1979 BRA 289 (1963 AC Cobra 289 Replika), rechtsgelenkt
1979 BRA 289 (1963 AC Cobra 289 Replica), RHD


1961 gab Charles Hurlock (Inhaber des Firma AC Cars) bekannt, daß man dringend einen Motor für den Zweisitzer Ace Roadster suchte. Die Wagen hatten bisher einen 6-Zylinder Bristol Motor. Bristol jedoch, hörte auf Motoren zu produzieren. Er bekam vom Carroll Shelby, ein ehemaliger Rennwagenfahrer aus Texas, eine Antwort. Shelby gab an, daß er einen amerikanischen V8 Motor für die Wagen produzieren könne. Hurlock schrieb im darauffolgenden Monat einen Brief an Shelby und drückte sein Interesse an dessen Motor aus. Während dieser Zeit hatte Ford einen neunen 221 small-block V8 Motor produziert. Das Timing hätte nicht besser sein können. Shelby began Verhandlungen mit AC Cars und schlug - mit der Unterstützung von "The Ford Motor Company" - den Einbau eines großen Ford 260 cu.in. V8 Motors in das aktuelle leichtgewichtige AC Ace vor. Von AC Cars gebaut, ergab die Kombination die AC Cobra 289, einer der schnellsten und brutalsten Sportwagen, die je gebaut wurden.
In 1961, Charles Hurlock (owner of AC Cars) sent out an urgent message to find an engine source for the two-seater Ace roadster. The cars had been powered by a six-cylinder Bristol engine, however Bristol was no longer making engines. A reply was received from the Texan ex-race car driver and designer Carroll Shelby. Shelby stated he could produce an American V8 engine for the cars. The following month, Hurlock returned Shelby's letter, stating he was interested in Shelby's engine. During this time, Ford had produced a new 221 small-block V8 engine. The timing couldn't have been better. Shelby entered negotiations with AC Cars and with the backing of The Ford Motor Company, proposed the installation of a large Ford 260 cu.in. V8 engine in the current lightweight AC Ace. Built by AC Cars, the combination resulted in the AC Cobra 289, one of the fastest and most brutal sports cars ever produced.


Im Februar 1962 traf man ein Abkommen und ein neuer AC 260 Roadster, ohne Motor und Getriebe, wurde zu Shelby's Werkstatt in Südkalifornien geflogen. Dieses neue Auto wurde - basierend auf dem Karosseriedesign des Ace - Cobra genannt. Die Cobra wurde zu einer gemeinsamen Unternehmung zwischen Carroll Shelby, AC Cars Limited und The Ford Motor Company. Die Produktion von AC Cars konzentrierte sich auf die Herstellung der AC Cobra 289. Jede einzelne wurde in der Fabrik in Thames Ditton (ein Vorort von London, England) handgearbeitet.
In February 1962, a deal was made and a new AC 260 Roadster, minus engine and transmission, was flown to Shelby's shop in Southern California. This new car was named the Cobra and was based on the body design of the Ace. The Cobra became a joint effort between Carroll Shelby, AC Cars Limited and The Ford Motor Company. AC Cars production concentrated on manufacturing the AC Cobra 260. Each one was hand built at the factory in Thames Ditton (a suburb of London, England).


1963 Die AC Cobra 289 Daytona Coupe verursachte eine Sensation, als sie mit 196 mph (314 kph) auf der Autobahn M1 in England entlangraste, was zu einer Diskussion im Parlament führte. Inzwischen wurden 15 AC Cobra 289s pro Woche gebaut. Die AC Fabrik auf Taggs Island, 800 Meter vom Haupt-AC-Werk entfernt, war nun vollauf mit der Herstellung von motorisierten Behindertenfahrzeugen für das Gesundheitsministerium beschäftigt. 1,200 Behindertenfahrzeugen wurden produziert.
1963 The AC Cobra 289 Daytona Coupe caused a sensation by racing along the M1 motorway in England at 196 mph, leading to questions being raised in Parliament. Production of the AC Cobra 289 was now 15 cars per week. The AC plant at Taggs Island, situated half a mile from the main AC Works, was fully occupied with the manufacture of motorised invalid carriages for the Ministry of Health. 1,200 invalid carriages were produced.


1964 Als Folge des Autobahnspurts, wurde eine Geschwindigkeitsbegrenzung von 70 mph (110 kph) auf alle Autobahnen in England eingeführt. Zwei AC Cobra 289s wurden für die 24-Stunden von Le Mans gemeldet. Die AC Nennung war der erste britische Wagen, der das Rennen je beendet hat. Inzwischen war die AC Cobra 427 im 'Guinness Book of Records' als schnellstes Produktionsauto der Welt aufgeführt, einen Titel, den sie mehrere Jahre aufrecht erhielt.
1964 Following the motorway sprint, a 70 mph legal speed limit was introduced on all motorways in England. Two AC Cobra 289s were entered in the Le Mans 24 Hour Race, the AC entry was the first British car to finish. By now, the AC Cobra 427 had the distinction of being listed in the Guinness Book of Records as the fastest production car in the world, a title which it held for several years.


1965 Die AC Cobra 289 gewinnt die Sportwagen Weltmeisterschaft. Die ausgezeichnete britische Kunstfertigkeit, die Leistung von Ford und die Entschlossenheit Shelbys sowie die Rennerfolge machten die Cobra berühmt und sie ist heute ein Sammlerstück und ein wertvolles klassiches Auto. Der Name Cobra und das Warenzeichen wurden von Carroll Shelby an die Ford Motor Company verkauft.
1965 The AC Cobra 289 wins The Sports Car World Championship. The fine British craftsmanship, the Ford Power and Shelby's determination and racing successes made the Cobra famous and today ranks it a collectible and valuable classic car. The Cobra name and Trademark were sold to Ford Motor Company by Carroll Shelby.


Dies ist einer seltener Fahrzeug, eines der frühesten (ca. 1979) B.R.A. 289 Replicas der 1963 AC Shelby Cobra 289.
(B.R.A. = Beribo Replica Automobiles, Beribo = John Berry and Peter Ibottson).
This is a rare vehicle, one of the earliest (ca. 1979) B.R.A. 289 replicas of the 1963 AC Shelby Cobra 289.
(B.R.A. = Beribo Replica Automobiles, Beribo = John Berry and Peter Ibottson).


Die ersten 15 (oder so) BRA 289 wurden für den MGB 1796 cc Motor entworfen, der recht weit vorne montiert wurde (um genug Platz für das lange MGB Getriebe mit Laycock Overdrive beim 2., 3. und 4. Gang zu haben). Mit dem gewaltigen Drehmoment eines getunten Rover V8 und einer 65% vordere / 35% hintere Gewichtsverteilung, kann man die hinteren Räder leicht durchdrehen, auch mit einem hohen Hinterachsenratio und breiten Reifen.
The first 15 (or so) BRA 289s were designed to use the MGB 1796 cc. engine, which was mounted well forwards (to allow space for the long MGB gearbox with Laycock overdrive on 2nd, 3rd and 4th gears). With the tremendous torque from a tuned Rover V8 engine and a 65% front / 35% rear weight distribution, the rear wheels are easily set alight, even with a high rear axle ratio and fat tyres.


Ich habe diesen BRA 289 in Oktober 1994 gekauft.
I purchased this BRA 289 in October 1994.


Das Mohair Persenning könnte entweder hinten die Sitze versteckt ....
The German mohair tonneau cover can either be rolled up and tucked away behind the rear seats ....


.... den Reissverschluss könnten aufgemacht um nur die Beifahrerseite abzudecken ....
.... unzipped to cover just the passenger side ....


.... oder zusammen gemacht um den ganzen Innenraum abzudecken. Es ist komplett wasserdicht.
.... or zipped up to cover the whole interior. It is completely waterproof.


Das Kofferraum ist relativ gross für ein klein Sportwagen ....
The boot is relatively large for a small sports car ....


.... und die Kotflügeln (links und rechts) bieten auch noch mehr Speicherplatz an.
.... and the left and right rear wings offer even more storage space.


Das hinteren Abdeckung könnte schnell und einfach herausgenommen um den versteckten Blaupunkt Travelpilot DX-N Rechner aufzudecken.
Unter den Kofferraum befindet sich einen zweiten Benzintank. Sein 78 liter Kapazität zusätzlich zu den oberen 48 liter Benzintank erlaubt ein Reichweit von über 1100 km !! Ich wird auch noch das Benzintank mit über 120 Liter Benzin bevor den Übergabe vollmachen.
The boot rear panel can be quickly and easily removed to reveal the concealed Blaupunkt Travelpilot DX-N computer.
Underneath the boot floor is a second petrol tank. This 17.5 gallon capacity in addition to the upper 10.5 gallon petrol tank gives a cruising range of about 700 miles before you need to refill !! I will also fill up the petrol tank with over 26 gallons of fuel before the handover.


Das Warndreieck, Verdeck, Sidescreens, Benzinkanister - mit 5 Liter Sprit - und unbenutzt Ersatzschlauch bleib noch darin).
The warning triangle, hood, side screens, spare petrol can - with 1.1 gallons of petrol in it - and the unused spare inner tube will remain in there).


Unter die Haube ist ein starker 4.6 liter Range Rover V8 Motor, der ein genialle Klang hat !!
Under the bonnet there is a powerful 4.6 litre Range Rover V8 engine, which sounds magnificent !!


Unter den Luftfilter sitz ein Holley 4150 Vergaser.
A Holley 4150 four-barrel carburretor is under the air filter.


Die Zylinderkopfdeckeln haben eine seltsame "AC Cars" Aufkleber darauf.
The cylinder head rocker covers have each got a rare "AC Cars" sticker on them.


Blaupunkt Travelpilot DX-N Satellite Navigation System - den Rechner ist in den Kofferraum versteckt eingebaut ....
Blaupunkt Travelpilot DX-N Satellite Navigation System - the computer is fitted out-of-sight in the boot ....


.... und den 5" Farbmonitor ist befestigt auf ein Schwanenhals, sodass wenn nicht benötigt könnte es einfach runter (neben den Beifahrersitz) versteckt werden.
.... and the 5" colour LCD monitor is fitted to a goose neck, so it can be neatly tucked away alongside the passenger seat when it is not in use.


Das GPS Antenne für die Blaupunkt Travelpilot Sat.Nav. ist hinter den Beifahrersitz versteckt.
The GPS antenna for the Blaupunkt Travelpilot sat.nav. is hidden behind the passenger seat.


















Morgan 6" x 15" 70-Speichenfelgen mit Avon ZZ1 225/60 ZR 15 Reifen
Morgan 6" x 15" 70 spoke chrome wire wheels with Avon ZZ1 225/60 ZR 15 tyres


Unten - von vorne ....
Underneath - from the front ....










Das BRA 289 hat eine Starrachse hinten von ein MGB V8 (die höhe 3.07:1 Übersetzung spart Sprit beim Autobahntouren) mit MGC Trommelbremsen und MGC Rennblattfedern.
The BRA 289 has a live rear axle from an MGB V8 (the high 3.07:1 ratio saves petrol on long motorway journeys) with MGC drum brakes and MGC lowered competition leaf springs.


Bitte einsteigen und losfahren !!
Please climb aboard and prepare for take-off !!


Wie wars mit ein Beifahrer ??
What about the co-pilot ??

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Spezifikation:
Model: 1979 BRA 289 Cabrio, Audi Laser Rot mit zwei weissen Streifen
Erstzulassung: 15.05.1963 (von den MGB Spenderwagon übergenommen)
Kennzeichen: NR - 07773 (vorher SU - 07135, SU - MG 289, AML 312 A)
Standort: 53547 Hochscheid - zwischen Bonn und Koblenz
Motor: 4528 cc. (278 cu.in) V8 Range Rover Motor mit Holley 4-fach Vergaser und Offenhauser JWR (John Woolfe Racing) dual-port Einsaugbrucke
Verdichtungsratio: 10.7:1
Zylinderköpfe: Rover Vitesse (grosser Einlassventile)
Zundung: Lumenition kontaktlos, MD MS2 high-energy competition Spule, MD RL8 einstellbar Drehzahlbegrenzer, Spitfire Multi-Spark HT Kabel, Accel silicone / steel braided Zundkabeln
Leistung: ca. 240 PS @ 5300 rpm
Drehmoment: ca. 273 lb/ft (370 Nm) @ 3500 rpm
Getriebe: Rover Vitesse SD1 5-Gänge Schaltgetriebe (höher 5. Gang)
Kupplung: Morgan Plus 8 (9 1/2 ")
Übersetzung: 51.7 kph (32.0 mph) / 1000 rpm in 5.Gang
Auspuff: MGB V8 4-1 Facherkrümmer, Edelstahl 2" Auspuffröhren, zwei Edelstahl Endtöpfe (ähnlich wie Triumph TR8) hinten (super Klang aber nicht zu Laut !!)
Fahrwerk vorne: Gerry Hawkridge (MGR V8) einstellbar wide double wishbone coil-over, uprated 3/4 " anti-roll bar, AVO einstellbar Stossdämpfer
Bremsen vorne: EBC 302mm cross-drilled vented Scheiben, Wilwood Dynalite II 4-Kolben aluminium Satteln, EBC 3001 Red pads, kein Servo
Lenkung: standard MGB rack und pinion, kein Servo
Hinterachse: MGB V8 (3.07:1)
Bremsen hinten: MGC Trommelbremsen, Einkreis
Fahrwerk hinten: verstarkt MGC 6-Blatt Rennfedern, Starrachse, Panhard Stabilisator, harter Büchsen, Spax einstellbar Stossdämpfer, Spax 1" Tieferlegungskit
Felgen: Morgan 6" x 15" 70-Speichenfelgen, Avon ZZ1 225/60 ZR 15 Reifen
Gewicht: 860 kg
Leistung/Gewicht Ratio: 27,9 PS / 100 kg
Beschleunigung: 5,3 Sekunden von 0 auf 100 km/h
Hochstgeschwindigkeit: über 235 km/h
Benzintank: 116 litres (25,5 gallons)
Spritverbrauch: 13.01 l/100 km (Durchschnittsverbrauch über 78238 km / 14,5 Jahre), 11.4 l/100 km bei 110 km/h, 12.2 l/100 km bei 130 km/h, 15.7 l/100 km bei 150 km/h, 27.3 l/100 km beim freies Fahren auf Nürburgring GP Rennstrecke.
Wetterschutz: German Mohair Persenning, side screens und Vinyl Verdeck
Besitzern: 2
Zubehöre: Blaupunkt Travelpilot DX-N Satellite Navigation System mit 5" LCD Farbmonitor und Schwanenhals, Mohair Persenning
Versichertwert: Euro 35,000 (£ 24,500)

Specification:
Model: 1979 BRA 289 "slabside" roadster, Audi Laser Red with two white stripes
Date of first registration: 15.05.1963 (transferred from the MGB donor vehicle)
Registration: NR - 07773 (previously SU - 07135, SU - MG 289, AML 312 A)
Location: 53547 Hochscheid - between Bonn and Koblenz, Germany
Engine: 4528 cc. (278 cu.in) V8 Range Rover engine with Holley 4-pot carburretor and Offenhauser JWR (John Woolfe Racing) dual-port inlet manifold
Compression Ratio: 10.7:1
Cylinder Heads: Rover Vitesse (large valve)
Ignition: Lumenition contactless, MD MS2 high-energy competition coil, MD RL8 adjustable rev. limiter, Spitfire Multi-Spark HT lead, Accel silicone / steel braided plug leads
Power: ca. 240 bhp @ 5300 rpm
Torque: ca. 273 lb/ft (370 Nm) @ 3500 rpm
Gearbox: Rover Vitesse SD1 5-speed manual (higher 5^th gear)
Clutch: Morgan Plus 8 (9 1/2 ")
Gearing: 51.7 kph (32.0 mph) / 1000 rpm in top
Exhaust: MGB V8 hugger 4-1 exhaust manifold, stainless steel free-flow 2" pipes, two modified Triumph TR8 stainess steel silencers at rear (superb sound without being too loud !!)
Noise: lovely burble on tick-over transforms into meaningful loud growl under hard acceleration, with crackling on the overrun, but surprisingly quiet whilst cruising (probably because the noise is left behind for slower motorists to enjoy). Completely incompatible with listening to radio or mobile phones whilst moving.
Front Suspension: Gerry Hawkridge (MGR V8) wide double wishbone coil-over adjustable, uprated 3/4 " anti-roll bar, AVO adjustable shocks
Front Brakes: EBC 302mm cross-drilled vented discs, Wilwood Dynalite II 4-pot aluminium calipers, EBC 3001 Red pads, no servo-assistance
Steering: standard MGB rack and pinion, no servo-assistance
Rear Axle: MGB V8 (3.07:1)
Rear Brakes: MGC drums, single circuit
Rear Suspension: uprated (competition) MGB 6-leaf springs, live rear axle, panhard rod, stiffer bushes, Spax adjustable shocks, Spax 1" lowering kit
Wheels: Morgan 6" x 15" 70 spoke chrome wire wheels, Avon ZZ1 225/60 ZR 15 tyres
Weight: 860 kg
Power/Weight Ratio: 27,9 bhp / 100 kg
Acceleration: 5.3 seconds from 0 to 62 mph
Top speed: over 145 mph
Fuel Tank: 116 litres (25,5 gallons)
Fuel consumption: 21.66 mpg (average consumption over 48507 miles / 14,5 years), 24.9 mpg at 70 mph, 23.3 mpg at 80 mph, 18.1 mpg at 95 mph, 10.4 mpg on track days at Nürburgring Grand Prix circuit
Weather Kit: German Mohair tonneau, side screens and vinyl hood (takes a degree in mechanical engineering to erect, and still dares to leak after all that)
Owners: 2
Accessories: Blaupunkt Travelpilot DX-N Satellite Navigation System with 5" colour LCD monitor and goose neck, German mohair toneau cover
Agreed Insured Value: Euro 35,000 (£ 24,500)

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FRONT DISC COMPARISON


Hier seht mann das Unterscheid zwischen die vorderen Bremsscheiben des serienmässig MGB (270 mm Durchmesser), MGB V8 (270 mm Durchmesser) und die Hi-Spec EBC (302 mm Durchmesser) Scheiben die jetzt darauf sind.
Here you can see the difference between the front discs of a standard MGB (270 mm diameter), an MGB V8 (270 mm diameter) and the Hi-Spec EBC (302 mm diameter) discs that are now fitted.


The MGB and MGB V8 discs are 270mm in diameter, alongside the 302mm diameter Hi-Spec units.

  
Once fitted, when the old MGB V8 front discs are no longer alongside the new Hi-Spec discs, the difference in size is not apparent - but the 302mm diameter and Wilwood calipers only just fit inside the 15" wire wheels!

  
Hier seht mann das Unterscheid zwischen die vorderen Bremssatteln des MGB V8 und die grossen 4-Kolben Wilwood Dynalite (die jetzt darauf sind).
Here you can see the difference between the front disc calipers of an MGB V8 and the Wilwood Dynalite 4-pots that are now fitted.


The double wishbone set-up with a coil-over shock absorber unit is basically a direct bolt on replacement for the original, old fashioned lever arm system. The wishbones are 1 1/4 " steel tube and will accept rubber V8 or polyurethane bushes. The lower wishbone features a camber adjustment using a snail cam. The top wishbone has castor adjustment as well. The coil-over shock absorber units using 2 1/4" ID springs are fully adjustable for ride height and damper rate.
The new wishbone set-up increases the track by 5/8 inch on each side and enables the tyres to fill out the front wheel arches to more accurately replicate the original.
The anti-roll bar link arm has a rose joint in place of the standard rubber bush which should give more positive location and greater adjustment.

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"Why did I wait so long to get a 289?"
It seems that everyone who has a Cobra 289 replica came about owning the car for different reasons. In my case, I had drooled over pictures of the 289 as a schoolboy in the mid-60's (along with the later Ford GT40 and Shelby Mustang GT350), and was aware in the early-80's that 289 replicas were available, but having inquired at a few insurance brokers, soon established that I couldn't afford the premiums expected for that most lethal of all machines on the road, the dreaded kit car.
A few years later, I had built up a no-claims insurance bonus and decided to blow all my savings on my first new car, and the choice was obvious - it had to be a convertible, and being single, only two seats would be sufficient. A quick phone call to Morgan, to ask about their Plus 8 - hmmm, six years delivery waiting list - I might be married with brats by then, so forget it. My father owned a Lotus 7 in Kenya for a short time, and the Caterham 7 was a (slightly) more modern version. My work committments, and lack of garage space, meant building the car up from a kit was unrealistic (and getting the components across to Germany, where I was living, also posed a problem), but a completed car was only 7000 pounds (tax free), with a quoted delivery time of only 3 months. Once the specification had been decided upon, the order was placed, and Caterham confirmed the delivery date - in 11 months time. Now I like walking and cycling, but not that much, and couldn't keep borrowing the company pool car for the best part of a year, so it was time to cancel the order and rethink. I briefly considered the Reliant SS1 Turbo (which met all of my criteria on paper, but build quality was a foreign concept, and even I could design a better-looking sports car!), so how about a white VW Golf GTI Cabrio?. OK, it looks like a pram when the hood is folded down, but resale values are good, and there is a dealer on every corner for when it breaks down, and only 2 months delivery time. OK, ordered - ahhh, but wait "it is now June '85, and the VW factory closes for the summer break shortly, as does the Karmann plant where the body is modified, so you can't have the car until December". Bad news, but this was better than the wait for a Caterham or Morgan, so I decided to buy a secondhand Triumph TR7 Convertible as a stop-gap, until my new Golf arrived.
Unfortunately, I then fell in love with the TR7! Although they had an appalling reputation, this was largely due to the build-quality of the early strike-plagued Speke models, and all convertibles were well-made (and if the car had survived the first few years, it must be one of the better ones anyway). The Golf looked very tame when it arrived in the showroom, so luckily a colleague took over the order from me. Ironically, the registration plate issued was an unfortunate BRA 42 B - what a c(o)up.
The fact that I could purchase a new car at mainland Europe and tax-free prices began to nag at me - I knew I should not miss this opportunity. So after a year with the TR7, I began looking again; my colleagues all had rice-cookers (200 ZX, Corolla GTI, MR2 and Celica), and I briefly flirted with the idea of an MG Maestro! Being late 1986, the Turbo version hadn't been produced yet (otherwise I would have bought one), and on my way home in the TR7, I was overtaken by a Renault 5 Turbo 2. Wow! Once at the Renault dealers, the salesman (Roy Berry) tried to talk me out of a Turbo 2, and threw the keys of their demonstrator 5 GT Turbo at me. After I rounded a familiar tight corner easily at 60 mph (which had the TR7 sliding at only 40 mph), the decision for my first new car was made. Unfortunately, the Renault 5 GT Turbo made the TR7 seem very tame, so that was later replaced with a TR7 V8 Convertible. This car was great fun to drive, but rust was beginning to take over, so I soon found myself considering replacing it with a plastic or aluminium car. Searching through the "Exchange and Mart" magazine, I found an advertisement from Hallmark Cars in East London - they had various Cobra 427 replicas and Westfield 7s on offer, but amongst them all was a solitary 289. Imagine my disappointment to hear that although the magazine had only been on sale for one day, the 289 had been sold two weeks earlier - and Hallmark Cars only get about one 289 each year. I pleaded with Paul to phone me as soon as he got the next 289 in, to which his response was for me "to visit their premises about once a month". When I pointed out that (living in Germany) this was not very practical, he mentioned that the 289 had been bought buy a dealer somewhere in Germany. WHERE? Ohh, Aachen, I think. WAIT - that is only 60 miles from where we live, so after a quick phone call for directions and one hours' drive, I was looking at a 289 with my name written all over it! Only the part-exchange of the TR7 V8 and price stood in the way - the dealer reluctantly took the TR7 V8 out for a test drive, and returned with a grin from ear to ear, agreeing that it drove and sounded much better than it looked, and his resultant part-exchange offer was not unreasonable! Unfortunately, the price they wanted for the 289 was ridiculous - especially since I knew what these guys had paid for the car only two weeks ago, and I felt a 70% markup was excessive. And anyway, Andrea would never agree to the purple exterior and white leather interior colour scheme on the 289, so I would just have to wait a year for that phone call from Paul and Mark at Hallmark Cars (or maybe I should consider joining the 427 poser brigade? - uggghhh, wash that mouth out with soap right now).
This was June '94 - despite a glorious summer, we couldn't find anyone in Germany who wanted a right-hand-drive TR7 V8 DHC!! At the end of October, I received a 'phone call out of the blue from Aachen - did I still have the TR7 V8, and did I still want the 289? Is the Pope Catholic? Can fish swim? I briefly reminded the dealer of my original offer - I would pay him what he had paid Hallmark Cars for the 289, and throw in the TR7 V8 as his profit (i.e. he makes 25%, rather than 70%, on top of the price he paid for the 289). Can you imagine my surprise when he accepted? And even Andrea approved of the purple paintwork!
The next Saturday morning, we drove to Aachen in the TR7 V8, and went out for a test drive in the 289. It's said that God watches over fools and drunks. Well, I wasn't drunk, but I began to think that I would fit into the former category if I bought this beast. It spun the rear wheels in first, second and third gear, the steering was impossibly heavy at anything much less than supersonic speeds, and whilst playing with the bank of unlabelled switches on the dashboard, the engine kept coughing and spluttering badly. Still, the 289 looked the canine genitals (and how else could we get rid of the TR7 V8?), so we signed the paperwork, and for the first (and last) time, Andrea was screaming at me to hit the loud pedal and get away as quickly as possible - in case they changed their minds! On the drive home, I found that the "cough and splutter" was caused by one of the unlabelled switches flicking the overdrive (on 2nd, 3rd and 4th gears) in or out, and cruising at 80 mph in 7th gear showed only 2500 rpm on the tachometer! A week later, the 289 sported its' new number plates (appropriately SU-MG 289), my arms had stopped aching from the drive home, and I soon found myself thinking that maybe, just maybe I could live with this beast after all - I just needed to sign up at the local multi-gym to develop some muscles, so that I can turn that steering wheel.
Since then (October '94), I have had a tremendous time with SU-MG 289, have made dozens of excellent new friends, and received countless admiring glances and comments (unfortunately all aimed at the 289, and none at me). The only question in my mind is "Why did I wait so long to get a 289?"
Who knows? Maybe this will strike a chord in you which resonates with the sound of twin thundering V8 exhaust pipes, and you'll suddenly find yourself at a "289 Register" or Kit Car meeting - just looking, you understand. From there, you could join the Register, and you too will soon be taking the first enjoyable steps to this change-of-life process otherwise known to the already-enlightened as "289ing", and wondering why you too didn't do this earlier.

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Page created on: August 24, 1999

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