample this fine example of a much admired British sports car. Approaching the low slung Healey you’re seduced by the devilish good looks and taken aback by just how petite it is. The whole car doesn’t come above your waist and you climb deep down into the cosseting cabin whereupon your legs are straight and stretch down to the far distant pedals. A quilted carpet covered transmission tunnel, housing a 4 speed gearbox, separates you from your passenger. The view ahead, dominated by the massive, thin rimmed, steering wheel and the long, seductive bonnet promises mischief, adventure and thrill in equal measures. Perhaps surprisingly, the Healey is simple and easy to drive and despite its age (47 years old) all of the controls were where you would expect to find them. Previous to this, the oldest car I had driven was a 1983 Skoda so I wasn’t sure what to expect but found the Healey to be a welcoming partner.

This is a view!

Of course, a Big Healey is all about the engine - and what an engine it is. The basic stats are thus: 2912cc, 6 in-line cylinders, twin S carburettors and 150bhp. Tipping the scales at just 1150kg means that the Healey is no slouch. Unfortunately the test route selected didn’t given an opportunity to fully exploit the performance on tap but even so it was clear that this was a car with real performance even by today’s standards. However, it was the overall experience that whetted my appetite; a proper British sports car from the glory days of past, with a seductive engine note, endearing walnut dash and drop dead gorgeous looks. It is the pinnacle of open top motoring in my eyes. 

Stepping out of the minute Healey I made my way to a legend of a car; not just a piece of British automotive history but of world automotive history. Mention the six characters H, U, E, 1, 6 and 6 to any Land Rover fan and his face will brighten like a the sun on a fresh spring morning. You see, HUE 166 is the first ever production Land Rover. From those humble beginnings in 1948 Land Rover have expanded and grown almost inconceivably but even today, some 66 years later, you can still buy a Land Rover Defender which is a direct descendant of the mighty Series 1. Land Rover nailed it from the start and the legacy of this car proves it. It is reckoned that 70% of the Series 1s produced are still on the road today and that the majority of people in the developing world first experienced a motor car in the form of Solihull’s finest. This is the car that helped farmers, emergency services, explorers and armies get the job done. The legacy of this basic, little 4x4 is wider and more varied than of any other car; ever.

Land Rover got it right first time

Even to be in the presence of HUE’y as he is affectionately known is a privilege so the opportunity to drive "him" was something I was absurdly excited for. It feels as though you should be wearing white cotton gloves before touching the controls but thankfully the HMC keep things true to the original Land Rover ethos and ensure HUE’y is used as originally intended. Rather than molly-coddle the pale green Land Rover you roll your sleeves up, slip your hand through the canvas that makes up the roof and side panels and open the door latch before clambering up into the cabin. There isn’t much in the way of instrumentation; no more and no less than is needed; but the Land Rover starts with a pleasing eagerness. The clutch is light but the gearbox lacks synchromesh on first and second and tested my limited double declutching skills to the maximum. Even so, HUE’y pulls away with boyish enthusiasm, keen to tackle the next obstacle thrown its way. If a car were an animal then make no mistake, the Land Rover Series 1 would be a donkey; quiet and undemanding yet loyal, faithful and versatile and able to go wherever you need.

Unfortunately this ultra rare 1927 Leyland wasn't available for test drives - sounded fantastic though!

The Land Rover doesn’t bring anything to the table in terms of driving dynamics, particularly the steering which doesn’t self centre and requires much arm work, nor is it especially quick yet it is totally charming. Everyone I spoke to was head over heels in love with the Land Rover after a short test drive and I must admit to checking eBay as soon as I could. Unfortunately they now sit out of my price range but I shall long remember the day I met the granddaddy of motoring.

It wasn’t yet lunchtime and I’d already driven my first convertible and the oldest car I’d ever driven. I was certainly in the mood for continuing the celebrations as I climbed aboard another first for me; my first V8. I’m not sure how I’ve gone all this time without driving a V8 but I like to think I’ve now started in the right place. VXC 868K is a 1971 Range Rover that made history as it travelled from Alaska in the North down to Terra del Fuego in South America during an 18 month ground breaking expedition in 1971/72. The two Range Rovers were the first cars to cross the Darien Gap, a 250 miles inhospitable rain forest devoid of any civilisation. Previous attempts had been made to cross the Darien Gap by car but had failed terribly. What’s extraordinary is that the two Range Rovers weren’t specially created vehicles and remained standard aside from some All-Terrain tyres, extra lighting and a roofrack to improve carrying capacity.

Battered and bruised; yet it looks all the better for it

This isn’t a concourse vehicle like most classics and proudly displays battered and bruised bodywork; the sort of off road prominence most Range Rovers could only dream of achieving. It hits you as you take the controls that this vey car has its own rightful place in the history books. I briefly questioned whether I was really being given the chance to drive such a special car but banished those thoughts quickly and moved off before anyone could stop me! Compared to HUE’y the Range Rover is a civilised and relaxing cabin and straight away you can imagine whiling away hours at the helm in total comfort. The interior is dominated by the large transmission tunnel and the slim pillars give excellent all round visibility and ensure a light and airy ambience.

Aside from the two spot lamps peeking over the edge of the bonnet, defined characteristically by the small ridges at either corner, there is little to give away the fact that you are driving a car that has conquered some of the most inhospitable corners of the globe. Strangely it feels very normal with the lusty V8 tickling along at low revs providing ample performance and oodles of torque. Of all the cars this was the one I felt I could drive home and use every day. It was a charming old beast which arguably set the stage for the Camel Trophy and later G4 adventure series. All too soon I’d reached the turnaround point and with a noticeable amount of body lean (there is considerable weight on the roofrack which doesn’t help matters) I was soon beating down the approach road to the main HMC site which marked the end of the test circuit.

Land Rover were represented well; this being the 1 millionth Discovery

With my allotted time slot quickly coming to an end I managed to grab a quick passenger ride in an early Morgan 3 wheeler. Cramped, loud and exposed the Morgan ought to be terrible only it isn’t; it’s magnificent. The V-twin works away just ahead of you and you can see the exposed valve gear hard at work as it propels you along with vigour whilst the exhaust barks away behind you. You sit close to the ground with the small wind shield doing little to improve comfort. Don’t get me wrong, I wouldn’t necessarily choose one for a quick blast across Germany but for a Sunday afternoon drive around the Cotswolds it’s absolutely perfect and was the perfect way to end my time with the cars.

Lunch gave an opportunity to reflect on the morning. It had been an intense couple of hours with so much to take in and absorb. The opportunity to get up close and personal with pioneering vehicles like these was so mesmerising that even now I’m finding it hard to believe. Before I could give it much thought though I was off on a workshop tour. I saw the well equipped work areas where the hard working team of experts maintain and restore the cars in the collection with dedication and devotion above and beyond the call of duty. Next I saw the breaking of the soil for the new building and the dawn of a new era for the Centre. Lastly, there was just time to grab a piece of delicious birthday cake before it was time to head home.

Yes, that is the Monte Carlo winning Mini Cooper. 

The new exhibition centre promises many things for the HMC. If all goes to plan then the whole collection should be able to be displayed. This will be a massive improvement as there are currently many special cars hidden away due to space constraints. It will also give the museum more flexibility with regards to the exhibitions they can host and will enable them to reach out further into the community and provide excellent educational facilities within the complex. This will all combine to keep the Centre fresh, exciting and interesting and ensure a continual rise in visitor numbers which in turn will safeguard this special and unique collection of automotive treasures.  Perhaps best of all though was the hint from the Centre’s management team that following the success of the Ride & Drive session, the Centre would be looking into making such events a more regular occurrence. Given the deep impression it has left on me, that can only be a good thing for car enthusiasts the world over.

Focus Showdown: 1.0 ecoboost Sizes up Against 1.6TDCi in Economy Battle

As our friends across the pond have always said, there ain’t no replacement for displacement. There is certainly some truth to this statement; though it is taken more literally in the old US of A. Unfortunately the spiralling cost of oil has had a severe affect on our love affair with the internal combustion engine and big capacity motors are quickly falling out of favour with your average buyer; even in the US. Ford have been quick to recognise this and developed a range of small, turbo charged petrol engines which are said to offer the best combination of performance and economy. So confident are they that they’ve slotted the smallest version - a 998cc, 3 cylinder petrol - under the bonnet of Fiestas, Focuses and Mondeos. But can a 1.0 engine really work in anything other than a supermini? To find out, we tested the petrol and diesel version of the venerable Focus back to back.  

The defending champion, flying the flag for diesel, is the 1.6TDCi producing 105bhp and boasting an impressive 76.4mpg. Tested here in Zetec trim level it offers a generous list of equipment including keyless entry and starting, stop/start, cruise control, SYNC voice control, Bluetooth, dual zone climate control, alloy wheels and front fog lights. That long list is by no means exhaustive and the £18,445 car is certainly well appointed.

Once fathomed, this interior is quite workable

Petrol is represented with the revolutionary 1.0 ecoboost, again tested in Zetec specification. Weighing in at £17,095 the petrol gets off to a good start on price but looses out to the diesel on economy with only 58.9mpg and a CO2 rating of 109g/km as opposed to the diesel’s mere 99g/km although both boast being free to tax. Performance is another victory for the diesel too. The petrol scampers to 60mph in 12.5 seconds and reaches a terminal velocity of 115mph. By contrast the diesel will edge past the petrol at 116mph and reach 60mph in marginally quicker 11.8 seconds.

Power plant looks lost in engine bay

On paper figures never tell the full story though and it is how these cars deal with real world scenarios that make the difference so let’s take a look at the petrol. Approaching the car from the outside, there is nothing to give away the puny engine hidden within. As already mentioned, the Zetec trim level gives a good level of toys and the well appointed interior is a pleasant place to sit once you have stumbled your way through the ergonomic nightmare that is the infotainment system. Build quality falls some way behind that of the Germans and is most noticeable with the fixtures and fittings like the indicator stalks, but on the whole the Focus as a package is a solid, practical family car.

After years of turning a key to start the engine it seems strange to only press a button but it isn’t something that you wouldn’t get use to over time. Driving around town the petrol behaves in just the same way as a bigger capacity engine. Indeed, I was shocked by just how much torque was available as I was expecting to have to utilise every last revolution to make any progress at all. Not so, this little engine pulls eagerly, with only a hint of turbo lag, throughout the rev range. Once out of town, and free of the suburban constraints, I open the taps and explore the performance on offer. The little Focus zings and thrums its way up the rev range with a pleasant soundtrack. The sound is one of the defining characteristics of this car. It sounds glorious and soon becomes totally addictive as you hold off changing gear just to hear the engine sing.

With only 105bhp the petrol isn’t, and never will be, a quick car. Rather than being a drawback however, it actually means that you can make the most of the aural delights and really enjoy the engine and all it has to offer. On the motorway the little petrol again once again surprises with its ability to keep up and accelerate reasonably at and beyond the national speed limit should you ever venture to the autobahn. During my time with this car I was forever being challenged about how a 1300kg car with a 998cc engine ought to perform. It goes against everything you’ve ever previously thought. From behind the wheel, aside from the noise, it is hard to tell that it isn’t a 1.6 petrol under the curvaceous bonnet.

Petrol or diesel? 

Jumping from the petrol to the diesel there aren’t any immediate changes aside from fewer numbers on the left hand dial. The oil burner is confirmed though on the press of the START button as the diesel rumbles to life and settles to idle. From there, the changes become more apparent. The diesel doesn’t rev as readily but has more low down torque and less turbo lag. The diesel also lacks a musical soundtrack like the petrol. But, despite the similar performance figures, the diesel is much livelier and quicker; noticeably so on twisty B-roads where it has the power to punch between bends. Moreover the gearbox - with 6 ratios against the petrol’s 5 - is much smoother and sweeter to the touch.

Focus in red

The Focus chassis is well set up for UK roads in both the petrol and the diesel with masses of grip and ample suspension travel to deal with undulations in the road surface. Unlike the Fiesta however, it doesn’t offer the sufficient steering feedback and I never felt like I could really use the full potential of either the petrol or the diesel as a result. It’s a real shame because underneath the numb (though not as numb as some rivals like Vauxhall’s Astra) steering is a willing and capable chassis just begging to be let loose and fully exploited. I’ve said it before and I’ll say it again, Ford do know how to make a car handle. 

The crucial question here though is; which is best? The fundamentals of both models are the same so whichever fuel you choose you’ll get a well appointed, ergonomically disastrous, cabin made from durable plastics. The seats offer plenty of adjustment and support and the boot is ample but some way off the class leaders. The styling is subjective and though the Focus has grown considerably over the years it is an enticing and playful piece of design. So the choice between the two comes down to the drivetrain alone.

This is the diesel version

For me it would have to be the petrol. Before you’ve even left the forecourt you’ve saved nearly £1,500. Running costs are similar too with both cars qualifying for free road tax and neither being particularly thirsty; particularly when you take into account the difference in price between the green and black at the petrol station. But my choice goes beyond practicalities. Driving is a necessary evil but by slotting in a cheeky little engine, Ford has created a mundane family car that is actually a real hoot to drive on every journey. I simply didn’t tire of revving the little engine all the way up through the rev range just to hear the little 3 cylinder sing. It really engages with the driver in a way that the diesel simply can’t hope to compete with. Only the gearbox really let the car down but the Focus 1.0 is an intoxicating mix of race car feel and shopping trolley usability.

This is the petrol version - can you tell?

In a time of ever increasing power outputs the ability to regularly exercise your car’s full ability is often few and far between with serious consequences with The Law should you be caught on camera but with the Focus 1.0 you can slip into Aryton Senna’s mindset on the school run - its brilliant!