1934 Talbot 75 CCR Special

Lot details
Registration No: BGK 512
Chassis No: 37327
Mot Expiry: Oct 2012

One of the drawbacks of modern cars with their monocoque construction is that it's difficult and expensive to alter the body. Giving a traditional body-on-chassis Saloon a new suit of clothes is on the other hand a relatively straightforward procedure, and is the perfect solution for those either saddled with a body past its sell-by-date or where there's a desire to travel topless and savour some serious wind-in-the hair motoring. The weight saved in moving from Saloon to open Tourer normally also results in a considerable improvement in performance and economy - witness some of the outrageously rapid MKVI Bentley specials, for example.

Of course, the quality of the result will always be in direct proportion to the skill of those involved, and it's fair to say that those responsible for the CCR Special on offer were definitely of the right calibre, as the result is a fiendishly handsome two-seater of considerable potential. It was conceived by one former Lotus engineer and constructed by another and, unlike the makers of the D-Back 1934 Talbot 75 Saloon on which the car is based, they were able to use CAD to test their theories before committing them to metal. The attention to detail has to be seen to be fully appreciated.

The donor car was apparently part restored in the 1960s, but the work was never completed and it was in this state that the vendor's late husband acquired the Talbot in 2005. The original body was removed and the chassis stripped, shot blasted and shortened ahead of the rear spring fixings to create a 9ft 3in wheelbase. The side rails were stiffened with swage hole closer plates and a lightweight box structure created for the mounting of the fuel tank. The finished product was fully E-coated. The powertrain was moved back and down for better weight distribution - the ratio is now 47F/53R. The Roesch-designed six-cylinder engine - of quoted 2376cc capacity - is based on an original block, cylinder head and sump but has been extensively and expertly modified to deliver a guess-timated 200bhp. The main bearings have been converted to the thinwall type and the bores machined and honed to 71mm diameter. New pistons were fashioned from forged blanks and fresh H section connecting rods fully machined in EN24V steel. The original crankshaft was reground to suit modern thinwall bearings. The bespoke camshaft has resulted in increased lift and the valve gear has been extensively modified to withstand the increased performance.

The oil pump has been uprated and the sump extensively baffled to prevent oil surge. Amongst many other improvements, the cylinder head features modified ports and bigger valves. The distributor is the original Delco unit uprated with an advance curve suited to the increased engine specification. The inlet manifolds comprise three individual stubs CNC machined in aluminium to accept Amal GP carburetters. Each has a custom-made ram pipe for optimum tuning. The four-into-one exhaust manifold has optimised lengths. An expansion box is fitted at the exit to the manifold, below the driver's footwell. There is a straight-through silencer for minimal back pressure but acceptable noise level. The engine performance has been optimised by computer simulation using software from Lotus Engineering. The carburetter and ignition settings have been adjusted on a rolling road and early fuel surge problems experienced on the Silverstone circuit seemingly cured with a modified carburetter float system.

Stiffer springs and a lower ride height have been adopted at the front and kinetic control links fitted to counter axle movements. The valving and oil type of the Armstrong dampers have been changed to suit the revised vehicle weight (now 2320 lbs with two people and fuel onboard) and bump stops added to prevent axle crash through. The rear suspension also utilises stiffer springs, a lower ride height, modified dampers and the addition of bump stops, not to mention a Panhard Rod for improved axle location. The rear brake system is standard, while the hydraulically-operated front set-up features twin leading shoes lined with asbestos. The gearbox has been re-engineered by Cecil Schumacher using Talbot 105 ratios. The new 12 volt negative earth electrical system features a competition 'kill switch'. The new, modern instruments have been calibrated especially for the vehicle in question.

Sadly, the man behind this splendid creation died before he could use it in anger and it is now offered ready for fast road or track use, complete with an MOT into October 2012. Finished in Black and trimmed in Green, it is sure to cause a stir wherever it goes, and with circa 200bhp in little over a ton of motorcar, it is likely to embarrass many a modern machine over the coming years. Indeed, the CCR two-seater surely has some claim as the ultimate Roesch Talbot Special?