The car everyone is looking for, in great mechanical shape, with beneficial upgrades. We are making more improvements please check back as we will be making updates to this great classic car.

Just back from the Paintshop

Fabulous New Paintwork

Reassembly in Progress

Other Highlights:

Weber Carb

Headers

Sport Exhaust

Steering Wheel Upgrade

Nice Interior

New Robins Top from Moss®

The 1970 split bumper car is sought after by collectors. The MGB formally an entry-level collectible is now moving up in price. So, now is a great time to buy.

We are presently updating this car with maintenance and cosmetic work. Check out the Black Trim package we put on this car. Truly unique. A customer saw it and had to have it. SOLD!

Call for your upgrades Now • (813) 996-1500

It was a true convertible with almost saloon car comfort, a new wrap-around windscreen, wind-up side windows, swiveling quarter lights and a quick-action folding roof. Twin SU HS6 carburetors replaced the triple SUs (total area 5.3 sq. inches, a 9.25% reduction). Austin-Healey claimed it could exceed 115 mph.

Series Production Car

production years 1961 – 1962

built at Abington, England

price $ $ 3,699

engine Straight-6

position Front, Longitunal

aspiration Natural

ignition Lucas E1 Distributor

block material Cast Iron

valvetrain Pushrod OHV, 2 Valves per Cyl

fuel feed Tripple SU HS4 Carburetors

displacement 2912 cc / 177.7 in³

bore 83.3 mm / 3.28 in

stroke 88.9 mm / 3.5 in

compression 9.03:1

power 98.4 kw / 132 bhp @ 4750 rpm

specific output 45.33 bhp per litre

bhp/weight 122.45 bhp per tonne

torque 226.42 nm / 167.0 ft lbs @ 3000 rpm

body / frame:

Steel Body w/Aluminum Panels over Steel Ladder

driven wheels Front Engine / RWD

front tires 5.9×15

rear tires 5.9×15

front brakes Girling® Discs

rear brakes Drums

r brake size 57.1 x 279.4 mm / 2.25 x 11 in

front wheels F 38.1 x -1.0 cm / 15 x -1.0 in

steering Cam & Peg

f suspension • Double Wishbones w/Coil Springs, Shock Absorber, Stabilizer Bar

r suspension • Solid Axle w/Semi-Elliptic Leaf Springs, Hydraulic Shock Absorbers

curb weight 1078 kg / 2375 lbs

wheelbase 2340 mm / 92.1 in

front track 1240 mm / 48.8 in

rear track 1270 mm / 50.0 in

length 4000 mm / 157.5 in

width 1540 mm / 60.6 in

height 1240 mm / 48.8 in

transmission 4-Speed Manual

tran clutch Single Dry Plate

gear ratios 2.93:1, 2.05:1, 1.31:1, 1.00:1

top speed ~185.1 kph / 115.0 mph

0 – 60 mph ~11.0 seconds

0 – 100 mph ~36.0 seconds

0 – 1/4 mile ~17.0 seconds

Combined fuel economy EU 12 L/100 km or 19.60 MPG-US

S.H. Arnolt Inc. of Chicago and Warsaw, Indiana, sold four different manufacturers cars with Bertone bodies during the period 1953 to 1968.

Stanley H. "Wacky" Arnolt was a Chicago industrialist, who began importing foreign cars in the 1950s to the United States. Though sold as American cars, the cars were true hybrids, with British mechanicals, Italian bodywork, and U.S. sales and distribution, as well as in some cases final assembly and bodywork. S.H. Arnolt Inc. was a licensed automobile manufacturer in the State of Illinois.

A fortuitous meeting with Bertone at the Turin Auto Show in 1952 resulted in four collaborative efforts between Arnolt and Bertone, involving running gear and engines from the British car manufacturers MG, Aston Martin, Bentley, and Bristol. first was the Arnolt-MG, a four-seater Bertone-bodied car based on the MG TD chassis and XPAG 54hp engine. The Arnolt MG was designed by Giovanni Bertone, his son Nuccio, and Giovanni Michelotti. Of a planned production of 200 cars, 103 have been documented as built between 1953 and 1954 (67 coupés and 36 convertibles). Out of this total, the whereabouts of 36 are unknown and three are known to have been scrapped (as of 1993).

The initial price was $3145. In 1954, MG informed Arnolt that it could no longer supply chassis and engines due to demand for its own complete cars (as well as the replacement of the TD by the TF), so Arnolt began looking for a larger-engined car.

(Source: https://en.wikipedia.org/wiki/Arnolt)

The Ford Model A was the second greatest success for the Ford Motor Company after its more famous forerunner, the Model T.

First sold on December 2, 1927, it replaced the Model T which had been in rolling out of the factory for 18 years. The new Model A was designated a 1928-year model and was available in four colors. By February 1929, one million Model As had been sold, and by July of the same year, two million.

By March 1930, three million Model As were sold in 9 body styles. Model A production ended in March 1932, after 4.8 million had been made in all body styles.

The Model A came in a variety of styles including:

Coupe (Standard and Deluxe)

Business Coupe

Sport Coupe (Standard and Deluxe)

Roadster Coupe

Convertible Cabriolet

Convertible Sedan

Phaeton (Standard and Deluxe)

Tudor Sedan (Standard and Deluxe)

Town Car

Fordor (five-window standard, three-window deluxe)

Victoria

Town Sedan

Station Wagon

Taxicab

Truck

Commercial

The Model A was the first Ford to use the standard set of driver controls with conventional clutch and brake pedals, throttle, and gear shift. Previous Fords used controls that had become uncommon to drivers of other makes and a rear-view mirror was optional! The Model A was also the first car to have safety glass in the windshield.

Seventy years ago my father Ike grew up driving one and wanted to reminisce about driving one again. So, we made it happen with this American Classic. Enjoy the memories Pop.

The founder and the man who conducted the destiny of the Morgan car for nearly fifty years, Henry Fredrick Stanley Morgan was born in the village of Moreton Jeffries, Herefordshire, in August 1881. His father was the Reverend Prebendary H. G. Morgan, Curate at the church in the nearby village of Stoke Lacy (where Henry Morgan, George’s father was Rector). Harry as he was known to family and personal friends (or simply ’H.F.S.’ throughout the industry), was educated at Stone House, a school in Broadstairs, Kent, Marlborough College, Wiltshire, and the School of Practical Engineering at the Crystal Palace in Sydenham, south London. Whilst at Crystal Palace he developed a passion for cycling and then changed his allegiance to the motor car. After a hair-raising first drive in a 3 h.p. Benz that ran away with him down the 1-in-6 gradient of a hill between Bromyard and Hereford, he emerged intact but considerably poorer. Damages to the car cost about £28 for repairs and delayed his ambition of owning his own car.