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Mille Miglia Eligible Racer: A 1956 Jaguar XK140 MC Roadster

This is a rare Jaguar XK 140 MC Roadster, it was the highest performance version of the XK140 offered to the public at the time of its release. The “MC” in the model name means the car was built to MC-specification, also known as Special Equipment or SE-specification in Europe.

The XK140 was already one of the fastest production cars in the world when it was introduced in 1954 to succeed the outgoing XK120 model. The MC version of the XK140 was fitted with race-derived cylinder heads, larger SU carburetors, heavy duty torsion bars, and a dual exhaust system for significantly improved performance.

Fast Facts – The Jaguar XK 140 MC Roadster

The Jaguar XK120 had been a revolutionary sports car when it was released in 1949, it was the fastest production car of the time, and Clark Gable famously bought the first one built.
When it came time to update the XK120, Jaguar engineers were careful not to change too much, they incorporated a slew of careful upgrades like rack and pinion steering, more legroom, a more powerful engine, uprated suspension, and better brakes.
Power for the XK140 was provided by the Le Mans-winning 3.4 liter Jaguar XK DOHC straight-six, with 190 hp in standard trim and 210 hp in MC/SE trim.
The Jaguar XK140 would remain in production from 1954 until 1957 at which point it was replaced by the XK150.

XK120 – The Origin Of Species

Collectors today view the XK140 as an almost perfect middle ground between the speed of the XK120 and the comfort of the later XK150. A slew of improvements were rolled into the XK140 to give it more power, better handling, better steering, better braking, and more interior space for passenger comfort than its predecessor.

This XK140 is finished in the unusual color combination of Arbour Green over a Biscuit interior. It has twin Brooklands screens in place of a windshield, and it rides on Borrani wire wheels.

When the Jaguar XK120 concept car was first shown to the world in 1948, just three years after the end of WWII, the car caused such a global sensation that it was approved for a full production run.

The original plan had been to just use the XK120 as a way to show off the brand new Jaguar XK engine designed by Jaguar Chief Engineer William Heynes and his team. Though they didn’t know it at the time, this engine would power them to multiple wins in the 24 Hours of Le Mans, and it would stay in production for decades – until 1992 in fact.

Developing The Jaguar XK140

The XK120 had been such a runaway success for Jaguar that there must have been some trepidation about replacing it with a new model. As a result, it was decided to carefully upgrade the car and improve it rather than start anew.

This is the MC or SE specification Jaguar XK140 straight-six, producing 210 bhp at 5,750 rpm, and sending power to the rear wheels via a four-speed transmission with overdrive.

Beginning in the engine bay, an uprated version of the 3.4 liter XK engine was fitted, with power increased by 10 bhp to 190 bhp at 5,500 rpm.

An SE or “Special Equipment” version was also offered, known as the “MC” in the United States. This car used the high-performance cylinder heads from the Jaguar C-Type Le Mans race car, along with largely SU carburetors, and dual exhaust pipes offering a power boost to 210 bhp at 5,750 rpm.

All versions of the XK140 were fitted with tubular shock absorbers in place of the older-style lever arm shocks used on the XK120. Rack and pinion steering was also fitted, as well as additional cabin space, more effective bumpers, flashing indicator lights, improved brakes, more suspension travel, and from 1956 onwards the car could be ordered with an automatic transmission.

As with the earlier XK120, the performance of the XK140 was brisk. The car had a tested top speed of over 125 mph (200+ km/h), it could do the 0-60 mph dash in 8.4 seconds, and it was good for a quarter mile time of 16.6 seconds at 84 mph.

The XK series of Jaguars is regularly named among the most beautiful cars ever made, this profile image certainly makes it easy to see why.

Over the course of the 1954 to 1957 production run Jaguar would sell 8,937 examples of the XK140, they’re now highly prized by enthusiasts – particularly the SE/MC versions.

The Jaguar XK140 MC Roadster Shown Here

The car you see here is a Jaguar XK140 MC Roadster that was ordered new with the same colors it’s wearing now – an appealing combination of Arbour Green paint over a Biscuit interior.

This car left the factory as an MC car, with the added performance benefits that go along with it. It was recently restored by Doc’s Jags in Arizona, reportedly with the intention of running the modern Mille Miglia for which it’s eligible.

It’s due to cross the auction block on the 27th of January with a price guide of $130,000 – $160,000 USD. If you’d like to read more about the car or register to bid you can click here to visit the listing.

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Paris-Dakar Rally Specification: Mercedes-Benz 450 SLC 5.0

The Mercedes-Benz 450 SLC 5.0 may not seem like the first vehicle you would choose for endurance racing, but back in the late 1970s and early 1980s the car became an unlikely hero – winning many of the world’s toughest endurance rallies, often with a 1-2 finish.

Mercedes had developed the 450 SLC 5.0 specifically to homologate the model for the 1978 World Rally Championship, with a new engine and a number of modifications to make the car lighter and better suited to racing.

Fast Facts – The Mercedes-Benz 450 SLC 5.0

The Mercedes-Benz 450 SLC 5.0 became one of the most successful endurance rally racing cars of its time, with a 1-2 finish in the 1978 Vuelta a la América del Sur, a 1-2-3-4 finish in the 1979 Bandama Rally in Côte d’Ivoire, a 2nd in the 1979 Safari Rally, a 1-2 in the 1980 Rallye Côte d’Ivoire after which the factory team was disbanded.
After the factory team had been dissolved Albert Pfuhl bought all the cars and equipment, consisting of six 500 SLCs, spare parts, and 600 tires.
Pfuhl and his team would build a series of cars to compete in the 1984 Paris–Dakar Rally with a distinctive blue and white “BOSS” livery. Though the drivers put in their best efforts the cars finished well down the order, marking the end of the competition life for the model.
Today the 450 SLC 5.0 and its close sibling the 500 SLC remain lesser known race winning homologation specials, often a little more affordable than their period competitors.

The “Panzer Wagon” R107 + C107

Not long after the Mercedes-Benz 350 SL and SLC models were introduced in 1971 the model family was nicknamed the “Panzer Wagon,” after the relatively heavy kerb weight of 3,500 lbs (1,590 kgs).

The Panzer, or Panzerkampfwagen, was of course a hefty German battle tank used during the Second World War.

The Mercedes 500SLC in the Paris-Dakar Rally. Note the oversized tires that had been paired with lifted suspension and under-body armor plating. Image courtesy of Mercedes-Benz.

The internal model names for the SL and the SLC of this generation were R107 and C107 respectively, the letter stands for either “roadster” or “coupe,” and 107 was the chassis designation. It would be the second longest running model series for Mercedes, running from 1971 to 1989, beaten only by the G Wagon.

The reason the R107/C107 is a little on the heavy side is because it was designed more as a GT car than a sports car, in an era when Mercedes were building cars to last indefinitely, rust permitting.

The structure of the model series used steel unibody construction with independent front and rear suspension, disc brakes front and rear, and a front engined, rear wheel drive layout. The model was initially offered with the 3.5 liter Mercedes V8 and either manual or automatic transmissions, later a variety of V8s and inline-sixes were also offered.

In total, Mercedes built over 300,000 examples of the R107/C107. They’ve largely stood the test of time thanks to their sturdy construction and reliable drivetrains. The biggest problem for them tends to be the same problem faced by all steel-bodied vintage cars – corrosion.

The Mercedes-Benz 450 SLC 5.0 on its way to victory in the 11th Rally Bandama along the Ivory Coast in 1979. Image courtesy of Mercedes-Benz.

Thanks in part to the fact that so many were made the Panzer Wagon remains quite affordable in most world markets, depending on the specific model of course.

Most were built with automatic transmissions so manual cars tend to fetch a premium, but companies like the SL Shop sell bolt on kits to convert autos to manuals over the course of a weekend.

The Dakar Mercedes-Benz 450 SLC 5.0 Shown Here

The Mercedes-Benz 450 SLC 5.0 you see here was given a comprehensive rebuild to historic Paris-Dakar Rally specification by specialists SLC Racing in Slovakia four years ago. The total cost of the build was over €150,000 ($170,000 USD).

The 450 SLC 5.0 was a special homologation version of the 450 SLC fitted with the new all-aluminum version of the Mercedes-Benz M117 V8 engine with a displacement of 4990cc, 240 bhp, and 88 lbs less weight than the comparable 450 SLC V8 with its iron block.

Further weight reduction was undertaken in the construction of the body, with the hood, trunk lid, and wheels now being made of aluminum-alloy. The total weight reduction was said to be over 100 kilograms or 220 lbs.

This car was carefully built to Paris-Dakar specification by SLC Racing in Slovakia, the total cost for the build was over €150,000 ($170,000 USD). It would would likely make an excellent entry into the new Dakar Classic class if the new owner so wishes.

Just 2,769 examples of the 450 SLC 5.0 were built for homologation purposes between 1977 and 1981, they’re now among the most collectible of all the C107 SLCs.

Though not originally designed with endurance rally racing in mind, this is just what Mercedes did with the model starting in 1978 with a 1-2 finish in the Vuelta a la América del Sur, a grueling 7,000 kilometer race leaving from Buenos Aires and returning in a loop via Rio, Manaus, Caracas, Bogota, Lima, La Paz, Santiago, and Ushuaia.

In 1979 legendary rally driver Hannu Mikkola won the 1979 Bandama Rally in Côte d’Ivoire, with other 450 SLC 5.0s finishing 2nd, 3rd, and 4th. Victory in the 1979 Safari Rally was lost due to suspension damage but the car still managed a strong 2nd place, followed by a a 1-2 in the 1980 Rallye Côte d’Ivoire.

The last major rally outing for the model, now known as the 500 SLC, would be the 1984 Paris-Dakar Rally wearing a distinctive blue/white Hugo Boss livery, front bull bar, lifted suspension, and larger tires for handling desert sand.

The 500 SLCs would finish way down the order, classified 44th and 62nd, spelling the end of the model’s competition career.

The Dakar replica you see here is due to roll across the auction block with Bonhams on the 3rd of February with a price guide of $170,000 – $230,000 USD, you can click here if you’d like to read more about it or register to bid.

Images courtesy of Bonhams and Mercedes-Benz

Mercedes-Benz 450 SLC 5.0 Paris Dakar Rally

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A Rare American Giant Killer From 1959: The Corvair-Powered Devin C

This is an original factory-built Devin C built by Bill Devin and his team in 1959. The cars developed by Devin deserve to be more famous than they are, in period they won 32 SCCA races, the 1956 SCCA H Modified National Championship, and they were six-time Pikes Peak Unlimited Class winners.

There were a slew of other wins and podiums for Devin cars in the 1950s and 1960s, in fact the cars are still racing successfully today against some of the fastest Ferraris, Maseratis, Jaguars, and Aston Martins of the era.

Fast Facts – Bill Devin And The Devin C

Bill Devin was an accomplished racing driver who began designing and building his own cars in the early 1950s. He made use of a then-new material called fiberglass that allowed him to build lightweight car bodies quickly and easily.
The first cars built by Devin used a custom fiberglass body on a chassis he developed himself, fitted with engines and suspension components from a Deutsch-Bonnet Le Mans.
Interestingly, it was Bill Devin who invented the use of a toothed timing belt in an engine, he developed a version of the Deutsch-Bonnet engine with cylinders and heads from a Norton Manx and used timing belts to drive the overhead cams.
The Devin C you see here was built in-house by Bill Devin, it’s fitted with a high-performance Corvair engine, it established sports-car records at California drag strips in 1961, and it raced at the 1961 Los Angeles Times-Mirror Grand Prix at Riverside against legendary drivers.

Bill Devin – “The Enzo Ferrari of the Okie Flats”

Though he’s best-known today for the Devin series of sports cars he developed, Bill Devin was also an accomplished, race-winning driver in his own right, and he was a talented amateur engineer who pioneered the use of toothed timing belts for engines.

The lightweight fiberglass body was a trademark of all Devin’s sports cars, this one is fitted with a racing specification 180 bhp Corvair engine.

Working with Norton motorcycle racer Don Evans, Devin took the cylinders and heads from two Norton Manx motorcycles and adapted the two-cylinder boxer Panhard crankcase to work with them. He then drove twin belts to operate the overhead cams in the Norton heads.

Sadly he never patented his invention, if he had he would likely have become an exceedingly wealthy man due to the rapid rise popularity of belt driven overhead cams in cars and motorcycles in the decades since.

After buying a small Crosley Hotshot and modifying it to race in 1949, Devin enjoyed immediate success on track as a driver – winning the novice race on his first outing as a racing driver at Buchannan Field.

By 1953 Devin had ordered a Ferrari 250MM with the aim of racing it at the 24 Hours of Le Mans, when he arrived in Italy it wasn’t yet ready so he bought a Ferrari 166MM Touring Barchetta and a Ferrari 340 America.

He would debut the 240MM stateside in the Sports Car Club of America Madera race – he finished third in the novice event before turning the car over to Phil Hill, who won the main event.

It would be the sale of the 250MM that would change the course of Devin’s life, he took a small front-wheel drive Deutsch-Bonnet in part trade for the Ferrari and though he didn’t know it at the time, the Deutsch-Bonnet would start him off as an automaker in his own right.

This car is set up for both road and race track use, it can carry a passenger however they need to work their way into the car around the roll bar strut that is braced in their foot well.

He created his first fiberglass mould using the Deutsch-Bonnet body, modifying it and then fitting it to a chassis he designed powered by his unique Panhard-Norton engine with those belt driven overhead cams.

Thanks to his successes with his first Devin-badged car, Bill would develop a slew of cars in the years that followed including the Devin SS, Devin D, and Devin C. Many of these cars were sold as kits or bodies only for people to build themselves, a few were built by Bill Devin and his team – these are the cars that tend to be built to a very high level.

The Corvair-Powered Devin C Shown Here

The Devin C you see here was built by Devin in 1959, it’s one of the first of 21 examples built, and shortly after it left the factory it was used by the Granatelli brothers for supercharger testing at the Bonneville Salt Flats.

After this the Granatellis also ran the supercharged car at various Californian drag strips, setting a new sports car record 12.44 second quarter-mile run at 109.75 mph in the process.

Once the supercharger had been removed this car was entered by its first owner into the LA Times-Mirror Grand Prix at Riverside in October 1961 driven by Pete Woods.

This is a flat-six Chevrolet Corvair engine that has been built for performance, it now turns out 180 bhp, enough to make the lightweight Devin C a rocketship in the right hands.

In the 10 lap introductory qualifying race Woods would race shoulder to shoulder with the likes of Stirling Moss, Jim Hall, Dan Gurney, Roger Penske, Jack Brabham, Bruce McLaren, Ken Miles, Walt Hansgen, George Follmer, and Augie Pabst.

Sadly the engine seized before the main event, bringing Woods’ afternoon to an abrupt halt.

In the years after this, this car passed through a number of hands until it ended up with Phoenix-based Corvair specialist Tom Schrum in 1993. Schrum undertook a full restoration on the car, with the bodywork being taken care of by specialist John Lee.

Schrum became ill in 2012 and the car needed to be sold on to have the restoration completed, Bud Bourassa took on the car and completed the restoration incorporating a few minor changes which included a conversion to disc brakes, installation of a wraparound windscreen, covered headlamps, different taillights and gearshift, and a MOPAR gas cap.

The car is now fitted with a racing specification Corvair engine with forged pistons and Weber 40 IDA carburetors, capable of 180 bhp.

The car is now being offered for sale by RM Sotheby’s on the 27th of January with a price guide of $70,000 – $90,000 USD. If you’d like to read more about it or register to bid you can click here to visit the listing.

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British Army Training Film: Land Rover – Safe Driving Techniques

This is a 31 minute instructional film created by Land Rover UK for the British Ministry of Defense to teach new recruits how to drive Land Rovers, both on and off road, in a wide variety of conditions.

The British military has been using Land Rovers since shortly after the first Land Rovers were made back in the mid-20th century. Generations of new recruits have been trained to drive them, and many of these recruits have gone on to become lifelong Land Rover enthusiasts themselves.

Fast Facts – Land Rover: Military Operations

This film first shows recruits how to drive a Land Rover Defender safely on road, both with and without a trailer attached.
Most of the rest of the film is dedicated to driving off road and using the various systems built in to the Defender for off road use – things like high and low range, tire pressures, and locking differentials.
Even for experienced Land Rover and other 4×4 drivers this film will likely offer some useful lessons, possibly even a few tips and tricks they didn’t know before.
The British armed forces use a number of Land Rover Defenders including the short wheelbase 90, the long wheel base 110 (shown in this film) and the more unusual custom built 6×6 Defenders.

This film gives some great insight and lessons into driving off road competently, and how to prepare your 4×4 before you head off the asphalt.

The link between the military and the four-wheel drive has always been strong, in fact the first mass-produced off road 4×4 was the Willys Jeep – a vehicle specifically designed for military use.

The first Land Rover was designed to be a cross between the Jeep and a tractor, giving post-WWII British farmers a single vehicle that could perform as an automobile and a tractor to help reduce their costs.

Perhaps the most unusual Land Rovers used by the British militaries are the “Pink Panthers,” highly-modified vehicles designed to be used by SAS commandos in desert operations.

After experimenting with desert camouflage they discovered that a light shade of pink was best for use in late afternoons and early mornings – times when they would be setting out on missions or returning to base.

If you’d like to read more about British military Land Rovers you can click here.