The term convertible covers a huge range. Paul Niedermayer’s original proposal to the CC team mentioned “Anything that has a top that goes down or comes off.” So, here is gentle and unscientifically chosen selection of convertibles produced in Europe and seen at various car shows over the last couple of years.
First up, a 1928 Bentley Four and half litre, perhaps the most famous Le Mans winner ever. This example is the road going non-supercharged version, of which around 700 were produced. The bodywork on this car is by Gurney Nutting, and it has been subject to a full restoration over recent years. It was quite a sight in a petrol station earlier, where we both stopped to put our roofs up!
A little later, and more affordable, is this 1938 Rover 14 Tourer. Rover offered a selection of regular saloon bodywork and the underslung chassis enabled some attractive design to be offered. This car has a six cylinder 1.9 litre engine, Chassis specification included a four-speed freewheel gearbox, hydraulic brakes, automatic lubrication, and electric windscreen wipers.
The Tickford coachwork by Salmons & Sons of Newport Pagnell in England, and is typical of that was available on such a car before the war.
Or how about something a bit more formal? This is an Armstrong-Siddeley Whitley Laundelette, from 1951 and with a Royal history, as it was used for a Royal tour of Libya in 1954. It was originally supplied to the (British) Governor of Aden. Armstrong-Siddeley was a builder of high level, low volume luxury cars, as well as aircraft and aircraft engines.
The Armstrong element comes from the famous Armstrong group (don’t ask me too many questions about William Armstrong and his life, we’d be here all day!), which was acquired by the other great Victorian engineering group, Vickers, who sold off the aircraft and automotive interests to Siddeley, creating Armstrong-Siddeley. Luxury cars were produced until 1960, and the company then transferred to contract assembly, notably for Rootes of the Sunbeam Alpine. The company was eventually absorbed into what is now Rolls-Royce Aero-Engines.
This car has a 2.3 litre, straight six on a specially lengthened 122 inch wheelbase. Two such cars were made, the other going to the Sultan of Zanzibar.
If you weren’t a Governor or a Sultan, and had to drive yourself, how about a 1948 Jaguar 3 ½ Litre? This is the pinnacle of the first part of Jaguar’s life, with a developed version of the Standard engine in a Jaguar chassis, and to an essentially pre-war design. The next generation of Jaguar started to arrive in 1948, with the XK twin cam engine, first in XK120 and then in the MkV saloon.
Body work was produced by Jaguar and it was styled with the personal input of Sir William Lyons himself; this was a car for a successful professional who was happy to seen, and perhaps was the brand and business model that signalled that the future of Armstrong – Siddeley, and others such as Daimler, was bleak.
Thinking Daimler, this is a 1961 Daimler Dart, or SP250 as it was named in North America. A very simple chassis with a compact motorcycle inspired V8 that was also used in some Daimler saloons. The SP250 did not last long after Jaguar bought Daimler in 1961, since the E Type seemed a bit more like it!
Contemporary to the Daimler is this Austin Healey Sprite, known as the Frogeye Sprite in the UK, for obvious reasons. The front end of the car tipped open, E-Type style and the rear boot was accessible only from inside. Later versions were also marketed as the MG Midget side by side.
Competing against the Sprite and Midget was the Triumph Spitfire. The Spitfire (what a name of course) was based on the Triumph Herald chassis, complete with a similar full width forward hinged bonnet and the notorious swing axle rear suspension.
This 1968 example has been the subject of a lot of care and attention, rather than a restoration, and has the earlier pert rear end that shows the car’s compact form so much better than the later, longer square rear end. 1300c and overdrive!
Meanwhile, over at Ford, you could have bought a Zodiac Convertible. This is a 1959 -63 Zodiac Mk2, Ford of Britain’s top of the range car, and this version was built for Ford by Carbodies in Coventry, then as now a separate business, best known for building London taxis. 2.5 litre, straight six and around 90 mph, with a wheelbase of 107 inches.
Ford continued to offer convertibles during the 1960s, though these were always a conversion of some sort. This is a 1968 Corsair, modified by Crayford (check the number plate). In saloon form, the Corsair, using an American Ford name of course, clearly aped the style of the Bullet Thunderbird, though it was actually an acquired taste, as the resulting car was visually tall and narrow, and arguably the wheels were a bit lost as well.
The Corsair was between the Cortina and the larger Zephyr (a four cylinder Zodiac) in the Ford range, and came with a range of 1.5, 1.6 or 2.0 litre V4 engines driving the rear wheels. The engine had a reputation for being rough at idle and coarse as it revved, and contrary to popular rumour there were no significant aerodynamic effects, good or bad, from the distinctive nose profile.
The Corsair ran from 1963 to 1970, when it was effectively absorbed into the new, larger Cortina range.
And what of the other great nations in Europe? Well, Germany had the Mercedes-Benz 190SL, in this case a 1961 car. Stylistically this car was based on the immortal (there is no other suitable word) 300SL Gullwing, but built around the monocoque Mercedes Benz 190 Ponton (W121) range.
With around 120 bhp, it was good over 100 mph, and a third transverse rear seat was optional.
One advantage it did have over the 300SL Gullwing is that you get this view of a wonderful period dash and steering wheel; if the horn sounds as good as the horn ring looks……a wonderful car!
This car was succeeded by the Mercedes-Benz SL, the famous Pagoda. This example is a 1964 230SL, with a 2.3 litre straight six, and was based on the W111 saloon. It may only have around 140 bhp, but who cares if it looks like this? It was enough to win the Spa-Sofia-Liege, from Belgium to Bulgaria and back, in 1963.
Of course, the car was developed to the 250SL and later the 280SL and then set the template for the current Mercedes-Benz SL range.
Another lovely period interior, and you just cannot help thinking that there is no line out of place on this car.
Another, but very different Mercedes-Benz – a 1965 300SE Convertible W112 series. The W112 was based on the W111 but with a larger straight six and more chrome. Fewer than 1000 of these cars were built, so to see one in this condition at a “bring your car” event in England is quite something.
And, to finish, two French cars. The Peugeot 204 was a compact saloon, competing with the Simca 1100, Renault 12 and Citroen GS. The 204 was one of the first cars to follow the BMC/Issigonis transverse engine with gearbox in the sump template, and had Pininfarina styling as well, You could almost consider it a French Austin 1100. It launched in 1965, and was France’s best seller from 1969 to 1971. Power came from an 1130cc four cylinder OHC engine.
Peugeot offered four door saloons, five door estates from 1965 to 1976, and a two door coupe, and this two door convertible to 1969. Lead seller was the saloon, followed by the estate which had the option of a diesel engine and a van conversion, and which was a favourite for many French tradesman.
And finally, perhaps the most graceful car in this selection – a Peugeot 504 Convertible. The 504 has been covered previously on CC, and whilst it has many strengths, personally I’ve never be totally sold on its styling. But that is solved by the Convertible, and the related Coupe.
It is by Pininfarina, and is perhaps a prime example of the all that we want for a convertible: Open air, style, a bit of distinction, and a whole bucketful of elegance. Perhaps, the most elegant four cylinder car ever built, maybe the most elegant ever.
It has got to be my choice from this selection.
The 504 indeed makes for a great looking convertible. But I keep drooling over the 300 SE. Some very beautiful classics were dodging raindrops at this show.
The 300SE would be my choice also. I wasn’t aware there were fewer than 1000 produced though! I attended an auto show in North Carolina in 2010 that featured two of them–little did I know I was in such rare company.
If the 300SE is unavailable, I’ll queue up for the 504, third choice the pagoda roof SL.
Many appealing cars here, but my favourite has to be the M-B Pagoda SL. I’ve dreamed of owning one ever since the 1960’s, but they were always – and remain – well out of my reach.
I’m usually not a big fan of white cars, but this white/red example really works for me. A very clean design that manages to exude quality while keeping things simple and elegant. ‘Form follows function’ at its best.
Where is the Renault Floride ? Alpine A108 convertible ? 😉
A108 Convertible
That’s a new one, I wasn’t aware there was a convertible version.
Roger, you must be much younger than me if you think the Zephyr was a four-pot Zodiac. The Consul was a four-pot Zephyr, and the Zephyr was a Zodiac without the two-tone paint and OTT chrome.
The 504 convertible is indeed glorious – perhaps because it looks as little like a Fiat Dino….
It wasnt until the MK3 that Zephyrs got downgraded to only 4 cylinders and I’m not even sure those sold here at all even the MK4 2.5L engine was canned after one model year it was reguarded as gutless the 4 banger was never on our menu in MK4 guise.
Love the 31/2 litre Jag even the saloon is rare here with only four being sold here originally and three of them ended up in my home town, if there are any ragtop versions here they are later imports one of the 17 MK5 Jag drop heads resides locally I see it out and about regularly and there is a 3Litre Bentley in a local vintage car hire fleet along with a V12 38 Lagonda race car replica, which I’m told has exceeded 150mph on Mullsanne straight before emigration, Still no EIP Vagabonds? there is one in England restored.
While the 504 is quite pleasant to look at, I’m afraid it can’t hold a candle to: the Pagoda M-B (modern), SS-era Jaguar (classic) or, most of all, the Bentley (vintage). Those are styles you never forget, and are synonymous with their particular vintage of automobile.
How about Skoda Octavia convertible 1959-1964, the most iconic convertible car of the east block?
Such capitalist decadence! No wonder those naughty Czechs had to be put down in ’68.
They resurrected the Octavia model name in the ’90s.
What a great selection. Love the 204 the most, like a nice barchetta. Perfect. Colour. Those Zodiacs converted really well, styling-wise.
Fabulous selection of things we don’t often (if ever) see in the States. Among the modern cars, the 504 and any of the Benzs would be very nice.
Naturally, having actually owned a 1964 230SL, I enjoyed seeing the RHD version you showed – it was quite a contrast to mine, which was blue inside and out and needed everything but was still a very capable and enjoyable vehicle.
I enjoyed the selection of cars, many of which I’d never seen before. I thought the mini-T-bird was quite a hoot, reminiscent in a way of late-1950’s Vauxhalls with wrap-around windshields, fins, and color combinations borrowed from GM’s US lines.
That Pug 504 cabrio… so pretty. If Peugeot had sold that and the hardtop in the US alongside the frumpy 504, they might still be here.
I’ve got to vote for the M-B Pagoda; in an era of thumping V8 muscle cars, I couldn’t, and still can’t take my eyes off of it. New Mercedes cars don’t interest me in the least. That 504 though, is one handsome car.
I would have liked to have been at this show, there’s so many more cars in the background that I would have been interested in. Especially that VW Beetle in one of the photos.
Thanks for the tour, Roger.
I see I’m the only fan of the Corsair convertible. Thanks Roger for another fine read
The River Cottage car, Quite rare out here some Kiwi friends had a 1500 Corsair in Aussie it did several east to west trips 3000 odd kms each way without any issues a sedan though I doubt any ragtops were exported new.