Like many of the Anglo-American cars of the 1930s, this 1936 Batten was powered by a Ford Flathead V8. (Courtesy motoringpicturelibrary.

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1 Like many of the Anglo-American cars of the 1930s, this 1936 Batten was powered by a Ford Flathead V8. (Courtesy motoringpicturelibrary.com) Batten Like Allard, Jensen and Leidart, the short-lived Batten ( ) was powered by Ford s very reliable Flathead V8. The firm was headquartered in Beckenham, Kent, near London. The Batten, which almost looked home-built, was designed with trials competition in mind and constructed by the Beckenham Motor Company. Yet over its short lifespan it would be offered in drophead, two or four-seater guise with alloy bodywork. The original 2184lb (991kg) two-seater, built in 1935, was offered for a mere 325. It appeared to be a hot rodded, cut-down 1932 Ford powered by a modified Flathead V8, producing a respectable 97hp. The Batten featured a narrower rear track, an underslung frame, a 3.7 rear axle ratio, Ford re-cambered suspension, and a 1932 Ford grille and radiator set lower in the frame. In fact, the frame, radiator and engine all sat 5in lower than a standard Ford. The frame was 16in (41cm) shorter, the wheelbase measured 96in (244cm), and the track was 8½in (22cm) narrower. Weighing in at just 2128lb (965kg), the Batten in full tune could achieve 100mph (60kmh). One or two Battens were reportedly built with independent front suspension. Despite the addition of more sophisticated versions, the Ford heritage remained apparent. In 1937 a very different, low riding, two-seater Batten was built, with a slopping grille flared into the hood headlamps and cycle fenders, but it was still V8 Ford-powered. Capable of an incredible reported maximum speed of 120mph (193kmh), unfortunately only one example was ever built. Total Batten production is estimated at around a dozen cars. 12

Anglo-American cars of the 1950s The fifties were witness to many changes and upheavals in the motor industry in both Britain and around the world.

Allard In this new decade updated Allard models would replace the original J, K, M and P, but increased competition from volume producers, high petrol costs and the slowing down of the initial

2 Anglo-American cars of the 1950s The fifties were witness to many changes and upheavals in the motor industry in both Britain and around the world. Longstanding marques either disappeared or were swallowed-up through mergers. Anglo-American makes were no exception. Allard In this new decade updated Allard models would replace the original J, K, M and P, but increased competition from volume producers, high petrol costs and the slowing down of the initial postwar boom for new cars impacted dramatically on the Allard Motor Company. The sportier J2 and K2 models bound for North America were most often sold without engines. Customers could choose from Cadillac, Chrysler, DeSoto, Ford, Licoln or Oldsmobile V8 engines that would be installed by dealers. All the V8 engines were easily tuned to the purchaser s specifications and the chassis could likewise be modified to the owner s requirements. The factory installed slave engines so that each model could be tested before shipping. Like all Allard models, the sports models would be built and outfitted to the customer s desires. Allard added what would become a legendary model to the line-up in Driven by Sydney Allard, The 1950s saw frequent changes taking place at Allard in chassis design and body styling. (Courtesy Andrew Mort) As with all Allards, there was a wide choice of engines. This J2X is powered by its original 331in 3 (5.4-litre) Cadillac V8 with dual 4-bbl carburetors. (Courtesy Andrew Mort) 32

3 Despite its legendary status, a mere eighty-three competition J2X Allards were built. (Courtesy Andrew Mort) finished an amazing 3 rd at Le Mans in 1950, and despite other victories in Europe and eleven firsts, seven seconds and two thirds in the hands of such drivers as Carroll Shelby, Masten Gregory and Tom Carstens in seventeen major events in the US real success in Allard sales failed to materialise. While there were multiple engine choices for American enthusiasts, the British owners had to choose between the Canadian Ford V8 and the 85hp Pilot V8. Fortunately, Sydney Allard had a talented young engineer by the name of Zora Arkus-Duntov, later of Chevrolet Corvette fame, who designed an ohv 34

American TVR dealer Jack Griffith entered the V8 league in 1963 by fitting a 191hp to 271hp, Ford 289in 3 (4.7-litre) in a Grantura MkIII. (Courtesy James Redman, wirewheel.

4 American TVR dealer Jack Griffith entered the V8 league in 1963 by fitting a 191hp to 271hp, Ford 289in 3 (4.7-litre) in a Grantura MkIII. (Courtesy James Redman, wirewheel.com) TVR Established by Trevor Wilkinson in 1947, TVR taken from the letters in Wilkinson s first name was constantly re-inventing itself to survive undergoing numerous ownership, name and management changes. In the US, car importer Ray Saidel was the first to use TVRs as a basis for building a small batch of Americanized sports cars known as Jomar, but it was fellow American TVR dealer Jack Griffith who entered the V8 league. In 1963 he began by fitting a hp, Ford 289in 3 (4.7-litre) in a Grantura MkIII and then MkIV chassis respectively. Capable of speeds of 140mph and up, Griffith put his own badge on the cars entering America. A dock strike helped derail TVR in 1965, along with the Griffith 200 and 400 after just 300 Griffiths were built. Financial stability arrived when Martin Lilley took control, and a more luxurious Tuscan V8 using the same formula was unveiled in Like its predecessor, the Tuscan V8 was a rocket on wheels, with 0-100mph Although not a success in the showroom, the Griffith was triumphant on the track, and continues to be in historic racing days, as exemplified by this championship car. (Courtesy James Redman, wirewheel.com) (160kmh) times of under 14 seconds. Only 28 were constructed, until the sleeker, longer wheelbase version debuted in Alas, it too was not well received in the United States during the muscle car and pony car era, and only 27 were sold by Despite these V8 setbacks, TVR continued to find a market for its 6-cylinder models. 66

All versions of the Jensen Interceptor featured a luxurious interior and full instrumentation. (Courtesy Andrew Mort) Jensen In 1970 Jensen was owned by American car importer Kjell Qvale.

5 All versions of the Jensen Interceptor featured a luxurious interior and full instrumentation. (Courtesy Andrew Mort) Jensen In 1970 Jensen was owned by American car importer Kjell Qvale. He had taken the company from building seven to nine cars a week to around thirty. Almost half of these were being exported to America. Sadly, Jensen had dropped its revolutionary FF coupé from the line-up in Only right-handdrive models could be built due to the mechanical configuration, which had eliminated many potential export markets, including profitable America. Early in 1972 under Qvale, there came the introduction of the MkIII Interceptor and the SP as Jensen s new flagship model. Both the MkIII and the SP came equipped with a new dual-braking system, air conditioning and central-locking. The Interceptor III was powered by the Chrysler 72

A ONCE IN A LIFETIME OPPORTUNITY TO BE PART OF BRITISH AUTOMOTIVE HISTORY.

A ONCE IN A LIFETIME OPPORTUNITY TO BE PART OF BRITISH AUTOMOTIVE HISTORY. They saw them before we could, then the cry went up, as the pack approached in rising crescendo of sound, out in front, trailing