A very brief history of the Middlebridge GTE
Middlebridge Scimitar Ltd acquired the manufacturing rights and all tooling for the GTE and the convertible GTC version in 1987. Hand built at the Middlebridge Scimitar plant in Beeston, Nottingham at a rate of 300 cars per year (never attained), the new GTE retained the classic Ogle sports estate design penned by Tom Karen. It is powered by a Ford 2.9 Litre fuel injected Scorpio engine that produces 150BHP. It has either a five speed manual gearbox or a four speed automatic unit available as an optional extra and a top speed of 140 + mph. The road holding and stability of the car has been improved with modified front and rear shock absorbers, springs and an anti-roll bar is now fitted at the rear. (The handling modifications were the work of suspension Guru's Harvey Bailey) A stainless steel exhaust is included as standard and there is improved galvanising to the chassis together with anti corrosion treatment on all the steelwork in the body. (Up to 100 hours were spent on each car preparing the bodywork.) Whilst the classic lines of the GTE were retained, Middlebridge added new alloy wheels, redesigned rear light clusters and halogen headlamps. Paint finishes were offered which included pearlescence and dual tone colour schemes. The interior of the car was improved with higher quality trim, Four head restraints and a quad speaker Alpine radio/cassette. The fascia's were also upgraded with glare free instruments, electric windows and heated door mirrors were also added. The car is fitted with a twenty gallon fuel tank which can give a range of up to 600 miles and the average touring consumption rate for the manual version is 35 mpg and 30 + mpg for the auto. The sale price for a new Middlebridge was £24,000.00 + extras and a total of 77 were built.
1) This picture is of the Middlebridge assembly line at lilacs Grove. (Position 2 - 5 on plan)
2) Body awaiting chassis. (Position 2 on Plan)
3) Here's a view looking up the centre of the factory towards the body shop doors, HRH Princess Anne's Middlebridge No 5 is the car with the bonnet closed (awaiting despatch) and the red car pictured is on the rolling test bed.
4) This shot is taken from the body shop end looking towards the stores and canteen area.
5) This diagram shows the layout of Lilacs Grove and has the key areas marked.
6) Here is a picture of the much talked about Middlebridge GTC (Her build was never completed) ;o(
7) This is another shot of the Lilacs Grove Production area, this shot also shows the Middlebridge GTC .
Many Thanks to Steve Lowe (ex Middlebridge Engineer) for the pictures above, There will be more of Steve's rare material on the site soon. Once again many thanks Steve.
8) This picture was sent to me by Mark Wooller. Mark currently works at the Lilacs Grove site and this picture is still hanging on the wall in the reception area!!
Can anyone identify the car under the blue cover??? (The car hiding under the cover is one of HRH Princess Anne's other cars in for repair, Many thanks to Paul Kalwa Middlebridge Group Marketing Director for the info;)
(Snippet of info) Many people have asked me about the Middlebridge front and rear bumper upgrades and whether they were to improve the cars appearence , airflow or for any other reasons, ?? I have recently been informed that the sexy new colour coded bumpers were fitted because the rubbers for the old bumpers were no longer available!! ;o)
A short time after the Middlebridge Auction Pickfords moved into Lilacs Grove and stayed there until 1995 and in approx 1996 J.Tomlinson (Building and Mechanical Service Engineers) occupied the factory and are still operating from the site today.
Once again, many thanks to Mark Wooller for the site history and picture above.
During November 1986, amid plenty of speculation and with 30 + orders still on their books, Reliant ceased production of the Scimitar GTE and GTC models in order to concentrate their efforts on the small two seater sports car market.
Two Nottingham Businessmen, namely John McCauley and Peter Boam were sure there was still life in the unique Scimitar GTE design and were very keen on the idea of hand building and marketing an upgraded and higher spec’ GTE. They approached Reliant in early June 1987 to buy the manufacturing and tooling rights to the GTE and GTC. They negotiated a deal where their company BM Industries would build small numbers of Scimitars in a new factory in
Very soon after this Peter Boam & John McCauley met with a Japanese Business Man named Kohji Nakauchi “a huge classic car enthusiast and collector” and the owner of the Middlebridge group of companies. They bought the GTE / GTC manufacturing and tooling rights from Reliant for £400,000 and in late June 1987 Middlebridge Scimitar was formed. A further £2 Million was also invested into the project and the initial purchase from Reliant was completed in 24 hours!!
Mr Nakauchi and Dennis Nursey his associate had already made plans to build aluminium bodied two seater combining British craftsmanship, which was in high demand in
Mr Nakauchi, a self confessed “Anglophile”, immediately appointed his old friend “Dennis Nursey” as Chief Executive to run the company with John McCauley, Peter Boam and Stuart Bird. It was decided that they would go ahead and hand build a much improved and more refined car “The Middlebridge Scimitar” at a rate of three to four cars per week and target the executive market.
Several people were brought in from Aston Martin to work on the new project and Chief Middlebridge Engineer Kevin Gladwin was recruited to progress the new car through its Type Approval stages which involved many trips to Mira before the new car received its full British Type Approval from the D.O.T. (Department of Transport.)
Getting a car through Type Approval is a very difficult and expensive business, particularly when modifying a car that has already obtained the necessary approval certificate. Middlebridge did make modifications to the car chassis, rear lights, front lights, interior gauges, 15” Alloy wheels and Speedo calibration, “I for one” wonder how they passed the car on the Speedo calibration front.
Middlebridge Engineering specialised in high Class Classic car Restorations for the Japanese market since December 1986, especially vintage Astons. “How cool is that Exporting cars to
Middlebridge Scimitar obtained a late SE6B Scimitar from Reliant and upon arrival, at Lilac Grove the car was completely stripped out down to the chassis and re-assembled from scratch by two men, Stuart Bird and Peter Bloom incorporating the 450 + modifications / upgrades that Middlebridge had intended for the new car. “The Middlebridge Pre Production Prototype was born” During development this car was used for tests on drive train noise, static noise, radio noise it was also fitted with various sensors and the retrieved data was used for type approval purposes, When Reliant testers drove the car they were very surprised at the lack of rattles, draughts, water leaks, handling, interior noise and speed of the new car,
There was actually two Middlebridge Prototype Cars, one a Manual (Dr Dan Mitchell's) and the other an Auto (A90 YOM). This car had the 2.9 EFI engine and 4 Speed auto box + many other mods, it can be seen below parked In Lilac Grove just after the floor was painted, rumour has it that this car was badly damaged on road test but this has NOT as yet been varified.
Middlebridge received a lot of advice and technical help from Gerry Wilmot (Reliant) who made many trips up to Lilac Grove in his GTC (The white car seen on the front of many Reliant colour brochures).
HRH the Princess Royal “Officially” opened the Lilac Grove works in October 1988.
HRH enquired about the new Middlebridge Scimitar as soon as she heard of the new venture and was already using one on loan for two weeks prior to ordering her first Middlebridge Scimitar, when she purchased her Middlebridge (number five) it was her ninth Scimitar.
The Pre production Prototype mentioned above is owned by Dr Dan Mitchell and it is still going strong, looks great and is in near original condition. HRH Princess Anne used this car for a short time then drove the Production Prototype chassis number 1 for several weeks while waiting for her own car (No 5) to be completed, “She still owns this car today” Dan’s car can also be seen on many of the Middlebridge Sales Brochures (see downloads area) as it was driven to the South of France for sales photography purposes, Dan bought the car new from Middlebridge and has owned it ever since. It is also featured in Don Pithers books, The Scimitar and its forebears and Reliant Sports Cars
The Glass fibre Shells and Chassis were still to be built in Tamworth by Reliant and transported to Lilac Grove as “Green Bodies” where they would spend at least a week outside curing, Panel thickness varied from 2-3mm up to a whacking and impressive 15mm (The thickness was location/function dependant for example the Pedal Box was spec'ed to be 13-15mm, Time was spent matching the most suitable Shells to Chassis, (Note This is why Middlebridge Cars have a VIN No = chassis No and a separate SNM No =Body No that are different numbers) the shells were then left to cure and the chassis “Hot Dipped Galvanised” once the shells were ready for preparation 100 man hours were then spent preparing one for paint and then yet another 200 man hours would be spent on the build of every car,
Middlebridge cars were hand made in a small factory “Lilac Grove” in Beeston,
Here’s a brief list of some of the improvements made to the Middlebridge Scimitar- Hot Dipped Galvanised Chassis, 100 man hours on body prep; 10 coats of high quality paint including Etch Primer, Primer Filler, Colour Coats and final Lacquer coats all applied in a state of the art Spray Booth by experienced paint sprayer Dave Lewis, 2.9 EFI Engine (150bhp), The new fuel injection employs an inertia mechanism to halt fuel flow in the event of an impact, (Old Scimitars had suffered engine bay fires but not anymore) Two speed fan (this was another Old Scimitar weakness), Ford also insisted on testing the Middlebridge Cooling system in a climate chamber and increased the radiator depth from 2 to 3 inches "Middlebridge's don't overheat", The use of fire retardant resin also reduced fire risk, 5 speed manual or 4 speed auto gearboxes, "Harvey Bailey" the performance and handling Guru's of the time worked their magic on the handling front and added Bilstein Shocks, 15" Wheels and a rear anti-roll bar, Halogen headlamps x 4, Larger rear lights, improved seating, higher spec interiors, 15” Alloy wheels, VDO anti-glare instruments, Increased sound deadening throughout, The revised stainless exhaust was tuned to reduce resonance on the rear window, colour coded bumpers, stainless fuel tank straps, leccy windows, leccy heated/adjustable mirrors, rear anti roll bar, Italvolanti Leather Steering wheel, revised front suspension and top of the range Alpine stereo cassette player, there was also a revised rear axle ratio of 3:54-1 which equated to 26 mph per 1,000rpm and 70mph was a leisurely 2,700rpm, a couple of cars had a diff ratio of 3:3-1 the same as SE6B Scimitar and these could happily cruise at much higher speeds. ;o)
Middlebridge were fully aware of some of the shortcomings of the new car ie; huge turning circle, front suspension, seat runner positions to name a few, They also knew how to rectify the problems but expensive impact testing and Type-Approval costs were the limiting factors, Bizarrely enough the seat runners etc could be altered by the Scimitar Dealers prior to customer collection without requiring any Type Approval, etc’ other modifications carried out at point of sale include Air-Con and LPG.
As soon as the Reliant Tooling had been installed at the now spotless Lilac Grove Site, Dennis Nursey pushed ahead Full Steam with production of the new car, With a crew of 47 employees, production started and a stand at The Earls Court Motorfair was booked for 19-29/10/89 “Stand One – Level One” a Guards Red Middlebridge was chosen to Debut the new Middlebridge Scimitar GTE and it was worked on until its arrival at the Show, (This included Week-end and Night Work.) Press releases refer to; Scimitar GTE comes of age as the 21st birthday of the Scimitar GTE was being celebrated at the show, and it’s 21years since the appearance of the Worlds first High Performance Estate at Earls Court October 1968.
Many thanks to Kevin Gladwin for these rare pictures of the Motorfair Car, firstly outside Lilac Grove, loaded on the trailer to head off to Earls Court and on display at the Earls Court Motorfair 19-29/10/89.
Early independent road rest figures ranged from sub 7 seconds to 8+ seconds for the 0 to 60 dash (Bloody fast to Pretty Dam Quick) and top speed ranging from 136mph to 147mph!! Various different independent testers and car magazines recorded top speeds in excess of 140mph; The Middlebridge Chief Engineer & Pre-delivery tester (Kevin Gladwin) also attained 144 mph on several occasions.
Early into production Middlebridge received orders for
Middlebridge selected a network of twenty four specialist dealers to supply their new hand built model in the
Scimitar production was running at only one to two cars a week and sales were slower than expected (many of the early cars were bought by previous Scimitar owners) and 40 + executives who were after something with style, speed and space, People even joked about re-naming it the “Brabham Scimitar” as the Middlebridge Group owned the legendary F1 Brabham Racing team at the time…(see Middlebridge Racing), John McCauley and Peter Boam had already seen their new baby into production but were not happy with the way the company was progressing and parted with Middlebridge Scimitar at this time.
With Production and Sales still averaging 1 to 2 cars a week Dennis Nursey made the decision to bring in Steve Coughlin (Ex Aston Martin and Tickford Director) to oversee and make improvements to the management and Production systems in spite of all of Steve’s efforts and a very reduced workforce several factors were to eventually culminate in the downfall of Middlebridge Scimitar they were a combination of slow production and sales, a very large stock holding of parts, the £1 million purchase of F1 Brabham + other racing interests and finally the ill fated £10 million historic Le Mans Bentley “Old Number One” very briefly Middlebridge started to purchase this famous car and someway through the deal Dennis Nursey wanted to withdraw from it on the grounds that it was not the authentic specimen it was purported to be, Ed Hubbard “Owner” and Finnigans Wax Oil Millionaire was the wrong man to take on as he quickly enlisted the help of the well known Wally Hassan and others to argue his corner in a very well publicised court case which was lost by Nursey and Middlebridge, The Judge ordered them to proceed with the purchase, and with no way of avoiding the bill the parent Company pulled the plug on the Scimitar division of the company that strangely enough had purchased the Bentley and the Beeston Scimitar operation went into receivership.,
For full details of the trial go to the downloads area
The Final irony it was a cold wet day in a
(The day that Margaret Thatcher Resigned)!!
Being unable to find a buyer for the Company there was an “everything must go auction” which consisted of 774 lots, the auctioneers were Walker Walton Hanson of Nottingham and they had a very long day ahead of them, during the early part of the morning many people with different interests were rummaging around for different bargains from Xmas tree decorations, office furniture, computers chairs etc etc, the auction started at 10.30am with two pedestal bins and at lightning speed whizzed through all the office furniture, electrical items and general tit bits, it was now about lunchtime and we had just started on the contents of the Middlebridge stores “a shocking amount of stock was held” e.g. 5,000 rear seat retaining clips, many of the smaller lots were bought by Scimitar enthusiasts of which there were many in attendance, some enthusiasts were there hoping to get one of the five Auction Middlebridge’s at the end of the day.
Bidder number 22 “Graham Walker” was a very busy man with a big shopping list, He’s also owner of the Worlds largest Scimitar Spares outlet, at about 4.30pm up came first of the really talked about lots “The Big One” Lot 653 which was for the entire stock of Middlebridge Moulds and the rights to the names Scimitar GTE and GTC there was also a hand written note on the auctioneers podium that included the rights to make the Scimitar body shape, the bidding started at £3000 with Graham Walker bidding as expected, when the lot reached £6000 there was only one other bidder “a man nobody knew” the two bidders pushed the price up to £31,500 way past what Graham Walker had expected to pay but way short of the 400,000 paid by Middlebridge to Reliant some three years earlier, the other bidder turned out to be Jefferson Ritson a Glass-fibre manufacturer from Birmingham., Graham Walker did win the Lot and still owns all the moulds and rights to this day.
Next under the hammer was all the nearly new workshop equipment quickly followed by the other prize lots, Five completed cars, these cars were completed by a skeleton crew working at Lilac Grove after Middlebridge had folded, the cheapest complete Middlebridge made £12,100 and the dearest and last off the line made £17,400 + car tax and vat of course, the total auction netted the creditors a mere £200,000.
Mystery Car ( APL 248)
This car really stood out at the Middlebridge auction, it was LOT No 769. She was sporting the new style Middlebridge front and rear ends (believed to have been in clay) she also sported a sliding roof and has been described as similar to a Bristol Beufighter in appearence, surely there must be information / paperwork and drawings detailing the new modifications carried out on this car at the Lilac Grove Site. Just to add to the mystery I received a phone call in 2008 from a man that had a Middlebridge Scimitar with a strange front end,, the car was in storage and eventually the guy asked if I would be interested in purchasing it " I said yes price depending" the man then said he would call me when he had a price as a starting pont , unfortunately I have never heard from him again and his phone No is unobtainable. ; o ( After the auction the new front end mould was kept in the passageway at Graham Walkers new premises between the front reception and the workshop, the body lifting gear and the production line are still stored in a room behind the workshops , this is where the production line would have been had it ever re-started.
That was the last item in the auction and the final call for Middlebridge Scimitar, they may have only been a small car manufacturer for a short time but where else would you find, Japanese Money, An affordable Ferrari 250 GTO, Aston Martin and Rolls Royce employees, Car exports to Japan, £10 million Bentley Le Mans, F3000 Racing and the Brabham F1 Racing team and all in one brief history….
General info;
Middlebridge Engineering
This was the first company in the group and was created in June 1987 with the specific purpose of employing and using true British craftsmen to restore high class classic cars for Japanese owners, The company was based in Milton Keynes and was run by Managing Director Mick Adams who lead a team of highly skilled craftsmen, Mick joined the company in 1987 from Aston Martin Lagonda and had 20 years experience behind him, the company went from strength to strength and had an enviable reputation for the quality of their work, this was demonstrated when two of their cars were entered into the 1987/1988 Mille Miglia commemorative 1,000 mile run for classic cars, their two Japanese owners both completed the course without any problems, 80% of the customer base are from Japan and the company has surpassed all expectations and is growing fast to keep up with demand.
Middlebridge Racing
The Racing division was created in 1986 and initially raced very successfully in the FF2000 1987 where they achieved three wins and two lap records.
1988-89 Middlebridge moved up into Formula 3 and the team drivers were John Alcorn “won at Brands Hatch” Phil Andrews and Arnoud Guiot for a few drives.
The team maintained a reasonable positions during 1989 running Reynard 89Ds with McLaren, Cosworth DFV engines, Phil Andrews continued to drive but alongside him now is Mark Blundell “who I’m sure needs no introduction”.
1990 The team are looking to have Phil Andrews driving in F3000 using an all new engine developed by Tickford, Middlebridge also paid £1 million to Bernie Ecclestone and gained control of Brabham for the 1990 Formula 1 season, they borrowed the money from Landhurst leasing and struggled with the repayments, the team managed to score a few points and the drivers were, David Brabham and Damon Hill son of Graham.
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Brabham Racing
Brabham Racing was founded by Jack Brabham and Ron Tauranac, they both worked in Australia “Jack being the more well known of the pair” and Ron doing design work during the 1960s, Brabham was the worlds largest builder of open wheel racing cars and won four drivers and constructors championships during its 30 year F1 history, Brabham also had cars competing in Formula Two, Formula Three and the Indianapolis 500, Bernie Ecclestone owned Brabham during the 1970s and 1980s before selling to Middlebridge prior to him becoming responsible for the administrating the commercial aspects of Formula One.
Some well known names connected with Brabham.
Founders; Jack Brabham, Ron Tauranac.
Staff; Bernie Ecclestone, Gordon Murray, Ron Dennis, Charlie
Whiting and John Judd.
Drivers; Jack Brabham, Dan Gurney, Damon Hill, Graham Hill,
Denny Hulme, Niki Lauda and Nelson Piquet.
Mr Kohji Nakauchi
Mr Nakauchi is a Japanese Millionaire and Anglophile with a love of true British craftsmanship and British Classic Cars, from an early age he loved Aston Martins after seeing them in James Bond on TV, he now has 40 classic cars in his personal collection including quite a few rare Astons!! He made his fortune as the publisher of Japans leading Horse Racing newspaper and owns 29 thoroughbred race horses; he is also a director of a large new town development just outside
One of Mr Nakauchi’s ambitions was to be involved in the British Classic car scene which he fulfilled with Middlebridge Engineering and achieved great success in exporting high class classic cars to Japan, it was at this time he met Dennis Nursey and they became good friends and worked together, They both shared a common dream of building a sports car aimed at wealthy customers in the Far East, this idea remained with the two men and I guess had the Middlebridge Scimitar venture succeeded….
An awful lot of Middlebridge’s money “possibly too much” was diverted and used in the attempt to be successful on the race track in an effort to realise one of Mr Nakauchi’s dreams, this one only met with partial success.
Dennis Nursey
Dennis was working for Aston Martin as a mechanic when he was given the opportunity to train Aston Martin Service Engineers in Japan, while there Dennis was asked to repair one of Mr Nakauchi’s old Aston’s, they immediately hit it off and became friends, they had an awful lot in common, the friendship developed and Dennis worked on Mr Nakauchi’s private collection of cars, Dennis returned to the UK to take up the post of Aston Martin’s Parts Manager and was soon after put in charge of building Aston’s Far East Potential where his friendship with Mr Nakauchi grew and they discussed in detail their joint ideas of a two seater aluminium bodied sports car Hand crafted in Britain but with reliable Japanese running gear, this project was started and at the design stage but then the two men met with John McCauley and Peter Boam and discussed the Scimitar project and its resurrection...
John McCauley
John McCauley was one of the two founder members of the New Scimitar GTE idea, it was Peter Boam and John that had the initial idea for an improved and upmarket Scimitar and they secured a deal with Reliant and a premises in Nottingham, I met with John and had a brief chat at the NEC 2007, I do look forward to meeting up again soon to fill in a few of the gaps that I may have left in this write up.
Peter Boam
No details are available at present. (Refer to John McCauley)
Paul Kalwa (Group Marketing Director)
No details are available at present.
Phil Wormald
Phil joined Middlebridge from Rolls Royce where he was a draughtsman, he initially set up a fully functioning drawing office which developed into a drawing /design Studio where they produced the Illistrated Parts Manual, Build Line Manuals, General Drawings and dealt with the "parts" type approval issues, The office rapidly expanded to four people which included another RR Guy that Phil brought in, Phil changed position within the company and became Head of Customer Relations and finally head of Dealer support.
Phil was one of many that spent their last lunchtime having a laugh together at the BeeKeeper Pub around the corner where on their return they were asked to gather on the shop floor to be told they were all redundant and had a very short time to vacate the site.
Phil has been very helpful to many people over the years and is a mine of knowledge Middlebridge wise (Thanks Phil) he is also well known in SS1 circles where he has completed a full resto' and produced a CD for others, take a peek at the links area and his SS1 site is there.
Geert Van Hout (Middlebridge European Distributor)
Geert van hout sold three LHD Middlebridge's in quite a short time, the Dutch two cars were "Fully Loaded" with Air-Con, Sunroofs, Auto transmission etc, the other car (Guards Red, Air-Con, Manual etc) made it's way to Italy. the two Dutch cars sold for 127,000 guilders in 1989/90 (which was a horrendous amount of money) .
The car that was delivered to Italy was never registered there and in 1991 Geert went to Rome and drove the car back to Holland where it was sold.
Kevin Gladwin
Kevin Gladwin a very experienced engineer and was brought in as the Chief Middlebridge Engineer he was responsible for getting the new Middlebridge through Full British Type approval, He also did a lot of the build work on Middlebridge No 5 (HRH Princess Anne’s) car, he also went on calls to Gatcombe and Sandringham when HRH had problems with her MB, on one occasion Kevin was called out to Sandringham and on arrival found all the front wiring loom stripped out, apparently Security had heard a noise coming from the car after HRH had parked it several people had tried to stop the noise by pulling at and playing with wires when Kevin arrived he soon diagnosed the problem and the cause of the noise “it was the engine fan and it was operating correctly” so no initial fault but the car now needed a lot of front end wiring work!!
Another of Kevin’s responsibilities was to oversee production check the cars over after build completion and do the final shake down road test prior to customer collection; Kevin like others also verifies that 144mph is attainable in a Middlebridge.
Fact; Kevin and Geoff Nightingale Middlebridge Leccy did happen to sign their names on the inner roof above the rear seats before fitting the roof lining of HRH Princess Royal’s Middlebridge Number 5. ;o)
Dr Tom Karen (Scimitar Designer)
Tom worked for the Ogle Design Studio and is responsible for the original Scimitar SE5 design, he is also responsible for the likes of the Bush TR130 (Best selling radio of the 60s), Bond Bug (1970), Raleigh Chopper (1972), Reliant Kitten (1975) and the Leyland T45 Truck Cab in 1980 to name a few, I was fortunate enough to spend time chatting with Tom at the NEC (Classic Car Show) 2008 and was very suprised at his enthusiasm for Scimitars, Tom is a very likeable and obliging Gentleman and before he left me he was quite happy to sign my car, it was his first hands on experience of the Middlebridge Scimitar and he said " I really like this car and colour it has real presence , the interior is a vast improvement just what the Scimitar needed" Tom then kindly signed the interior tonneau cover... (Pictures to follow).
Harvey Bailey Engineering Ltd
Harvey Bailey (Suspension & Handling Specialists) have for many years been considered the Guru's in the field of fine tuning and improving the handling of cars both for the Motor and Motor Racing industries, their aim is to produce optimum control without the loss of ride and feel, Their equipment is fitted to many new vehicles as OE, They also specialise in off road vehicles, the emergency services and also develop systems for military applications.
The First Middlebridge Re-Union (18/05/2002)
The Re-Union was held at the Plank & Leggit Pub "where else but a pub" ;o)
on the 18/05/2002 , the event was well attended and many cars were parked in
the car park, I would like to say many thanks to all that have sent in pictures of
the cars in attendance on the day.
I have endeavoured to be as accurate as possible with this article however should anyone be able to elaborate on or correct any of the data please email me and I will be happy to amend or add as appropriate.