Mr. Middleton is the founder and acting manager of Middleton Motor Services—an Ullenhall based full service garage established 30 years ago. “Well, I’ll tell ya’ what. It’s 50 years on the 11th when I started my Austin apprenticeship and I was into motor racing straight away a couple years later.”
Middleton has shared quite the romantic racing history with some of the all-time great drivers and motorsport mechanics. In an emotional tone, Middleton reads off a personal letter from Fangio, thanking him for his help in the inaugural opening of the Fangio Museum.
With a seemingly endless archive of Haynes repair manuals within reach, a collection of still frame memories with the likes of Sterling Moss and Fangio, and a gentleman’s humble charm, it’s clear Middleton is far more than a fan of racing—its been his entire professional life. “It’s total passion,” Middleton describing his lifelong mechanical career, “It’s something that you feel for.”
Middleton’s understated white Delta doesn’t wear the commonly tacked on rear spoiler or Martini graphics. “The Lancia Integrale is a beautiful tool because it’s very unassuming. It hasn’t got a huge amount of horsepower, it’s got four-wheel-drive, which in these type of cars is very reassuring.”
Instead, it’s clean and orderly, maintained with the upmost precision. Maintained in the only mentality this veteran serviceman knows how to, “Everybody can make something look good, but it’s what’s underneath the paints that counts.”
These are pieces of art. "In those days, engines and cars had personalities, and you could certainly see that from driving them.” Explains Phillipe Reyns of his 1960 Maserati 3500 GT Spyder Vignale.
Cruising through the desert back roads just outside of Scottsdale, Arizona, behind the wheel of his gorgeous blue over red leather Gran Turismo drop top, Phillipe retells the history that lead Maserati to infuse their racing roots into production cars.
“Before the war in the 20s and the 30s, racing was their thing. They were not concerned about making road cars. The primary reason for existing was racing, but to have a road car to sell along side is what paid the bills for racing. So, it was an easy decision for Maserati to build a road car. These cars were selling for quite a bit of money in the day and they really helped Maserati keep racing.”
Originally focused solely on racing, like many automobile manufacturers Maserati was faced with serious financial limitations post-war. It was decided building production cars would greatly benefit its competition program.
“The history of the Maserati 3500 GT started, really, in 1957—the banner year for Maserati. They won the Formula One championship with the 250F, and then they had success with their sports racer, the S350.”
Maserati continued racing and the world benefitted from some of Italy’s most beautiful creations, the rest is history.
This is a Maserati 3500 GT Vignale Spyder LHD of the year 1962. This is one of only 245 factory-made spiders! It’s an original European version with the beloved carburettor engine, five speed transmission and four disc brakes. This particular car has been restored and mechanically rebuilt in the past. It is in a beautiful overall condition and has a stunning body with perfect panel fittings. It has a lovely blue leather interior and a soft-top.
In 1959, the Maserati 5000 GT was introduced using the chassis of the 3500GT. Two steel-bodied convertible prototypes by Carrozzeria Vignale and Michelotti were developed in 1959 and shown at the Salon de l'Auto in Paris 1959.
The 3500 GT Spyder by Carrozzeria Vignale (245 made). A convertible made by Carrozzeria Vignale went into production in 1960, as the 3500 GT Convertible or just 3500 GT Spyder, and had a shortened 2,500 mm (98.4 in) chassis weighing 1,380 kg (3,042 lb).
The 3500 GTi was introduced in 1961 as the first fuel-injected Italian production car. It had a Lucas fuel injection (235 bhp). A 5-speed ZF S5-17 gearbox was now standard (3.02:1, 1.85:1, 1.29:1, 1:1, 0.85:1), as well as disc brakes all round. The body had a lowered roofline and became somewhat longer; minor outward changes appeared as well (new grille, rear lights, vent windows). The rather similar Maserati Sebring (3500 GTiS) also a 2+2 coupe entered production in 1962.
The first year (1958) sold 119 cars, 1961 was the best-selling year totalling 500. All together, 245 Vignale convertibles and nearly 2000 coupes were manufactured, of these, 1981 being Touring coupes, the rest were bodied by other coachbuilders, Carrozzeria Allemano (four coupes, including the 1957 prototype), Zagato (one coupe, 1957), Carrozzeria Boneschi (two cars; 1962, 1963 Salone dell'automobile di Torino, 1962); Salon International de l'Auto in Geneva, 1963), Pietro Frua (two or three coupes, one spider) and Bertone (one coupe). The last was a coupe by Moretti (Salon International de l'Auto in Geneva, 1966).
Motorsport legend Jochen Mass turns tour guide as he shows you around the world famous Sebring International Raceway during HSR's Classic 12 Hours #gwinside
This is a different kind of story than we typically feature here on 1320Video. This is a story of a man that spent his whole working life saving up for what he dubbed his dream car - a Lamborghini Miura. Earl was his name, and he loved this car. In old age, Earl drove the Miura less and less until the point it sat for 15 years without any attention. That is, until Jeff showed up at his doorstep. Jeff had been obsessing about finding a Miura and when Earl revealed to Jeff what he had sitting in his dusty old garage, Jeff’s life was changed forever.
Typically 2+2 body styles are less desirable to two-seaters—that’s true of the Datsun 240Z and the Lotus Elan. But with the Lotus the Plus 2 wears the larger size with elegance, and at a still-attainable price point. While not enjoying the valuation of the lighter drophead coupe, the 10 inches of additional width and two feet of length give the classic a character of its own.
Brieuc like other Elan enthusiasts was initially looking for a convertible, but fell in love when he saw this 1972 +2 coupe in Lotus Yellow with matching numbers. Beautifully maintained on the outside with not even a hint of a crack in its fiberglass body, the Elan delights on the inside with its burl wood dash.
“I’m an idiot but I love it. I love this car,” said Brieuc. Seeing the lithe, 2000-pound coupe in motion, we can see why.
Racecar-driver Justin Law dives into detail the very rare XJ220 supercar project and it's storied history, passing hands from Tom Walkinshaw Racing (TWR) and Jaguar to him and his father Don, including the designs, tooling and even the infamous XJ220-powered Transit Van.
In the late 1980s, in partnership with TWR, Jaguar set out to create the fastest car in the world, with a goal of 220mph. Plagued by an economic recession and promises of a v12 engine that didn't deliver, the project ended up stale.
10 Years after the last car was completed, Jaguar's obligation to supply parts was up and the entire project was sold off, including the development materials, tooling, designs, prototypes, test mules, etc.
Don Law Racing, who had been racing the cars with Justin at the wheel was in a position to purchase the project and has been one of the very few places still servicing XJ220s in the world ever since.
Many thanks to everyone who helped complete this film! Including Owner Phil McGovern and @MrJWW who drove the car for us while filming - https://www.youtube.com/channel/UCK_z...
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