Various 289 Replicas
BRA 289 Mk.II Brochure, ca. 1986
WHICH KIT? GUIDE, 1995 - BRA
WHICH KIT? GUIDE, 1995 - Hawk 289
KIT CAR, SEPTEMBER 1998 - Hawk 289 FIA
KIT CAR, SEPTEMBER 1998 - End of an Era?
CLASSIC & SPORTS CAR, AUGUST 2000 - Hawk Ace 1.8
BRA 289 Mk.II Brochure, ca. 1986
The rise in values over the past decade of both rare classic cars and many of the more mundane ones, has put the possibility
of ownership out of reach of the majority of motoring enthusiasts, not only because of the cost of buying them but also
because of the cost of maintenance.
With this in mind, B.R.A. Ltd. was formed in 1981 by John Berry and Peter Ibbotson for the purpose of designing, developing
and manufacturing a limited number of high quality reproduction sports car kits, styled on famous models of the past, but
incorporating modern mechanics and safety features. All kits feature professionally engineered, jig built, MIG welded steel
tube chassis, which do not rely on bodywork for strength. All bodies are very high quality GRP, hand laid to a thickness of
between 5oz. and 8oz. depending on specification. Each body is pre-fitted to its chassis at the works and every chassis has
all brackets fitted and mounting holes pre-drilled for the suspension, engine, gearbox etc. There are no engineering problems
for the customer to sort out, nor is any specific mechanical knowledge required. All models are so designed that a very
professional result can be obtained by any competent D.I.Y. enthusiast with no more equipment than an ordinary set of garage
tools and a power drill.
B.R.A. take pride in the engineering and quality of their cars and prospective customers are invited to make an appointment
to visit their works in Doncaster to see not only the finished cars but also the kits in their component form.
The works carry a comprehensive range of spares at all times and are always available to give help and advice to customers.
COBRAS
One of the fastest road going sports cars ever produced and one that became a legend in its own lifetime, the AC Cobra has
been the subject of many copies over the years. Most people would love to own one, but very few could ever afford an original.
BRA now offer the finest replica available.
BRA 289 Mk II
The 289 Mk II utilises the body style of the early 4.7 litre Cobras which were generally regarded as the most elegant of all
their marque. The new Mk II version is similar in all respects to the previous BRA 289 with the exception of the chassis.
This is now manufactured in larger diameter tubing, features additional cruciform bracing and allows the engine to be lowered
two inches and moved back a further six inches. As a result the torsional stiffness is improved and the weight distribution
altered to an ideal 50% front/50% rear. The main chassis members are now 70.0mm x 70.0mm x 3.2mm and there is a detachable
steel subframe which supports the steering column, door hinges and windscreen pillars. All tube ends are capped and all
necessary brackets are fitted and drilled. A complete MGB front crossmember with suspension and steering fits with four
special studs, whilst the MGB rear axle together with springs and shock absorbers is attached with a further ten bolts.
Telescopic shock absorbers, anti-tramp bars and panhard rod are available as extras. Engine mounts are provided for the all
aluminium Rover V8 3.5 litre engine but the engine bay is large enough to accommodate most four or six cylinder engines
should the customer wish to install a different engine.
The body is of GRP construction, hand laid with a minimum thickness of 5oz. increasing to 8oz. around the cockpit and wing
edges. It is a one piece unit with floors, wheelarches, bulkhead and boot assembly bonded into position during manufacture,
leaving only the bonnet, boot and doors to be fitted by the customer.
All up weight of a completed BRA 289 Mk II is approximately 17 1/4 cwt and when powered by a Rover V8 engine giving between
180 and 220 BHP, performance is very similar to that of an original Cobra.
A complete donor vehicle is not really required for the Rover powered 289 Mk II since it only uses the steering, front and
rear axle assemblies, handbrake and pedal box from the MGB. Over 500,000 of these latter cars were produced and although the
bodies are prone to severe rot, the mechanics are very robust and reliable. In addition, the MG splined hubs accept centre
laced Cobra wire wheels without modification.
If any of your questions are unanswered or you would like to know more about the BRA range of cars please contact: -
BERIBO REPLICA AUTOMOBILES LTD.
WHEATLEY HILLS GARAGE
THORNE ROAD
DONCASTER DN2 5AL
Telephone: (0302) 323325
PARTS REQUIRED FROM DONOR VEHICLES
B.R.A. 289 Mk II
Any MGB Roadster or GT from 1963 to 1974.
Front crossmember with suspension and steering rack.
Anti roll bar.
Steering column.
Rear axle complete with springs and shackles.
Pedals and pedal box.
Handbrake.
Door hinges and locks.
POWER UNIT
Any Rover 3.5 litre V8 with Rover five-speed manual or automatic gearbox.
CONTENTS OF COMPLETE KIT
B.R.A. 289 Mk II
Tubular chassis with all brackets fitted, drilled and painted in red oxide primer.
Scuttle subframe.
Front body and radiator mounting points.
Complete GRP body fitted with all interior panels and floors.
Doors, bonnet, boot and transmission tunnels in GRP.
Dashboard blank.
Radiator grille.
Chrome boot hinges.
Front subframe mounting bolt spacers.
Intermediate steering shaft.
Nut and bolt kit.
B.R.A. badges.
Building instructions.
Exchange modified steering pinion.
Exchange modified engine mounts.
Exchange modified pedal box and pedals.
Brass chassis plate.
EXTRAS
Cobra wire wheels.
Original style windscreen assembly complete with pillars.
Hoodframe.
Tonneau cover.
Trim panels.
Seat frames.
Rear telescopic shock absorber kit.
Anti tramp bar kit.
Panhard rod.
Petrol tank and sender unit.
Fabricated exhaust manifolds.
Wiring loom.
Over-riders.
Front and rear nudge bars.
Wind wing kit.
TECHNICAL SPECIFICATION
B.R.A. 289 Mk II
ENGINE
Rover 3.5 litre V8. 150 to 250 BHP.
TRANSMISSION
Rover five-speed manual, four-speed manual or auto gearbox.
MGB rear axle 3.9 to 1.
CHASSIS
MIG welded, jig built steel tube chassis with cruciform bracing.
Main members 70.0mm x 70.0mm x 3.2mm.
STEERING
Rack and pinion steering.
SUSPENSION AND BRAKES
10 3/4 inch front disc brakes. 10 inch rear drums.
Coil spring and wishbone front suspension.
Leaf spring rear suspension.
Adjustable telescopic rear shock absorbers, anti-tramp bars and panhard rod available as optional extras.
WHEELS
Front - 6J x 15 inch wire or alloy.
Rear - 6J x 15 inch wire or alloy.
BODY
Hand laid one piece GRP construction with all internals moulded in place. Separate bonnet, boot, doors and tunnels. Minimum
thickness 5oz. increasing to 8oz. around cockpit and wing edges.
DIMENSIONS
Wheelbase 90 inch
Overall width 62 inch
Track Front 52 1/2 inch
Track Rear 52 1/2 inch
Height (less screen) 34 inch
Ground clearance 5 inch
Overall length 155 inch
Weight 17 1/4 cwt
Return to Index
WHICH KIT? GUIDE, 1995
BRA
COMPANY PROFILE: BRA has recently been purchased by the Tonbridge based engineering group, Tyler Industrial
Mouldings, and will add to their impressive stable of classics. Manufacturing has been transferred to the company's
spacious boatyard at Hoo, Nr Rochester, where bodies and restorations are carried out on the Daimler Dart SP250 and
Reliant Scimitar, alongside development for the new SP250. The BRA 289 Mk II dovetails perfectly in the Tyler range,
combining the skills of craftsmen who have been producing boats to Lloyd's standards for over 40 years with the
technical engineering carried out by Beribo Replica Automobiles over the last fifteen years.
MODEL PROFILE: BRA can justifiably claim to have started the Cobra ball rolling with their replica of the
earlier 289, which was moulded off John Atkins' famous car, registration JA 11, with the shell seeming to be
unusually authentic for a kit. The kit offers reliable components allied to an excellent multi-tube front suspension
and leaf sprung live rear axle, as well as a GRP/carbon fibre composite body shell.
DONOR VEHICLE: There are two main suppliers for the donor parts, the first and key donor being the venerable
MGB, which supplies the 289's unmodified front and rear axles. Second is the Rover for its lightweight V8 engine,
which in standard form was fitted to the MGB GT, so making this engine an excellent choice of powerplant.
KIT CONTENTS: The kit comprises of the tubular chassis with all brackets fitted, drilled and painted in red
oxide, the composite body shell, GRP doors, bonnet, boot and transmission tunnel. Also included in the kit are the
scuttle subframe, front body and radiator mounting brackets, dashboard blank, radiator grille, chrome hinges, front
subframe mounting bolt spacers, intermediate steering shaft, engine mounting brackets, nut and bolt kit, an exchange
modified steering pinion, exchange modified pedal box and pedals, all for the sum of £2950 + VAT.
OPTIONS AND EXTRAS: As well as offering a comprehensive list of extras including a hardtop and all items of
bright work and trim, the company can now supply the BRA 289 Mk II as a part-built car if requested.
Return to Index
WHICH KIT? GUIDE, 1995
Hawk
COMPANY PROFILE: Gerry Hawkridge is best known for his stunning Lancia Stratos HF2000 replica, the Transformer.
However, he has been involved with other replicas from day one and has now achieved his ambition to produce the ultimate
289. The Hawk 289 is now recognised as the only accurate replica of the Mkll, and has found favour with those who prefer
the more sophisticated and classic lines of this model. Hawkridge Development Engineering places the accent firmly on
engineering integrity and design refinement on all of the cars produced at its Sussex premises.
MODEL PROFILE: The Hawk 289 does much to retain the feel of a '60s sportscar and its chassis has been constructed
from round and square section tubes to emulate the original's structure. Particular attention has been paid to the
bodywork to get the correct Mk.ll 289 'waistline' and shape of the edges around the cockpit area. With a Ford 302ci V8,
original specification wire wheels and precise engineering input, the Hawk really looks the part and translates this to
excellent on-road performance.
DONOR VEHICLE: The donor for the Hawk is the MGB, and a wire wheel back axle is required. From the MG donor,
you'll need all the suspension, including the leaf springs, lever-arm dampers, brakes, hubs, rack and column, front
wishbones, coil springs, wipers and demisters. On a budget build items such as instruments, switches and even the loom
can be utilised. If a donor vehicle is not available, nearly all the MG parts are obtainable new or from specialist
breakers. An IRS version of the Hawk is available using Jaguar rear suspension parts.
KIT CONTENTS: The Hawk kit costs £3495 plus VAT and this will furnish you with all the necessary GRP parts
pre-fitted to the beautifully-made and epoxy-coated steel chassis. Doors, bonnet and boot lid are also pre-fitted, as is
the scuttle frame and windscreen support. Modifications to the pedal box and steering shaft are included in the price.
Although the cars are supplied in the high quality, gelcoat finish of your choice, it is recommended that the car should
be sprayed to really do the finished product justice. NB. Door bars are now included free of charge.
OPTIONS AND EXTRAS: The Hawk 289 has the option of small block Ford or Rover V8 engine mounts, and all parts,
including brightwork and trim, required to complete the car are available from Hawk Cars. Many reproduction parts are
produced to give the car that extra bit of authenticity. Any suspension tuning components available for the MGB can of
course be used on the Hawk. A 'Le Mans' version of the Hawk is available, which has a fastback hardtop and two-section
bootlid, the price of this kit being £3995 plus VAT, and a works' hardtop costs £350 plus VAT. The IRS version of the
Hawk costs £300 extra. Also available is the limited edition 39PH replica at £5995 +VAT.
BUDGET BUILD COST: The build cost is dependent on the standard of the completed car, and whilst it may be
possible to put a Hawk 289 on the road for around £8000, to do the car justice it is expected that most home builders
would spend between £12,000 and £15,000.
Return to Index
KIT CAR, SEPTEMBER 1998
birth of a legend - the 289 FIA roadsters
The 289 Cobra was a great sportscar in its own right and constantly campaigned on the race tracks throughout Europe and
America. However, as the competition grew in sophistication and ability so, by necessity, did the Cobra.
Steve Hole researches Shelby's team history whilst Barry Collyer assesses the new Hawk replica.
A little bit of history.
Carroll Shelby had set his sights firmly (almost an obsession apparently) on winning the 'FIA World Manufacturers
Championship for GT Cars' in 1964, and a new generation of Cobra competition roadsters were built with solely this
purpose in mind.
Visually the main differences were wider and prominently flared rear wheel arches, which were needed to accommodate the
new 8 1/2" wheels and tyres. The wider arches also needed special 'cutaway' doors too. The front arches were flared out
at the top which differed from the conventional 289's at the time.
Five cars were built for the 1964 season:
CSX 2259 & CSX 2260 were completed in time for the season's opening FIA event at Daytona. Dan Gurney and Bob Johnson
drove 2259 and finished 4th overall / 4th in GT class. Jo Schlesser and Jean Guichet failed to finish in 2260.
One month later the same two cars were entered at Sebring (Gurney/Johnson in 2259 & Schlesser & Phil Hill in 2260).
They were joined by a third car, CSX 2301 driven by Lew Spencer & Bob Bondurant. 2260 came 6th overall / 3rd GT class,
2301 came 5th overall / 2nd GT class but 2259 unfortunately crashed beyond repair, (Johnson driving) with witnesses
claiming the thing turned over eight times. Although it failed to finish however, it was still classified 10th overall.
By the end of April 1964, two more cars were ready: CSX 2323 and CSX 2259's replacement CSX 2345 and these two joined
in 2260 & 2301 in Europe for the campaign there. To help the pit crew differentiate between the cars they were given a
different coloured stripe painted across the front wings and nose.
1964 team colours were 'Viking Blue'
CSX 2259 - White stripe
CSX 2260 - Yellow stripe
CSX 2301 - Maroon stripe
CSX 2323 - Orange stripe
CSX 2345 - White stripe
(Replacement for destroyed 2259)
1965 team colours were 'Guardsman Blue'
CSX 2323 - twin orange stripes
CSX 2345 - twin white stripes
At the end of the 1964 season CSX 2301 & CSX 2260 were sold (for $4,050!) to an English team, Radford Racing who
continued to campaign the cars. However, 2301, whilst racing at Brands Hatch crashed at Paddock Hill Bend
tragically killing new driver Tony Flory. Unbelievably at Spa Francorchamps, one week later 2260 was destroyed
while being driven by Harry Digby. It was rear-ended with a massive biff, by a Cobra being driven by John Whitmore.
Both cars were basically destroyed beyond repair, although a new chassis was purchased from AC Cars and one car was
made from the two wrecks and designated 2260.
An interesting footnote concerning 2260 / 2301 is that a chap by the name of Falor bought in 1967, an FIA Cobra from
Radford Racing that, according to his bill of sale was CSX 2301. After a while it began to cause some concern to Mr
Falor, because while maintaining the vehicle he kept finding parts that belonged to CSX 2260. He obviously suspected
a 'cut & shut' job, and contacted the authorities as well as Radford Racing, who explained what had happened i.e
making one car from two etc. However, it appears that they hadn't told Swansea! oops.
There are today, two original 289 FIA roadsters still in existence. CSX 2345 owned by a Michael Schoen in California,
USA and CSX 2323 owned by a Steven Volk in Colorado, USA.
Of course the amalgamated 2260 / 2301 car still exists as CSX 2260, now owned by Charles Ford in Ohio, USA. (Purists
turn their noses up at this one apparently, simply because it's a hybrid.)
Another interesting story concerns 2323 which is owned by Steven Volk. He is the victim of a sad individual who lives
in Virginia, and owns an Everett Morrison Kit car that he has butchered to look like 2323, even down to a genuine
'fake' Shelby VIN number. He tells everyone who will listen that it's real even though everyone knows it isn't. It
even extends to him writing to Shelby and magazines with his claims.
Steve Hole
The Replica.
Long regarded as manufacturers of the most authentic UK built 289s (and their Ace ancestors), Hawk Cars have now gone
to the next rung up the evolutionary ladder and produced the 289 FIA.
The car featured here is a replica of CSX 2260, one of the two original 1964 Shelby racing cars and finished in the
authentic team car colours of Viking Blue with Yellow recognition stripe. Also, private owner David Pilbeam kindly
loaned his Hawk 289 for the photo shoot. Although it doesn't have an FIA body, it serves to illustrate the effect of
team colours with differing recognition stripes. More on this particular car in a later issue.
Although Shelby's cars were built specifically to comply with the FlA regulations, many entrys from small teams and
individual owners with lesser resources had to adapt their existing Cobras to comply. This meant that the body and
wing reprofiling was probably done in many cases with the aid of a large mallet or a mole wrench. Certainly, when
looking through archive photos of FIA Cobras racing in the latter part of the '60s, the panel beating skills of some
owners left much to be desired. But, if it did the job, what the hell!
Fortunately, from the marketing point of view, Hawk Cars considered that the smarter versions of the FIA cars would
be the best bet and set about reworking a 289 to achieve exactly the right wing flair and door profile. Even the boot
lid was modified to give the necessary clearance for the regulation size suitcase that had fit in the boot of all FIA
cars in order to comply. The shape of these boot projections tend to imply that the method of achieving the correct
clearance shape with the minimum of effort was simply to fit a sturdy 'suitcase size' steel box in the boot and slam
the lid shut as hard as possible (bearing in mind they were made of aluminium). Whether this is true or not, I don't
know but there were many innovative ideas spawned during the panic of last minute race preparations prior to
scrutineering!
The detailing is excellent even down to the wired spinners although smooth edged hex nuts are available to comply
with SVA regulations.
The boot area is panelled in aluminium and also features the authentic white spare wheel well moulding
The replica featured here has a superb standard of finish with many very nice authentic touches. It has given very
little ground to the requirements of the SVA regulations and those items which have had to be modified to comply, in
no way detract from the overall image of this '60s racer. Details like slightly recessing the period instruments into
the dashboard, the little extra radius of the lower edge of the dash are all achieved with the minimum loss of
authenticity. Even the windscreen meets the requirements and it would take a very keen eye to notice the very slightly
increased radiuses that were necessary.
I have long held the view that the 289 is a far more attractive car than the 427 but judging by the relative sales of
427s to 289s, I am very much in the minority on this one. That is not to say that I don't like 427s. Quite the opposite
in fact. A fully sorted 427 S/C with side pipes, longitudinal white stripes on the authentic Guardsman blue body colour,
rivetted scoop, roll over bar and brace and all the other regalia is a stunning piece of macho machinery and I
appreciate them for what they are. Also it is probably what most people consider a Cobra should look like. But despite
the 427's overstated image, it was the 289 FIA cars that really gave birth to the unique legend of the Cobra. These were
the cars that won races throughout the world and put the Cobra on the map as one of the greatest sports racing cars of
all time. The later 427 was also fairly successful but by this time, they were already outclassed by some of the
opposition with better suspension designs and more aerodynamic body shapes etc. All this meant that on the race track at
least, there was a substitute for cubes!
So where does this leave the 289 FIA replica in the image stakes? It has lost the purity of the 289 but is not so
excessively 'over the top' as the 427. Maybe what it does, is give you the best of both worlds - the exclusivity of a
racing version of a 289 but without the 'everybody's got one of those' image of the 427s. What it certainly will do is
give you the feeling of owning a piece of automotive history, driving the origins of a legend (even if it's not a real
one).
This particular car has only a couple of miles on the clock and most of those were probably done getting it on and off
trailers and in and out of exhibition halls. So this not the time to attempt a full road test but if it drives anywhere
near as well as the other Hawk cars, all of which I have driven, it will be a winner and I look forward to a blast when
it's run in and fully prepared in the usual Hawk manner.
For full details on this and other cars in the Hawk collection, contact:
Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP
Tel: +44-1892-750341 Fx: +44-1892-750071
Return to Index
KIT CAR, SEPTEMBER 1998
End of an Era?
Barry Collyer feflects on the changes necessary to get a car through the SVA and wonders if the character of a
replica will be irretrievably lost
You could be forgiven for thinking that I am a bit biased towards this particular model and you would be dead right - so
biased in fact, that I have bought a kit and the build is progressing well.
So why yet another story about the 289? Three reasons. The first is that I know from chatting to people at shows and from
the letters we receive that they can't get enough information about Cobra replicas and this one is particularly popular.
Second, in many ways this car represents the end of an era - every Hawk 289 now sold will be SVA compliant and that means
that they will be different in appearance.
How different? We'll come to that in a minute, but this is the last chance I am going to have to drive this car because
it is going to be sold. Lastly, it gives us the opportunity to compare a pre-SVA car with one that has been modified to
comply. It's a useful illustration of the sort of work which many manufacturers are having to carry out on established
models in order to meet the regulations.
Before we look at the changes to the Hawk 289 in detail, I'll give you a brief description of the car for those readers
who are not familiar with it. As I have already mentioned, it is a close replica of the 1960s 289 Cobra of Le Mans fame
which was the forerunner of the more bulbous-looking 427. To my mind the 289 is much prettier than the 427, but then, as
I have already confessed, I am biased.
Based on a round-tube twin-rail chassis, very similar to that used in the original car, the Hawk version uses the
mechanical components mainly from the MGB, but a Jaguar independant rear suspension system can be used in place of the
modified five link 'B' live axle. At the front, the MGB cross member is discarded but the wishbones, shock absorbers,
uprights and brakes are retained.
Engine options vary from the Rover V8 to the Chevrolet or Ford small block V8 - or for a really economical build the
four cylinder MGB engine can be retained. Much of the ancilliary equipment from the donor car can be recycled, such as
the wiring loom, instruments and steering system so the build is reasonably economical and not difficult.
If you think that MGB mechanical components can't be made to work well in a high performance sportscar, you haven't
tried the Hawk 289. Everyone who drives it is impressed with its performance, its handling and yet, its very docile
nature. Despite being a performance car in every sense of the word, it is easy to drive, the controls are light and
positive; the ride compliant without being soft and mushy and the overall impression is one of solid reliability.
But will it ever be the same after SVA has got its teeth into it? In fact, despite some initial misgivings on the part of
Gerry Hawkridge, the main man at Hawk Cars, and incidentally the technical consultant to this magazine, the car didn't
fare too badly the first time it was put through the mill by the men from the Ministry.
As you probably know by now, many of the tests revolve around interior and exterior projections which are likely to cause
personal injury. Seat belt anchorages are also a major area of concern and so is the positioning of lights and indicators.
The Hawk passed most of the tests without trouble but it failed on the following:
The lower edge of the dashboard did not have the necessary minimum radius of 19mm and the steering wheel had some sharp
edges and slots in the spokes - dangerous because jewelry can get caught in them. Sharp edges (less than 2.5mm radius) on
the MGB instrument bezels were also a fail point, as were those on the filler cap, front and rear bumper overriders,
windscreen washer jets, bonnet locks and fuel filler cap. The wing nuts on the wheels did not meet requirements. The seat
belt anchorages were all OK but the posiition of the upper location points was too low. Also, the rear reflector was not
in the right position, side repeater indicators were not fitted and indicators did not meet angle of visibilty requirements.
The interior mirror was of the incorrect type and a driver's exterior mirror was not fitted. The tyres did not display the
approved markings, neither did the indicator, rear lamp or stop lamp lenses. Brakes performed OK but there was not a brake
failure test facility fitted. There were one or two other small points such as engine emmission being high and a handbrake
cable adjuster lock nut missing, but these were mostly a matter of adjustment. Windscreen wipers did not move over an
adequate arc and the handbrake lever did not have an adequate radius.
Worried that things would never be the same, we even arranged for some nice pictures to be taken at Trevor Legate's studio,
just to capture the moment. However, not many serious modifications were necessary to meet the requirements of SVA testing,
but enough to cast doubt about being able to maintain authenticity while doing so. A Cobra replica just wouldn't look right
with a big, softly padded steering wheel, modern lights & instruments and a naff, round filler cap.
The rear lights and indicators have been replaced and re-positioned to meet SVA requirements. Mounted on a neat chromed
bracket, the reflector sits between the overrider bars.
Brake failure warning has now been incorporated into the system.
Although neatly finished with a closed back, the overriders had radii which exceeded 2.5mm. The solution was to make
smart-looking covers in GRP
Steering wheel, instrument bezels, lower edge of the dashboard, driving mirror and handbrake all failed the radius test,
with the steering wheel having further problems with the slots in the spokes. The new wheel incorporates a collapsable
section and meets all the other criteria; the dashboard has a radiused lower edge and the instruments are sunk below the level
of the dash and the handbrake has been suitably modified. Although not shown here, a new interior mirror has been sourced.
The upper seat belt guide had to be repositioned to the correct height. A was added to the chassis and a chromed guide
incorporated. The latest version is angled for smoother belt operation.
The grill complies with the requirements and looks just as authentic as it did before
A new filler cap retains the period look but it radiused to meet SVA requirements
Octagonal wheel nuts, complete with logo, replace the now illegal spinners
The end of an era then? Not really, as you can see from the picture sequence here, all of the modifications were made without
detracting from the authentic appearance of the car and in most cases a distinct improvement was the result of the changes.
For instance, the overrider caps look much better than before and the recessed instruments give the dashboard a more
sophisticated air, octagonal wheel nuts complete with Hawk logo do not look out of place on spoked wheels and Moto Lita's new
steering wheel complies with the regulations while maintaining all the ambience of the '60s.
Sadly for me, this lovely Hawk 289 has now been sold (and there will never be another one like it) to make room for the new
and equally attractive SVA demonstrator.
Contact the company at:
Hawk Cars, Oakdene, Riverhall Hill, Frant, East Sussex TN3 9EP
Tel: +44-1892-750341 / 750282 Fax: +44-1892-750071
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