A different kind of collection – Andrew Kamosa’s cars are chosen to stir all the senses
Losing his sight made Andrew Kamosa even more reliant on the other senses that classic car ownership can rouse. He’s built a fleet using touch, smell, sound and sentimentality
I’m not blind, I just can’t see,’ asserts Andrew Komosa as he squeezes past his tightly parked cars in one of two modest timber garages. Glaucoma robbed him of his sight at 27 when he was a budding classic car collector and amateur rally navigator. But this hasn’t held him back. He warns me not to bang my head on the lift which allows for double stacking.
‘I have owned about 150 classic sports cars. I have a spreadsheet, but it only goes to 90 because I’m struggling to remember the rest. In short, there have been 11 Ferraris, 20 Lotuses and a similar number of Porsches, plus three replica Cobras, four replica GT40S, a Jensen Healey, a TVR Vixen, TR7S by the score including three V8 rally cars, a number of Subaru rally cars, loads of rally Escort Mkis and IIS, plus a Rolls Silver Shadow.’
Anticipating my next question Andrew continues, ‘I hear people at car shows saying “What does a blind person want with a classic car?” But to me it’s the silhouettes, curves, air ducts and grills that give a tactile feedback that sighted people miss. Plus the smell of the cars, the noise of the engine, and I like polishing them. Even though I can’t see I use buffing machines with T-cut. After doing this for 40 years you know when enough is enough; the surface is like glass. I’ve never overdone it. You’ll sell a dirty car for less than a good car. I’ve made a profit on 90% of my cars, and that’s how I afforded my current GT40.’
Ford GT40 MKI
It may be only 40 inches tall but the GT40’S presence is felt. We have to start here. ‘Sitting in one at the Cranleigh car show, as I felt it I thought, “Oh my, I remember these.” My hands moved over the sculpture and all those air ducts, I fell in love with it. This was 2007. That led me to own four replicas, but I wanted the real thing. I couldn’t afford one so I decided I would collect enough original parts to build my own. Although it’s original in so far as it comprises original pieces, it’s not an original. For example the windscreen has the year of manufacture 1967 etched on it but was only added to the other original parts in 2016. The body was first used on the Essex Wire entry for Le Mans in 1966, driven by Jacky Ickx and Jochen Neerpasch. It then passed to the Sid Taylor Team, driven by Denny Hulme in 1967. It even has a plaque on the dash signed by Sid Taylor and now it’s in that livery.’
‘It’s taken me ten years to collect all the bits. After three I had enough parts to send to a garage in New Zealand who had built thirteen others. Additional bits – like the bag tanks which alone cost £7000 – were sent when needed. I paid for much of the car by trading other classics until I had enough money. In total I needed just over £350,000. It took another seven years to finish because the NZ outfit, which also does Jaguar D-types, was very small, employing only three to five staff at any one time. I thought it would take 18 months. But now every time I feel round it I think what they’ve done is amazing.’
Surely all the parts can’t be original? ‘Any parts that aren’t original are period style. For example the water temperature gauge was made five years ago, but to the original blueprints. The speedometer comes from the GT40 press car and shows 23k, of which 22k were covered in the press car being driven by the likes of Denis Jenkinson. The fuel cock is identical to that on a Supermarine Spitfire. At Le Mans each GT40 had a coloured light to show which car was which; they were surplus from Lancaster bombers because they used the same system of colours – mine’s orange. Irving GQ seat belts are from a Lightning jet fighter because these were used originally; they cost £3500. The interior mirror was manufactured by Lucas, identical to the Mini Cooper. Notice that the original wheel spinners, held on by lock wires, are dented where the race mechanics had hammered the spinners on. Of course the engine is an original 4.7 litre from 1965. When I sit in this car I know the history of every part.’
‘It arrived back in August 2017 but I didn’t go out in it until November, when its FIA Passport and MOT certificate were issued. My wife Debbie drives, or other people who know these cars. It’s an absolute heathen, it’s like being in the fires of hell. At anything under 2000rpm it’s backfiring, spluttering, and in second gear at 2500rpm you’re already doing 60mph. With five gears and up to 6000rpm to play with, you’re talking about very high speeds – 170-200mph depending on gearing. Above 60mph it smooths out and the suspension starts to work, turning from an ugly duckling into a swan.
‘It’s totally unsuitable for the road. It needs an extra fan to keep it cool in traffic. I’ve been in it on a few hill climbs; you can feel the potential but its true performance is never touched. The noise is phenomenal, with clattering fuel pumps, gulping air intakes, a roaring exhaust and a general row from the engine bay. Most of this is happening just behind your neck, with heat radiating into the cockpit despite the eyeball vents. It’s got an extremely hard ride but the seats are comfortable. Being surrounded by 28 gallons of fuel contained in the sills, there’s a constant smell. We use 100-octane low-lead from a local airfield. It’s a mobile molotov cocktail; at 4mpg the fuel lasts about 100 miles.’
Unlike many GT40 owners, Andrew has no plans for historic racing, ‘Most racing GT40S are modified, whereas the whole point of mine is that it’s original, so it would be uncompetitive. Plus I can’t afford to take the risk.’
Will Andrew ever part with this car? ‘You have to remember this car was like a full-time job for ten years, getting parts from all over the world with time zones adding further complications. I’ve no idea how I’ve done it. I remortgaged the house, lots of credit card finance – I could never do it again. I have a headache just thinking about it. But I will sell it to enable me to do other projects.’
1972 Lotus Europa Twin Cam
‘I wanted that same car back for sentimental reasons. It’s the worst car in the world, but also the most fantastic car in the world’
Alongside the GT40 is Andrew’s Europa, and although very different they share some similarities. Explains Andrew, ‘You can see the Europa, which came out in 1966, has the same mid-engine body style. Colin Chapman was originally approached by Ford to do the GT40 design, but he didn’t like V8s. I know a lot of GT40 owners who also own Europas.
‘I saw a JPS one in gold and black when I was 15. I had to have one. Six years later my parents helped fund the purchase of a nineyear-old example in a sorry state. I paid £1950 and drove it home as it was. Being the Twin Cam made it special. Dad and I set about restoring it. Holed wishbones and a dodgy frame made for a lot of welding. A new front end had been fitted after a crash but the wheelarches and places like that needed more fibreglassing, which I did. I restored the interior and dad put new carpets in. I used it for a year but the nearside back wheel kept falling off. An inherent fault is that the nut that holds the spline shaft on tends to loosen itself. When the wheel comes off it takes the drum with it so you’ve got no brakes because it’s single circuit. Luckily no serious damage but in the end I thought sod it, and sold the car to a chap called Tim in Hereford.
‘Eighteen years later I wanted that same car back for sentimental reasons. Although it’s the worst car in the world it’s also the most fantastic car in the world. I’ve had Ferraris and Porsches but the Lotus has so much character, it really speaks to me. I traced it back to Tim who hadn’t used it in seventeen years, leaving it outside under a tarpaulin. The car was just as I’d left it, even the Club Lotus stickers.
‘Restoration this time meant a new frame, suspension and radiators. The engine was rebuilt, luckily the gearbox was OK. A quality respray back to the original colour, yellow. So that was 20 years ago. I only use it now once or twice a year but it’s ready to drive.’
As we stand talking Andrew’s hands are gently patting the Lotus. Of course it’s special – he drove it when he could see.
Andrew demonstrates that the Eight-track stereo still works, with cartridges of The Beatles and Stones bringing back memories. Remarking on the twin fuel fillers, Andrew explains they feed two six-gallon tanks that are connected, obviating the need for a switch as found in cars like the Jaguar XJ6.
As we inspect the engine bay it seems the Lotus badge on the rocker cover is backwards. Andrew explains the engine was designed for the Elan, where the engine would have been the opposite way round. With uncharacteristic engine positions the topic of conversation, we move to a dusty transaxle Porsche.
1981 Porsche 924 Turbo Series 2
‘I bought it three years ago for only £4500 because the turbo was blown, but then I left it until now. I wanted it because it’s a rare car – only 75 made in right-hand drive – and this is rarer still with factory-fitted aircon. Only 50k on the clock and masses of history meant an engine rebuild was too tempting. I’ve spent another £4k on it since, half of which went on a turbo from a 911, which gives more pressure. We needed a special intercooler in a custom-made front splitter to solve overheating problems. But it still doesn’t run properly. My wife moves it using the starter motor.’
Talking of non runners, what about these two Tigers, one in the garage and the other outside under a tarpaulin?
1965 Sunbeam Tiger
It’s not only Andrew that has a passion for classic cars. Debbie is a big fan of the Tiger. They decided to track down a project car, eventually finding a video of one for sale in the USA that Debbie described to Andrew in detail.
‘The engine sounded good, and the car didn’t appear to have any rot. We bought it but when we collected it at Southampton we found the floor was completely glassfibre. Awful condition. The interior is all right and the walnut dash is still good. The vinyl seats have some seam splits but it won’t be reupholstered – I want to retain the patina. The engine is basically a Cobra V8 MKI of 4.2 litres. It’s been a helluva journey and recently it got worse when the restorer went bust. It’s taken months to retrieve the car, and it’s in bits and in places rusty again. Eventually it will be resprayed in Forest Green to go with the Panos wheels. I guess I’ve spent £30,000 so far including buying the donor car that’s outside. It needs another £8k-£10k to finish.’ Stacked in the corner of the garage are the doors, engine, transmission, and seats – all silent witnesses of the project from hell. Andrew is keen to move on.
2006 Mazda MX5
‘To me it’s a new car, I’ve owned it just over a year. My secretary drives me to court appearances because I work as a solicitor. It’s nice to have a soft top for summer use. I bought it with 100k on the clock but it had just had an engine replacement costing £3000; a bargain. With a 16v dohc it zings, being only 1798cc. Fantastic little car, a fun machine, more importantly it’s reliable.’
2004 Porsche Cayenne 3.2 Petrol
‘I bought it a week ago for £2900 in an online auction. I needed to replace my Shogun to tow the trailer. I did research and found the V8s had bore problems. The V6 engine sounds sweet even at 92k, and it’ll be good to do another 100k.’ I mention numbers chalked on the windscreen and door mirrors. Andrew says they’re auctioneers’ references. With Andrews priorities elsewhere I suspect they’ll be there a while. He moves back to his little office behind his garage to show me another project.
1968 Jaguar E-type roadster 4.2 Series 2
‘My latest project is a barn find and unfortunately still in the barn, and in bits, where it’s been for the last 30 years. I can only show you photographs. It was last on the road in 1978. Although a matchingnumbers car, the engine is well past its best and is in several pieces all over the barn. A mechanic was doing restoration work on it but the owner couldn’t pay the bill and gave the car to the mechanic, who transferred it to the barn in 1988.
‘The engine and suspension are off but the body is in good condition. I’ve paid £15,000, a good price for a car whose history I know – four owners, originally registered in Stockport. The bonnet is still shiny but the repairs to the sills, made 30 years ago, need attention – I can feel the weld marks, so it’ll probably need a respray.
Memorabilia
Andrew’s office contains cabinets with photos, models, trophies and race programmes. Andrew explains some significant items all relating to his GT40, ‘In Autosport magazine, July 1967, is a photo of “my” number 51 at Snetterton with Denny Hulme at the wheel winning the race. This is the body tub of my car. I also have the trophy for second place at the 1967 Martini Trophy at Silverstone.
‘Then I have two models of the GT40 from 1966 in its Le Mans colours of white with the red stripe down the middle. The other model is smudged black to simulate the oil stains giving it that race scarred look. The car retired at 3am because of engine failure.
‘An amazing coincidence was finding a secondhand 1967 Castrol yearbook on a stall at the Cranleigh Car Show with Denis Hulme’s GT40 pictured. One photo showed the interior, which meant we could replicate the layout, even down to the Dymo labels.
The walls of Andrew’s office are lined with guitars. A full drum kit sits in the corner but that’s another story.
The keeper
Which would Andrew keep if it could only be one? ‘I’ll never part with the Lotus Europa. It’s the car that I just pat every night because it’s my best friend that I’ve known all my life. That’s the car I remember seeing and driving, it’s very special to me.’