What do you do when you’ve outdone yourself? It’s a real problem for some of us. Andy Bond certainly found himself in that position. A series of builds, each increasingly nicer than the last, produced a hard act to follow—an immaculate 1955 210 sedan. So a noteworthy follow-up was well-nigh impossible.
But then it struck him: Why not build the worst of show, give it 2,500 bhp, and drive it on the road?
The opportunity arose in the shape of an already derelict 1956 210 sedan. “It was a tired old U.K. street racer that had been laid up in Scotland for a few years,” says the motor salvage broker (he buys and sells used-car parts). “A rolling shell battle-scarred by a few hard-earned trophies,” he adds.
He delivered the hulk to Martin “Brain” Kerr at Tubeworks Custom Fabrication in Cheltenham (in England, for future references). There, the chassis got updated from SFI Spec 25.1 to 25.3—all 4130-series tubing.
He delivered a fat-block to ICE Automotive in Silverstone. Nick Davies and Rob Loaring poked and stroked it to 650 ci. A 4.675-inch-stroke Bryant crank swings Oliver rods and 4.75-inch-bore ICE Automotive pistons. An ICE Automotive billet roller camshaft and Jesel rockers pop the valves in a set of Brodix cylinder heads.
Tubeworks’ 304-series stainless headers with Burns merged collectors feed a pair of Precision Turbo 88mm turbochargers. They, in turn, feed a Hogan’s Racing manifold modified by ICE Automotive. A MoTeC M1 ECU throws precisely timed amounts of fuel and spark at the whole mess to make gobs of power.
Those gobs go through a ProTorque torque converter into a Rossler Turbo-Glide (a two-speed TH400). Greater amounts of those gobs go to a Mark Williams modular axle by way of a Mark Williams driveshaft modified by Tubeworks. That rear axle houses a Strange Engineering aluminum 9-inch case, which mounts a 3:1 gear on a 35-spline limited-slip carrier and Strange axleshafts. The housing mounts to the chassis by way of a bolt-on four-link with an antiroll bar and a sliding-mount Panhard bar.
The front suspension consists of a modified Strange Engineering GT MacPherson strut kit with rack-and-pinion steering. The brakes at both ends match: Strange Engineering rotors and four-piston calipers. The Pirelli P3000 tires up front measure 175/65R15 on 15x4 Weld wheels and the rears are Hoosier Quick Time 33x22.5-15s on 15x12 Welds.
As impressive as it seems, that kit pretty much gets outshined by the exterior finish. Nick Williams at OCS Paint in Northamptonshire built up a foundation from bare steel and composites and applied the white and Daytona Yellow pigment. Then Neil and Jacob Melliard at Prosign did the graphics.
The pattern suggests otherwise but there’s hardly anything tattered about that body. In fact, all that remains of the original parts is the roof, quarters, and bulkhead. DRE Racecar Composites built the nose, doors, and two-piece trunk from carbon fiber. Tubeworks handmade the aluminum grille insert and the rear bumper. Marguard made the polycarbonate windows.
Following the race car philosophy, the interior is sparse: a MoTeC C127 data logging display, JAZ aluminum seats, a MOMO wheel on a Strange Engineering quick-release hub, and an 8-track. An 8-track that perpetually plays Chuck Berry, according to Andy.
It’s rusty. It’s crusty. But Andy and Debra Bond’s ’56 may well be the worst of show. But at the same time, it might be well-nigh impossible to beat. Whatever the case, Andy’s kinda painted himself into a corner if he expects to top this.
|Owner||Andy and Debra Bond, Swindon, U.K.|
|Vehicle||1956 210 sedan|
|Builder||ICE Automotive (Silverstone, U.K.)|
|Rotating Assembly||Bryant crankshaft, Oliver connecting rods, ICE Automotive pistons|
|Valvetrain||ICE Automotive billet roller camshaft, Jesel rockers|
|Induction||Precision Turbo 88mm turbochargers, MoTeC M1 ECU, Hogan’s Racing manifold modified by ICE Automotive, air-to-water intercooler|
|Exhaust||Tubeworks 304-series stainless headers with Burns merged collectors, 5-inch exhaust with Borla mufflers|
|Rear Axle||Mark Williams modular axle with Strange aluminum 9-inch case, 3:1 gear ratio, limited-slip carrier, 35-spline Strange axles|
|Front Suspension||Modified Strange Engineering GT MacPherson struts|
|Steering||Strange Engineering rack-and-pinion|
|Rear Suspension||Bolt-on four-link, antiroll bar, sliding-mount Panhard bar|
|Brakes||Strange Engineering rotors and four-piston calipers|
|Wheels & Tires|
|Wheels||Weld 15x4 front, 15x12 rear double-beadlock|
|Tires||Pirelli P3000 175/65 front, Hoosier Quick Time 33x22.5 rear|
|Seats||JAZ Products aluminum|
|Instrumentation||MoTeC C127 data logging display|
|Steering Column||Tubeworks with Strange Engineering quick-release hub|
|Shifter||Hurst Quarter Stick|
|Body||Chevrolet roof, quarters, and bulkhead; DRE Racecar Composites nose, doors, and two-piece trunk|
|Body Prep and Paint||Nick Williams, OCS Paint (Northamptonshire, U.K.)|
|Paint||White and Daytona Yellow|
|Graphics||Neil and Jacob Melliard at Prosign|
Photos by Matt Woods