McEvoy Special Model 60

Colonel Michael McEvoy had no idea what role he was to play in world affairs when he first rolled into Wolfsburg in 1945. The factory producing the Volkswagen Beetle had been savaged by regular bombing raids with just one third of the facilities left intact.

Legend has it that after the Russians had had their pick, the Americans were resorting to tanks to flatten the rest of the factory. Mindful that the German population would need wheels and something to do now that hostilities were over, McEvoy managed to persuade his American counterpart to move out and leave things as they were. 

A gifted engineer, McEvoy had spent several years in Germany just prior to the outbreak of war developing a supercharging system for Mercedes 170 engines. During a visit to the 1938 Berlin Motorshow, he had been most impressed by the little Volkswagen 'people's car', admiring its strength and simplicity.

When he arrived in Wolfsburg he clearly understood the significance of the plant and was fortunate in having Ivan Hirst under his command, a brilliant young engineer with a way of getting things done. McEvoy discussed with Hirst his thoughts on the little car and suggested that he might use what was left at the plant to get a prototype up and running. After some considerable effort he managed to do just this and, once presented to the military, an order for 20,000 Beetles was immediately forthcoming, Hirst staying on until 1949 running the rejuvenated factory.

McEvoy had started his engineering ventures by making his own brand of motorcycle in the 1920s using a British Anzani engine. Turning out up to 16 a week, these McEvoys achieved considerable success as they were light, handled well and were extremely fast – the 1927 McEvoy Vulpine being advertised as ‘100mph for £99’.

Following the demise of the small independent motorcycle manufacturer, he teamed up with Lawrence Pomeroy to develop and sell the Zoller supercharger under licence. The increase in power was more than most cars of the period could handle, so he concentrated on supercharging MGs. Along with this grew a business in supplying high performance pistons, cams, manifolds, gearbox remote controls and high compression heads – mainly for Morris and Wolseley products. It was therefore a natural progression to start developing his own car, the McEvoy special, based on a Wolseley, Star, or Morris Minor.

Like the Austin 7, the side-valve Minor responded well to gentle warming, and McEvoy got together with bodybuilder Jensen in West Bromwich to design a neat sporting body. Supplied at a cost of £45 (£20 to cover fixed costs, £2070r materials and £5 profit), it is believed that around 60 cars were produced in either ‘60' or ‘70’ specification – the latter gaining a downdraft carburettor and a high compression head.

Marketed as a ‘New Sports Model’ the attractive close-coupled 4-seater body came with an extended bonnet and steering column, handy remote gearchange (quoted in contemporary road tests as “giving a greater nicety in changing”), Wolverhampton-produced Gibson fold flat windscreen, Ashby Brooklands steering wheel and an 80mph speedometer. Sporting but practical, all this was yours for £149 with a further £2.10s being charged for an extra door, £3 for a choice in paint finish and £4 for twin spares.

This lovely 1932 Morris-based example was purchased by the vendor from an advertisement in the Blackpool Evening Gazette in 1962. Fitted at the time with a Morris 8 engine, a correct side-valve unit came with the car which is now in place. Used as his everyday car, it spent much of its life in and around his offices in Fleet Street - parked at the back of the Daily Express building.

Fitted with a home-made hood cover made from a Players Weights Tobacco tarpaulin, it was sufficiently reliable to transport the vendor’s wife on their second date, the third almost ending in disaster when she had to push start it! It was then actively campaigned in VSCC trials until 1973 when it was put into the Mouldsworth Museum as an exhibit, the vendor’s efforts going into setting up and running the museum.

Over the next 16 years he undertook a full chassis-up, nut-and-bolt restoration. The ash frame was carefully repaired by Enrique Llinares where needed, retaining as much originality as possible. Local firm Roscoe Howard & Tickle completely rebuilt the engine, while Plus Four undertook a quality retrim which included a new hood, hood bag and sidescreens. Finished in cheeky bright red with black wings it returned to the road again in 1989, just in time for the VSCC Jubilee celebrations.

In super running condition, this very rare and original example has been used for numerous long journeys and has provided a huge amount of pleasure during the vendor's 51-year ownership. It is now time for a lucky new owner to continue to cherish the car in the manner to which it has become accustomed.