Packed with more cars than you can shake a spanner at!

Our June issue tells the story of a man who traded up from a BSA motorbike to his dream Ferrari, which he then rebuilt in true Practical Classics style! 

PLUS: We meet a TR7 nut, Matt Tomkins tackles France in a fleet of Morris Minors, we find out what it's like to live with a Beetle, immerse ourselves in the world of Range Rover P38s and our minds are boggled by a Tesla we used to rescue a Citroen DS from France.

And of course, LOADS of technical advice and tips for restoring and maintaining your classic. It's us... just like you... mucking about with our lovely old cars and grinning a lot.

Hope you enjoy the magazine!

ferrari restoration

Most of our restoration tales involve a car rescued from ruin and gradually built back up into an object of history-infused beauty. This one is a bit different. It’s about starting with a £30 BSA Bantam and ending up with a truly fabulous Ferrari. Here, it’s trading up rather than smartening up, all to the backdrop of simultaneously building up a successful business in fitting out high-end offices. Then, having got the dream car, the dream car turns out to be not quite so dreamy after all. That’s where the restoration part kicks in.

Andrew Seward never expected the hands-on skills he’d learned over the years to be needed quite as much as they have been. What he has proved, though, is that a man in a well-equipped shed – two sheds, in Andrew’s case – can fettle a Ferrari as much as a Fiat or a Ford.


TR7 collection

Dr Dave Bulman was an engineer with a passion for club rallying. He was also a technical advisor to BL Motorsport involved in the TR7 V8 rallying programme, so he knew a thing or two about preparing British Leyland products for competition.

In 1979, he set out to prove that a clubman rally enthusiast could build a car based on Triumph’s TR7 sports two-seater that would compete with top ‘works’ prepared cars from Ford and BL. More than that, the build of a ‘works’ replica, to virtually full ‘works’ specification, could be achieved within the rather limited budgets available to most club competitors. Current owner Chris Turner acquired the ‘Triple C’ rally TR8 five years ago....

tomkins and his minors

With the first colour on the shell, this project has gathered pace. Tomkins is methodical though: 'There’s nothing more disheartening than constant body prep, and I’m very aware that the shell is only the start of it. I’ve still got lots to do on panels, however seeing the shell resplendent in colour has really motivated me to put the hours in.'
Having let the first coat of cellulose sink back into any scratches and imperfections, he sanded back any deep scratches with a 500 grit DA pad before reaching for the bucket and wet-flatting the entire surface back to a uniformly flat, dull finish. Using a block to do this allows high and low spots to stand out and be dealt with accordingly. Following this, it was time to apply another six coats of HMG’s finest and stand back to admire the result. 'Putting enough depth of paint on was particularly important as Mikey Coman from Leeds college was to flat and polish the painted shell at the PC Restoration and Classic Car Show at the NEC.'



Jensen Interceptor Restoration

She lives! Danny updates us on his Interceptor rebuild in the latest issue of Practical Classics

tesla vs citroen ds

Our James heads for France and discovers the Tesla isn't the world's first automated car, after all... Evidently, it was a DS! Read more in the latest issue of Practical Classics.

MGA service guide


The MGA ushered in a new dawn for MG in 1955. It was more sleekly-styled that its TF predecessor and introduced the B-series engine fed by twin SU carburettors that became the marque’s mainstay. Unlike the later MGB, though, the A featured a relatively simple separate chassis construction.

The A’s front engine/rear wheel drive layout was entirely conventional and the 1489cc and later 1622cc overhead valve engines were easy to look after for owner-drivers of the day. The same is still true 60 years down the line.

Under-bonnet access is generally pretty good, although the narrow tapering bonnet aperture does make some of the ancillaries a pain to get to....