Mercedes SL pagoda

Mercedes SL Pagoda. Penned by designer Paul Bracq, the W113 SL had big shoes to fill: it had the incredible task of succeeding the original and instantly iconic 300 SL Gullwing. But you can’t copy a legend, so Bracq designed one of his own. Straight lines replaced curves and a low-slung roof was replaced by a high top design that gave the car its nickname: the Pagoda.

Norton Commando 750 Fastback: Command and Conquer

"Most of us associate the word 'fastback' with slope-roofed cars such as Bullitt Mustangs," says Simon de Burton, but here he recalls a childhood dream machine in the form of a fastback with two wheels.

With hindsight, the word 'commando' played a significant part in my childhood. For a start, I had those chunky-soled shoes with a compass hidden in the heel called Clark's Commandos; then there was my much-worn commando 'uniform' and, of course, my Action Man commando figure (no, it wasn't a doll).

But most important of all was my brother's jet-black Norton Commando which he used to ride around on, dressed in a bespoke white leather lounge suit which had extra-long arms designed to overcome the inelegance of having bare wrists while stretching for the handlebars. I was six and he was 21, and for what seems like the entire summer of 1970 the highlight of my day was listening to the thrap of the upswept, conical exhausts as he caned the stone-cold engine up the road in a hopeless attempt not to be late for work. 


When the bike was dormant in the garage, I used to take every opportunity I could to go and look at it. Once or twice, using an Atco lawnmower as a mounting block, I even managed to climb aboard. I could choose between touching the footrests or reaching the handlebars and was amazed that anyone could actually control a machine which seemed so fearsome even when it was asleep. No wonder it was called Commando. Back then, the Commando was the bees' knees of bikes with a 58bhp engine derived from the old Atlas, super-cool looks and a genuine top end of 115mph. 

What really set it apart from all the rest, however, was its Isolastic frame, a space-age sounding invention which basically meant the engine was supported by rubber mounts to absorb the teeth-shattering vibration inherent in an over-bored big twin. In fairness, there was a bit more to it than that, because the frame had an extra large spine which helped keep everything rigid and, with Roadholder forks and state-of-the-art Girling shocks, the Commando handled with true Norton panache. Fans with rose-tinted goggles said vibration was virtually eliminated; it wasn't, of course, but the ride was certainly smoother than anything previously experienced - so here was a great-looking British bike which was comfortable, handled, and went like stink.


The home market, meanwhile, got the unsuccessful Combat model which had flat handlebars and a more racey riding position - but the 'original' Commando was the oddly cool Fastback, the only version available for the first two years of production, from '67 - '69. Most of us associate the word 'fastback' with slope-roofed cars such as Bullitt Mustangs, but Norton's interpretation involved adding an elongated tail unit behind the seat, which itself extended along the sides of the fuel tank. Designer Bob Trigg's intention was probably to make the bike look sporty and modern, but many people thought it just looked wrong so, in 1969, the more conventional-looking Commando Roadster was offered alongside the Fastback, upgraded in 1971 as the 'Fastback Long Range' (bigger petrol tank) and, a year later, as the Fastback MKIV (Combat engine).

Now, of course, the Fastback's quirky styling only adds to its collectability and many Norton aficionados say it's the only one to have...

Related Links Further details about the Norton Commander Fastback shown here can be found in the :Classic Driver Marketplace.

Text: Simon de Burton(ClassicDriver)
Photos: Godin Banks / Norton

POLL: GREAT AMERICAN V8S

As we continue with our selection of Americana-themed reader polls this month, it’s only appropriate that we square off the most iconic American V8s against each other. We’ve gathered up ten different V8s engines which span several different brands and over 80 years of automotive history.

Which will rise to the top? That’s for you to decide.

Ford Flathead

A proper place to start is with the Ford Flathead V8. Originally introduced in 1932, the Flathead was a groundbreaking piece of engineering. It’s considered the world’s first affordable eight cylinder engine andwas in production for more than 20 years. It also became the engine of choice for early hot rodders and it’s cult following continues to this day.

Oldsmobile Rocket

The 303 cubic inch Oldsmobile Rocket V8 was introduced in 1949 and is considered the first mass-produced overhead valve V8 engine. It was a powerful piece by 1949 standards, and was idolized in the early rock ‘n roll song “Rocket 88″. The introduction of the Rocket also helped to fuel the horsepower war that would unfold in the years and decades to follow.

Small Block Chevy

What needs to said about the small block Chevy? It was (and is) one of the most popular engines of all time. The first iteration of the long-running SBC was the 265, which was introduced in 1955. The venerable small block would be continually updated and was available in GM cars and trucks through the early 2000s. Not only that, but enthusiasts have dropped SBCs into just about every sort of vehicle imaginable.

Chrysler Hemi

The Hemi. While it’s not nearly as common as the small block Chevy, it’s reputation is just as strong. These hemispherical induction chamber motors first appeared in the early 1950s, but it was in the ’60s with the introduction of the 426 that the Hemi truly came into its own. Besides being available in a number of Mopar muscle cars, the Hemi also established itself as competition powerhouse – both in NASCAR and on the drag strip. Chrysler continued the lineage with the reintroduction of the new “Hemi” V8 in the early 2000s.

Small Block Ford

Ford’s small block contribution is not to be overlooked. In the 1960s the 260 and 289 cubic inch V8s appeared not only in standard Ford vehicles, but also in competition-bred vehicles like Carroll Shelby’s Mustangs and Cobras. The small block Ford also made waves in the 1980s with the introduction of the fuel injected 5.0 HO, which helped launch the modern muscle car era.

Pontiac V8

Today it can be hard to fathom that GM’s brands once had their own unique powerplants completely different from each other. Of these, some of the greatest were Pontiac’s series of V8s in the 1960s. It was the 389 cubic inch motor that made history in 1964 when Pontiac decided to drop it in the mid-sized Tempest and create the first real “muscle car”.

Ford FE

Ford’s FE series big blocks could be found not only in hot street cars, but on the race track as well. The famous 427 powered winning drag cars, sports cars, stock cars, and was the heart of the Ford GT40 during its run at Le Mans. There was also the experimental SOHC “cammer” 427 that became a favorite among drag racers after it was outlawed for NASCAR use.

Big Block Chevy

While GM’s factory race presence in the ’60s paled in comparison to Ford , Chevy’s take on the big block was equally potent. On the street, these big displacement engines became the top dog choice for muscle cars like the Chevelle and Camaro, as well as the Corvette. Besides hot street cars, these motors could also be found in Can Am machines as well. To this day, the BBC is still a top choice for racers seeking outrageous amounts of power.

GM LS Series

In 1997, GM replaces the original SBC with the new all-aluminum LS1. In the following years, LS motors have only gotten better – increasing in displacement, technology, and also adding superchargers to the mix. With lightweight, high power, and proven reliability the LS series has redefined what’s possible with an OHV V8. There’s a reason why there are so popular with enthusiasts across the world.

Ford Coyote

While GM has stuck with the pushrod design for its V8s, Ford moved to overhead cams beginning in the mid 1990s. The latest in Ford’s line of DOHC V8s is the 5.0L “Coyote” that powers the current Mustang. With horsepower figures well above 400 and all the smoothness and drivability you could want, the Coyote is truly a symbol of just how far American V8s have advanced since the Flatheads of yore.

So, which of these all-American motors will it be?

THE MILKMAN: PD-POWERED VOLKSWAGEN MKI GOLF

In the Volkswagen scene there are a handful of automotive painters that consistently knock it out of the park. Say their name and you know that the car’s bodywork is going to be nothing short of flawless. Greg Howell is one of these ‘go-to’ guys.

A bit like this Mk1 that he has lovingly put together, one of the reasons for Greg’s success is his honesty. This, combined with expertise gained spanning three decades of show car creating, and you have a man that’s seriously capable of paint and bodywork.

From simple crash repairs to full-on wide-body conversions on B5 saloons using genuine Audi RS4 Avant panels, nothing is a problem for Greg – it’s simply an enjoyable challenge.

So where did this obsession for building things start? BMXs. Back when Greg was around 10 or 11-years old he started upgrading his bikes and then later on in life his attention naturally turned to cars.

Whilst most kids were revising for their school exams Greg was in his parent’s garage – his then makeshift paint shop – carrying out body mods. At that time, though, he didn’t even have a compressor. “I was using these compressed air cartridges and could only repair and paint small panels and motorcycles”. Greg explains.

Things have changed since then quite considerably. Not in a ‘Billy Big Time; look-at-me’, type of way, though. No, there’s none of that. Greg runs a humble paint shop with just one right hand man called Iain, a state-of-the-art oven and a modest sized, but seriously well equipped workshop.

Add Howell’s ridiculously obsessive and geeky knowledge of paintwork hues into this set-up and you have a small operation that produces killer paint. It’s a simple but very effective affair.

Onto the car you see here. Like many project vehicles it came along by chance. Greg’s friend Warren needed to free up some space and when Greg asked some questions Warren spoke of a very sweet Golf with low miles showing on KW Variant 1 coilovers and steel wheels. The rest of the car was bone-stock and apparently the body was in good shape.

It turned out that the car was super-straight – no accident damage – simply a few stone chips, so it was a done deal. The car was so nice Greg considered using it as a daily driver. In fact, the car sat on his drive for nearly 2-months before he decided what to do with it.

After considering all sorts of engine swaps from a Mk2 Golf’s G60, to the Mk5’s 2.0-litre turbocharged FSi lump, Greg settled for a PD130 diesel motor out of an Audi A3. The project was to be a perfect blend of old and new.

The engine bay was stripped at Southam Bodies, Greg’s paint shop, and the car was delivered to a company for its engine swap. The initial stage was to mock the new motor up in the bay and then that would allow the car to be delivered back to Greg for the bay to be smoothed. This was done in a sensible way – ensuring that the original identity and character of the Mk1 Golf’s motor surroundings would remain.

Admittedly, the rest of the body was quite a simple affair. It was just a case of making sure the prep work was spot on and giving the shell a full re-paint. No other modifications were executed except for an exhaust exit re-design, allowing Greg to run a diesel-style tailpipe.

The colour was to remain the same with Greg shooting the paint in the original Lido Green that the Mk1 left the Wolfsburg factory with in 1981. Still, despite this simple paint job, there’s around 300-hours in the body alone. The bay and the tedious smoothing of the bonnet framework ate into a lot of these hours, but nevertheless, the perfect preparation very much shows in the overall finish.

Tricks of the trade were employed to get the paint looking this good. Greg had the Lido Green hue formulated in base coat. The reason being that this original colour was created as a ‘direct-gloss’, if this had been used the finish would not have cut the mustard. So by using base coat with clear coat over the top, the finish that Greg desired was achieved.

With the motor installed, complete with upgraded turbocharger and along with more go-faster software, the car had 200bhp under the bonnet. Not a massive number, but the 300 lb/ft of torque is where it’s at with TDi power and a Quaife differential helps keep the Golf in a straight line when under hard acceleration. These cars are very lightweight and with this PD-motor tuned-up, it’s seriously fun to drive.

In my eyes this is the perfect Mk1. The interior and exterior keep the essence of the original car, whilst the motor brings the vehicle into the 21st century. For years now Greg’s name has been saved in my phone as the ‘The Milkman’. Not because he drops past my house every morning arming me with semi-skimmed for my cornflakes. Simply because no matter what you ask of him: Greg Howell always delivers.

This trophy hoarding Mk1 is a true testament to his ability as a painter and I am glad that it got transformed from a simple daily driver to this piece of art in motion.

-

Words by Ben Chandler
Photos by Paddy McGrath / paddy@speedhunters.com

ENGINE
PD130 motor, Hybrid turbocharger with matched housing, custom software and Quaife differential.

CHASSIS
KW Automotive Variant 1 coilover system, ETA Beta 17×7-inch wheels using imported barrels from Germany with stainless lips, 185/35×17 Nangkang NS-II tyes, with machined centres for custom fit.

INTERIOR
Bone stock with iPod integration and Bluetooth hands-free mobile system.

EXTERIOR
Exhaust exit redesign, bonnet framework smoothing involving 49 holes being welded and deleted, engine bay smoothing, chassis notch and leg shrink to ensure pulleys from PD motor would clear, full repaint in specially formulated Volkswagen Lido Green.