HOME > LOT 161 - 1965 Ford Anglia competition car

LOT 161 - 1965 Ford Anglia competition car

LOT 161 - 1965 Ford Anglia competition car

  • Please see additional information in the car's description
  • Raced extensively by Douglas 'Dusty' Rhodes and others
  • Built at vast expense to an exceptionally high standard by Guy Smith Motorsport
  • Immaculate Broadspeed Replica
  • Goodwood Revival competitor and Spa 6 Hours finisher
  • Race car for the past 25 years
  • Expired FIA Papers/HTP
  • Differential and gearbox freshly rebuilt
  • Featured in Octane and Classic Ford magazines
  • Estimated at £15,000 to £20,000

Winning Amount: £ 21,550.00

User ID: e******3


We are indebted to members of the 105eoc Facebook Group and also particularly Guy Smith for the further details they have provided. Please see the 'Additional Information' section at the end of the description. 

“When the Team Broadspeed entourage arrives at any circuit, first impressions are invariably that here is a setup which must surely be the ultimate in professionalism. Their transporter, always well-kept and with tools and equipment neatly arrayed with almost military precision, houses what are undoubtedly among the best kept racing saloons in use today.” Motor Sport, August 1966.

Clearly a bar set sky-high to ensure the goals of their Ford paymasters were met; they were, handsomely, with John Fitzpatrick taking the British Saloon Car Championship outright in 1966.

Though legend has it Henry Ford coined the phrase, “Win on Sunday, sell on Monday”, it was actually one of his dealers, Bob Tasca of Providence, Rhode Island (I clearly need to get out more) though throughout the 1960s the FoMoCo were undoubtedly big proponents of this strategy, applying it from high volume bread and butter family saloons right up to halo cars such as the GT40.

On this side of The Pond the Anglia name first appeared in 1939 on Ford’s small saloon, though this was little more than a tweak of the 7Y model. Post war evolutions lead eventually to a completely new car in 1953, the 100E variant. This was substantially updated in 1959 to the 105E as presented here, with styling strongly influenced by the USA and honed in a wind tunnel; plenty of chrome (especially on the deluxe model), miniature fins on the rear wings and an acutely angled rear screen. Mechanically the suspension was little altered with MacPherson stuts up front and leaf springs at the rear. A quantum leap forward came courtesy of the all-new overhead valve ‘Kent’ engine; a supremely tuneable, oversquare unit that soon saw service in Formula Junior racing machinery and went on to sire the hugely powerful BD range of engines developed by Cosworth. This was coupled to a four speed gearbox (up from three and another game changing unit), and the whole 105E Anglia package was a massive commercial success with over one million being sold before it was discontinued in 1967.

As mentioned, some of this impressive sales record can be laid squarely at the door of the Anglia’s competition successes’, not least those enjoyed by the Broadspeed prepared cars in the 1966 British Saloon Car Championship. The season started with John Fitzpatrick and Peter Proctor driving two Team cars though sadly Proctor was injured at the Goodwood round and took no further part in the Championship. A third Broadspeed car was driven by Anita Taylor and though with talk of Mary Quant designed overalls and suchlike this might have been seen as a bit of marketing ‘puff’, when ‘Fitz’ hit trouble at Silverstone Ms Taylor stepped up to take a very popular win. Against some half-decent opposition including a certain J Clark and J Brabham who were apparently fairly handy, Fitzpatrick secured the championship with six wins out of eight rounds.

According to the Chassis Plate and copy of the original logbook, this Anglia left Ford’s Halewood plant in May 1965 in right hand drive deluxe specification, sporting a high compression 997cc engine, a standard gearbox and 4.444:1 ratio axle. Forest Green seats were paired with Fir Green carpets and it was registered on 14th July 1965. By 1974 it was owned by Mr Sidney Murphy of Shaftesbury though it is not possible to tell if he was the cars original custodian.

In 1998 the Ford was purchased by Douglas ‘Dusty’ Rhodes, a racer of some repute. Given the lack of any evidence of post-factory welding to the bodyshell, one can assume at this stage the Anglia was a wonderfully sound car and a blank canvas on which to paint the racing machine’s picture. Over the next few years Mr Rhodes had the car prepared by a variety of renowned specialists such as Andrew Thorogood, Barwell Motorsports and marque specialists Milton Race Preparation. There are numerous bills on file that namecheck the usual suspects from the world of motorsport such as Safety Devices, Buildsport, Rally Design and Burton Power. Appendix ‘K’ FIA Papers were duly issued for the Anglia in 1999 and Mr Rhodes enjoyed the car until selling it to Mr Rupert Whyte in 2007. In 2008, by now sporting its current gold over white Broadspeed livery and looking remarkably similar to how it does today, Mr Whyte acquired an Historic Technical Passport for the Anglia enabling him to continue racing it throughout Europe. Results on file show the Ford performed strongly in the U2TC race at the Spa 6 Hours in 2008 (Whyte/Wood); the only Anglia in the field, it finished 27th, vanquishing Lotus Cortinas, Cooper S’, Alfa Sprint GTs and a BMW 1800Ti with a best lap under 3 minutes 30 seconds (an average speed of 120 KPH).

In 2009 the Ford passed to Mr Nigel Kemp and it is believed it ran in the Masters Historic Racing series that year. There is a letter on file to Mr Kemp inviting him to the 72nd Goodwood Members Meeting in March 2014 so one can assume the car was a regular and well respected competitor.  

Early in 2019 Lotus and race car specialists PJS Sports Cars brokered a deal between Mr Kemp and the vendor who intended to use the car on more road based events (and the odd Sunday Lunchtime pub run). To that end PJS fitted a comprehensively rebuilt gearbox (new bearings, syncros, blocker bars etc.) and differential, utilising a more relaxed 3.77 ratio with an ATB limited slip differential. The car was also given a full ‘oil and filter’ service, a change of brake fluid and five new Dunlop road tyres to replace the ‘not for highway use’ racers fitted.

As Motor Sport pointed out in their article quoted above, when building a bespoke race car from a roadgoing machine, pretty much the only parts retained are the bodyshell and engine block so on that basis it is vital that the former is as good as possible; not a problem in 1966 when it was literally an ‘off the shelf’ part but finding a good ‘un today (or even in 1998) is a much bigger issue. We tip our hats to the early owners of this Anglia as we were somewhat taken aback when we first saw the outstanding condition of the ‘shell which as mentioned seems to have never been welded outside of the Halewood plant. All steel (and hence legal for a wider range of uses), in our opinion it would not disgrace itself as a show car never mind a racer whose cosmetic state is not quite so critical. Beautiful details abound such as the recessed safety pulls and blanked external fuel filler, itself a modification championed by Broadspeed themselves following Peter Proctor’s fiery Goodwood accident. Less obvious attention to detail is demonstrated by the trailing edge of the bonnet sitting very slightly high on its pins to allow more ventilation for the engine bay.

The white and gold paintwork is applied to ‘very good road car standards’ with no hint of an ‘it’s only a race car’ attitude. This is the case on all parts of the car, outside, inside or underneath and it is worth spending time verifying this for your self via the photo gallery or better still by inspecting the car in person.

Against this the chrome-work doesn’t disappoint with, bumpers aside (there may be a Lotus Europa owner who benefitted from this), all the trims down to those on the A posts present and in great order.

The side windows are Perspex as is the rear screen which has cockpit ventilation holes let into it.

Unmarked Compomotive Motorsport 5 ½” wheels have, as mentioned, been freshly shod with 165/70 Dunlops.

Inside a pair of Cobra Monaco Pro seats, Moto-Lita leather rimmed steering wheel and fully trimmed doors give a level of civility though the six point bolted in roll cage, Sparco harness for the driver (time expired) and aluminium pedal pads (the accelerator handily labelled ‘boot’ for the avoidance of doubt) tip the scales back towards purposeful. Directly in front of the driver sit a tachometer red-lined at 7,600, oil pressure and water temperature gauges while those for amps and oil temperature are sited over to the left; all are Smiths items save the period tachometer. A GPS speedometer is a neat road-legal touch while the plumbed in Lifeline 2000 extinguisher is reassuring but might need updating for certain events. Switches for fuel pumps and washers sit below the central gauges while lower down safety cut offs, a covered ignition switch and starter button are located.

The engine bay is beautifully presented with superb attention to detail such as the ignition coil installed within a factory cut out in the bulkhead (what were those for originally – cup holders for mechanics?). The Filter King fuel filter/pressure regulator complete with gauge feeds a twin choke 28/36 Weber DCD with Pipercross air filter sitting atop the admirably dry engine while a lightweight race battery and oil cooler are also present. Never the most complicated of cars, this Anglia’s engine bay is remarkably clean and uncluttered for ease of maintenance and operation, aided by relegating such items as the washer bottle and wiring harness to the cockpit. The 2000E synchromesh gearbox mates to the engine via an aluminium bellhousing.

The boot is similarly well presented and organised containing a sixty litre ATL FIA fuel cell (date expired) and twin Facet pumps, all linked with braided hoses.

The good news continues underneath the car with proven modifications carried out to a very high standard and superbly finished. Pin-sharp seams with not a hint of rust anywhere at all attest to just what a superb shell this is; again this can be seen in the photo galley though it should be noted some of the photos were taken before a run along some waterlogged and muddy country lanes so a few minutes with a jet wash should be budgeted for if you want that showroom-fresh finish. Some highlights are the twin front anti-roll bars so the front end can be quickly softened (just in case it should ever rain at Spa Francorchamps), Cortina front struts with disc brakes and Gaz adjustable inserts plus FIA legal track control arms. The engine sits on a ‘World Cup cross member’ and the gearbox’ equivalent has been modified to suit the 2000E mount. At the rear single leaf springs and anti-tramp bars locate the axle which is even equipped with its own braided breather hose and catch tank; that’s attention to detail. A stainless steel exhaust of generous bore (nicely relieved to clear steering components), poly bushes and plenty of lockwire again all point to a competition machine that has been well prepared with little attention paid to the costs involved.

Once a fuel pump and the ignition have been flicked on, a few pumps on the accelerator are all that is needed to ensure the engine fires easily, settling to an even idle with 45 PSI oil pressure showing. The engine sounds fantastic with the ultralight flywheel allowing revs to rise and fall instantaneously. Though in period the Broadspeed cars ran essentially Formula 3 specification engines to keep below the one litre class limit, the 1198cc engine installed here gives good power without needing to explore five figure engine revolutions.

The good sized history file supplied with the car contains numerous invoices dating back to Mr Rhodes tenure in 1997 including those for the original engine build and rebuilds by Barwell Motorsport and the Anglia’s preparation as a race car. There are also bills dating from Mr Kemp’s tenure from 2010 onwards and for the most recent work carried out by PJS less than fifty miles ago at a cost of over £4,000. The aforementioned FIA papers and HTP are also present along with associated correspondence plus a couple of MOT certificates from 1977 and 1998. Various V5s and copies of log books are present along with the letter to Mr Kemp inviting him to Goodwood, an original Owner’s Handbook, ATL Certificate for the fuel cell and a copy of the Spa Six Hours race results.

In our opinion this Anglia represents a stepping off point; something that can be adapted to suit ones own requirements, especially given that at its very competitive reserve price there should be plenty of ‘meat on the bone’ to make any modifications required to allow the fortunate new owner to take part in their competition of choice. As it stands anything and everything from entertaining road use to track days, through rallies such as the Three Castles Classic Trial or LeJog to pure circuit racing with the HSCC, CSCC or even full FIA events is possible.

Those that peruse the net regularly (and if you are reading this we assume that is you) may well have spotted a similarly well prepared Twin Cam engined road car that is currently causing quite an online stir, the asking price of which is some £60,000.


The Anglia participated in the 1st Goodwood Revival meeting in 1998 driven by Dusty Rhodes. Having raced it extensively (acquiring a new shell in stunning condition along the way following a 'racing incident') it then passed to Mr Kerry Sealey who ran it with an 1850cc, 180 BHP cross-flow engine. From there it moved on to the renowned Ford race-car preparation guru Guy Smith who totally stripped the car and rebuilt it as an FIA compliant machine for Rupert Whyte. While the quality of the build is still evident today, Mr. Smith tells us hugely expensive items such as aircraft grade nuts and bolts plus new old stock rear lights and steering box were fitted in what was a no expense spared exercise. A wealth of parts and advice were obtained from Milton to build the ultimate FIA legal Anglia. 

Having run like clockwork during the aforementioned Spa race with a fairly standard engine limited to just 6,750 RPM, a more ambitious unit was commissioned from Stuart Rolt using a custom made crank from Farndon, Accralite pistons and one of his own well-respected race cylinder heads which resulted in over 100 BHP being produced at 8,000 RPM.

During Mr Kemps ownership the Anglia was track tested by Mark Hales for Octane magazine (August 2015, copy on file, please see the photo gallery) and it was also featured in Classic Ford magazine.

A lively discussion regarding the car has been taking place on the 105eoc Facebook page (a certain amount of which centers on the competitive auction estimate the car has) and again we thank those knowledgeable participants. We will leave the last word to Anglia expert Neil McCarty who describes it as, "one of the nicest prepared Anglias I have ever seen".

  • Registration number: DHW 213C
  • Chassis Number: BB22EB35598



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