A Tale of two Facels Part One

Where do I start? I suppose at the beginning?WelshFacelVega041

It all started 25 years ago when a very impressionable young man watched a film called “Dealers” The film was about a City Broker who used to land his Sea Plane on the Thames and then drive his Classic Facel 11 to his high powered job in the city where he would BUY, BUY, BUY and SELL, SELL, SELL before returning home to land his plane on his lake and cuddle one of his many glamorous girlfriends? I wanted to be that man! A tall order but perhaps I could start with the car? If I was lucky the rest would follow? Roll forward to 2001 and I was getting a car serviced, I think it was a S2 Bentley, with Ted at Overton Vehicles in Southend. In chatting I explained how I had always wanted a Facel Vega not knowing at that point there was more than one model. Ted went on to tell me that he stored one for a client and it may be for sale? My response was obviously, I will buy it? Anyway it took me two years to buy that car which is a story in it’s self, more of that to follow later? This was the first time I had ever seen a Facel Vega in real life and it was a HK500 not a Facel 11. Anyway, I thought I had bought that car three times before it was mine and not thinking that I would ever own it I started searching the world for a Facel. I was contemplating importing one from the states which led to an e-mail from America explaining that my contact had been offered a UK car currently residing in South Wales? Would I like it? Of course I would like it?fv19

So in 2002 I became the owner of HK500, BGU 879B (The Silver Car) complete with a couple of mice and a lot of rust. The car had been put into storage in 1976 and a basic restoration had been started (Common story with Facel Vega’s). Manual car, no power steering, twin carbs and disc brakes.IMGP0190

Roll forward another year and I finally became the owner of HK500, YSC337 (The black Car). Automatic, single carburettor, power steering and disc brakes. Now I have two. One running and lovely and one rusty, sad but complete. The owner finally decided to sell it on the basis that I find him a perfect Bentley T2 to PX against his car. The first one I bought wasn’t quite right but the second one was perfect. Deal done! So the saga begins? Six years ago I decided to bite the bullet and have the silver car restored but why keep it simple?faceljune066

Stopping Power – a look at Facel brakes

Stopping a big Facel, or even a small one, takes a lot of power because of weight – lots of weight. Club members will know that I bang on about the fact that the Facel factory never seemed remotely interested in weight saving. I have written several articles in FaceLetter in the past, drawing attention to items like the heavy steel fabrication of the heating system, and the the cast iron mounting for the brake/clutch pedal, both weighing several times more than necessary, even with the materials available at the time. Yes, we are grateful more than forty years down the line that all Facel chassis were built on locomotive principles and last forever, but couldn’t more body parts have been made of aluminium?  I have forgotten the physics, and someone in the Club will no doubt remind me, but I think that kinetic energy increases at something like the square of speed. Anyway, what this means is that a big 35 cwt Facel travelling at 100 mph takes a lot of stopping…
The early cars had drum brakes and they were totally incapable of doing the job. Very few UK owners will have this problem as it was only with the HK500 that serious import numbers built up. It was W.O.Bentley who, in the heyday of the vintage Bentley, when criticised about the lack of stopping power of his cars (even more marked than that of the Facel) famously retorted: “I make my cars to go, not to stop”. This could however equally be said of Facel Vegas in the drum brake days. Fred Hobbs, in charge of servicing (and sometimes importing) the cars for the concessionaires HWM, through their subsidiary Intercontinental Cars, felt that the drum brakes were: “Hopelessly inadequate for very high speeds. Not only did we have very unpleasant moments while trying to stop the car from speeds of over a hundred miles an hour, but the heat generated in the drums was such that they lasted no time at all. It was obvious that discs were going to be needed.” Indeed, when the first Dunlop disc brakes became available, Fred had them retro-fitted to all the early HK500s. They were a huge improvement. However, these were disc brakes in their infancy. Not only were they very small in comparison with modern ones, but the design and materials left quite a lot to be desired. If set up well, they do quite a good job – but because the cylinders are not made of stainless steel (as became the standard later) they are prone to corrosion when the car is left standing. The brake fluid being hygroscopic, picks up water which provides the corrosive element and the result is usually that the piston sticks in the cylinder – either “on” or “off”.  The result is that the car will either not stop, or will not move at all. This effect is exacerbated by the design as there is a central locating pin for the piston. This is not used on modern systems at all, and only makes matters worse when corrosion has set in preventing the withdrawal of the piston to the “off” position. The very strange servos fitted to Facels can also cause the brakes to stay on when the release mechanism ceases to function. The answer is to re-build the callipers with stainless steel inserts and replace the servo. The Club can put members in contact with firms that can help.
If you’re rebuilding your Facel brakes, there is another very worthwhile upgrade. Modern cars, unlike those of the 60s and earlier, have a split system front and rear, so that if one should fail all braking power is not lost. Rolls Royce experimented at one time with a diagonal arrangement (i.e. the nearside front was coupled to the offside rear) but they reverted to the separate front and rear arrangement too. This is not too difficult to install with twin master cylinders and is an excellent idea.

Grand Routiere

Grand Routiere

The Facel Vega HK500hk500-03

Sold as being ‘For the few who own the finest’, the HK500 mixed French styling and US power.

When recalling the Facel Vega, perhaps the first thing which comes to mind is the long list of celebrities who owned them. Not only figures from the world of showbusiness — Ringo Starr, Ava Gardner, Tony Curtis, Dean Martin and Fred Astaire — but people who really knew about cars: Stirling Moss used one as his personal transport, as did Maurice Trintignant. Picasso had one, and famously Albert Camus was killed in an accident when travelling in his publisher’s Facel. What was the story behind this Franco-American hybrid, and how did it manage to capture a glamour that was lacking elsewhere?

After an early career in aviation and at Citroen, in 1939 Jean Daninos (1906-2001) established Forges et Ateliers des Constructions d’Eure-et-Loir (FACEL) to manufacture components for the aircraft industry, as well as metal furniture. A company specialism was making things in stainless steel. After WW2, with demand in the aviation business diminished, Daninos began to focus on building bodies for motor manufacturers, having gained experience with pressed steel bodies at CItroën in the 1930s. His mass-market customers included Panhard, Simca and Ford-France, but he also built one- offs and low-volume bodies, such as the Pinin Farina-styled Bentley Cresta of 1948.

By the early 1950s, this involvement in the motor industry gave Daninos the inspiration to design and build his own car. The type of vehicle he had in mind was a grande routiere in the mould of the Bugattis, Delage, Delahayes and Talbots of the 1930s. Post-war, those great names had been all but killed off by the enormous taxes levied by the French government on cars of more than 15 taxable horsepower (about three litres), thus making their products almost unsaleable

Daninos felt he could buck the trend with his own design, the inspiration for using an American engine coming from the Ford V3- powered Comète whose bodies he had built for Simca.

The Vega name came from the brightest  star in the constellation Lyra, and Daninos’s new car certainly shone when it was unveiled at the 1954 Paris Salon. This FV model used a 4.5-litre

Chrysler V-8 engine, with either a two-speed Chrysler automatic gearbox or a four-speed manual built by Pont-à-Mousson. The chassis, developed with the help of British racing c river Lance Macklin, was a tubular frame with coil springs and double wishbones at the front and a leaf-sprung live rear axle. The body styling was by Daninos himself, and in some respects can be seen as a progression from the Simca-Comète bodies he had previously manufactured. Vestigial tail fins echoed contemporary American car design, while the body was adorned with bumpers and other brightwork made from Facel’s great specialism, stainless steel.

A four-seater coupé, the cramped rear seats could be folded flat for extra luggage space and the wide cockpit was luxuriously appointed.img_6539

Although the car weighed close to two tonnes, with a top speed approaching 120mph the FV satisfied Daninos’s aim of performance with great comfort.

For 1955 the engine capacity increased to 4.8 and then five litres before the introduction of the FVS in 1956. This revised model featured the wraparound windscreen which was to become such a Facel trademark. Even larger engines, a three-speed automatic, power steering and disc brakes would become FVS features, too. An ambitious four-door saloon of pillarless construction was also added to the range, but relatively few were made. In all, about 350 FV, FV2 and FVS models were built.

In 1959 the FVS was upgraded once more and renamed the HK500. Initially, this new model used the 5.8-litre V-8 from its predecessor, but soon a 360bhp 6.3-litre unit was introduced. This gave the HK500 sensational performance for a large luxury car: 60mph could be reached in a little over eight seconds, and the maximum was now close to 150mph. Disc brakes, which had been an option on the FVS, were standardised on the HK500 in 1960. By the time the IIK500 was replaced by the short-lived Facel II in 1962, 489 examples had left the factory.

In 1960, the company introduced the Facellia, a small sports car with a four-cylinder, 1.6-litre twin cam engine built by Pont-a-Mousson. Camshaft bearing problems resulted in countless engine failures, and the warranty claims worsened Facel’s already perilous finances. Daninos resigned in 1961, although the company managed to keep going until forced to close its doors in 1964, 10 years after it had launched the original Facel Vega. In that time, Daninos’s company almost single-handedly had kept alive the spirit of the pre-war grand tourers.

All the early Facel Vegas had been left-hand drive; right-hand variants weren’t built until the marque was introduced in the UK in 1957. Former racer George Abeccassis at HWM ran the official importers, his quote of “We sold them to Debrett” highlighting the marques appeal to the upper classes. He managed to sell more than 200 coupés and 13 Excellences in all.

Chassis HK1 BY6, with engine TY7 1-29-37 and body 772— the right-hand drive car you see here — is thought to have been manufactured in the final three months of 1960 (the next car, BY7, was the 1960 Earl’s Court Show car). Richard Stevens of the Facel Vega Car Club has kindly provided some details of the car’s subsequent history. It lingered for some time in the UK before it found its first owner. By the time of the introduction of the Facel II in October, 1961, HWM still had five unsold HK500s, and two of these were in customs bond, which avoided the need to pay import duty until a buyer as found. It looks as though HKI BY6 was one of these, along with HK1 BX2. One HK was sold at the time of the 1961 Motor Show; the other  four were advertised in 1962 as for sale at ‘£1500 less than the price of the latest model’. BY6 was eventually first registered, as 3 XPK, on 19th April, 1962, to Dr K Soo, a Chinese dentist from Richmond, Surrey. He claimed to have driven it at 150mph, which perhaps helped to explain why he crashed it twice. canvas

In 1965 it was sold to its second owner  Campbell Palmer of Brompton Business brokers, who later also owned another Facet Vega. At  some point it appears to have been fitted with a new speedometer, as the mileage was recorded as 18904 in July, 1965, but was only 3287 by January, 1966. The next known owner, who had it until the 1980s, was a Mr D Stuart, who lived near Horsham. By now the car was a sad-Iooking non-runner and, superficially at least, very  rusty. It then went through a succession of owners before being offered for sale on eBay in around 2006. It was acquired by Simon Bates and restored over the next five years, but sensibly retaining the original interior and much of the car’s exterior trim.

Last month it came up for sale in the Bonhams auction at the Goodwood Revival and was acquired by dealers Godin Banks of Mereworth, Kent. Justin Banks of that firm is a noted Facel Vega aficionado and has owned and sold dozens of them over the years. He currently owns several himself, including a four-door Excellence and the ex-Ringo Starr Facel  II. We caught up with the HK500 at his premises before it was delivered to its new owner Stefan Ittner, who has lusted after a Facel Vega since he was a schoolboy. This writer has also admired the marque since his youth, when he first rode in an HK500 as a car-mad teenager. That car, 5 PPF, belonged to Charlie Todd in Gloucestershire, and subsequently it has passed through the hands of Justin Banks. So we were anxious to know if the HK500 really lives up to its glamorous looks and reputation.

This particular car is in, to our mind, almost perfect condition. Although the body has been repainted, the original trim and fittings have been re-used wherever possible and the mechanical restoration, while thorough, has not been carried out to better-than-new standards. The stacked headlamps, egg-crate grille and wraparound windscreen are the most obvious styling features, but there are many details which reward close study. For example, the way the door windows overlap the rear quarter windows, the top-mounted catches on the quarterlights, the subtle rear fins and the stainless brightwork are all touches of a thoughtful and inventive hand. The Facel’s bright red interior is one of the most sumptuous we have encountered. The apparently wood dashboard is in fact intricately painted metal. The array of dials, gauges and switchgear is reminiscent of an aircraft cockpit— albeit a lavishly-appointed aircraft cockpit.

This British-supplied car has an original His Master’s Voice radio. Narrow pillars give the cabin a light and airy feel. Enormous electric window switches are mounted on the thick and heavy doors. Everything about the car exudes quality. The heavily stuffed (and supremely comfortable) seat squab and backrest mean the driver sits high and forward, close to the large two-spoke steering wheel. This proximity is useful not only for handling that heavy, non-power-assisted wheel, but also for seeing better the front corners of the car when negotiating narrow roads and when parking.canvas1

It’s also useful for the driver’s left foot to be as close as possible to the clutch pedal, because its action must he one of the heaviest of a car of this — or any— period. It works smoothly enough, though, so long as plenty of revs are used when pulling away from rest. The Pont-a-Mousson gearbox, with its stubby, cranked-over lever, is precise and easy. Although the manual transmission detracts a little from the luxury car theme, it does allow the driver to make the most of the power available. It seems that, when ordering a new HK500, the prospective owner could specify an automatic gearbox and power steering or a manual gearbox and no power  assistance, but not any other combination Therefore the original owner of HKI BY6 must have been a strong man, because the latter option can leave the driver tired if travelling along twisty country roads or around town. With a car of such size and weight — the HK500 tips the scales at 1800kg— good brakes are always a priority and the Dunlop discs do their job well. That big V-8 is fairly flexible , as one would expect. The car will trickle happily through town in third but, once you’ve reached the de-restriction signs, as you put your foot  to the floor the enormous expanse of bonne lifts, you are pushed back into the soft leather and your speed rises decidedly quickly. It is obvious that the HK500 would be happy cruising speeds well in excess of the legal limit with a minimum of fuss. The solid body construction keeps wind noise to very low levels and, on appropriate roads, driving the Facel is a relaxing experience — thereby meeting Jean Daninos’s original aim of producing a true grande routière. There is also some satisfaction to be gained in driving something that looks so special, yet which few other road users today can identify.

We can end with a tantalising prospect. At the Paris Salon last month, 48 years after the original Facel Vega was launched there, a new Facel was announced. Named the HK Coupé, details are sketchy at the moment hut, if the car does reach production, perhaps today’s celebrities will have an alternative to the ubiquitous Rolls-Royce or Bentley for touring in the grand manner.

A rare Facel visits Essex

CIMG0265

A ‘Bentley Powered’ Facel Cresta visits Essex

I was alerted recently to the fact that MAS 888, perhaps the most famous of all early Facel Vegas, was back at P & A Wood for a service.  Apparently it now lives in Switzerland, having last been registered for road use in the UK in 2007.

It is in immaculate condition, arriving and leaving their works in a vast air-conditioned and completely enclosed luxury Swiss pantechnicon, all to itself.

It was completely restored by P & A Wood some years ago and is as perfect now as it was then.   It possesses several unique features apart from the design, including badges, door handles and a boot lock the like of which I have not seen on any other Facel.  It was amusing to watch it being carefully loaded up, two of Wood’s employees running alongside it, polishing out what seemed to be imaginary blemishes as it went.   I am reminded of a true story told me by the owner of a very long established and famous nearby restorer, who said whenever he visited the Wood workshops, he always took a rug with him, in case he might need to look at the underside of one of the cars there.  This was not to ensure that he did not get his clothes dirty, but to ensure he did not leave any marks on the floor!  Also in the wokshops, incidentally, were mouth-watering 8 litre Bentleys, and Field MarCIMG0269shal Montgomery’s personal Phantom III.

Jean Daninos had long standing connections with Rolls Royce (for which his factory produced parts for aero engines) and the Bentley marque.  He was a friend of Lord Hine, then the Chairman, and their cars were a personal favourite of his before WW2, and he owned no less than six 4¼ litre models in fifteen years.   When he finally became involved in producing a prestige car of his own, it was not surprising that his early efforts via Facel Métallon were really on Bentley chassis with bodywork by Pininfarina.  Called the ‘Cresta’ after the famous bobsleigh run on St. Moritz, the first one was exhibited as the Paris Motor Show in 1950. About thirteen more Crestas followed, one of which is currently for sale at the Bentley dealers Frank Dale & Stepson in London.

The early examples were striking rather than beautiful, with a radiator grille more akin to the big Austin saloons of the time rather than Bentley, but this was modified in the later versions which bore a closer resemblance to Bentleys. They were followed by the unique Cresta 2, the subject of this article.

Perhaps the best picture of this car is on Page 78 of Martin Buckley’s book, ‘Facel Vega – Grand Luxe Sportif’’ published by the Palawan Press in 2007, a must-have for any Facel afficiando (let me know if you have not already got a copy). Altogether a much more beautiful design, it was Daninos’ personal favourite, and he kept it until 1956.CIMG0264

The mechanicals and interior are again pure Bentley, and with a Continental spec. engine, the car would do 120 mph. However, by then Facel Vegas had taken off as a marque, so perhaps Jean Daninos wanted to be seen to be driving something which was entirely his own design.   The car was sold (something he said later that he regretted) and then went to the USA and lived in New York until it returned to England and P & A Wood for a total restoration in the mid nineties.

The Facel Vega Car Club

The Facel Vega Car Club UK have completed an ambitious project to upgrade the club website.Marks Facel cropped The site is now complete but is being constantly updated as we have a large amount of information to publish. We anticipate that we will have a major update each month starting in April. The Facel Vega website attracts over 900 unique visitors a month from Europe and around the World.

Some of the Members

Here are some of the Facel Vega Car Club members at a recent committee meeting

DSC_0358

The Facel Vega Marque

When recalling the Facel Vega, perhaps the first thing which comes to mind is the long list of celebrities who owned them.

Not only figures from the world of showbusiness — Ringo Starr, Ava Gardner, Tony Curtis, Dean Martin and Fred Astaire — but people who really knew about cars: Stirling Moss used one as his personal transport, as did Maurice Trintignant. Picasso had one, and famously Albert Camus was killed in an accident when travelling in his publisher’s Facel. What was the story behind this Franco-American hybrid, and how did it manage to capture a glamour that was lacking elsewhere?

After an early career in aviation and at Citroen, in 1939 Jean Daninos (1906-2001) established Forges et Ateliers des Constructions d’Eure-et-Loir (FACEL) to manufacture components for the aircraft industry, as well as metal furniture. A company specialism was making things in stainless steel. After WW2, with demand in the aviation business diminished, Daninos began to focus on building bodies for motor manufacturers, having gained experience with pressed steel bodies at CItroën in the 1930s. His mass-market customers included Panhard, Simca and Ford-France, but he also built one- offs and low-volume bodies, such as the Pinin Farina-styled Bentley Cresta of 1948.

By the early 1950s, this involvement in the motor industry gave Daninos the inspiration to design and build his own car. The type of vehicle he had in mind was a grande routiere in the mould of the Bugattis, Delage, Delahayes and Talbots of the 1930s. Post-war, those great names had been all but killed off by the enormous taxes levied by the French government on cars of more than 15 taxable horsepower (about three litres), thus making their products almost unsaleable Daninos felt he could buck the trend with his own design, the inspiration for using an American engine coming from the Ford V3- powered Comète whose bodies he had built for Simca.

The Vega name came from the brightest  star in the constellation Lyra, and Daninos’s new car certainly shone when it was unveiled at the 1954 Paris Salon. This FV model used a 4.5-litre Chrysler V-8 engine, with either a two-speed Chrysler automatic gearbox or a four-speed manual built by Pont-à-Mousson. The chassis, developed with the help of British racing c river Lance Macklin, was a tubular frame with coil springs and double wishbones at the front and a leaf-sprung live rear axle. The body styling was by Daninos himself, and in some respects can be seen as a progression from the Simca-Comète bodies he had previously manufactured. Vestigial tail fins echoed contemporary American car design, while the body was adorned with bumpers and other brightwork made from Facel’s great specialism, stainless steel.

A four-seater coupé, the cramped rear seats could be folded flat for extra luggage space and the wide cockpit was luxuriously appointed. Although the car weighed close to two tonnes, with a top speed approaching 120mph the FV satisfied Daninos’s aim of performance with great comfort.

For 1955 the engine capacity increased to 4.8 and then five litres before the introduction of the FVS in 1956. This revised model featured the wraparound windscreen which was to become such a Facel trademark. Even larger engines, a three-speed automatic, power steering and disc brakes would become FVS features, too. An ambitious four-door saloon of pillarless construction was also added to the range, but relatively few were made. In all, about 350 FV, FV2 and FVS models were built.

In 1959 the FVS was upgraded once more and renamed the HK500. Initially, this new model used the 5.8-litre V-8 from its predecessor, but soon a 360bhp 6.3-litre unit was introduced. This gave the HK500 sensational performance for a large luxury car: 60mph could be reached in a little over eight seconds, and the maximum was now close to 150mph. Disc brakes, which had been an option on the FVS, were standardised on the HK500 in 1960. By the time the IIK500 was replaced by the short-lived Facel II in 1962, 489 examples had left the factory.

In 1960, the company introduced the Facellia, a small sports car with a four-cylinder, 1.6-litre twin cam engine built by Pont-a-Mousson. Camshaft bearing problems resulted in countless engine failures, and the warranty claims worsened Facel’s already perilous finances. Daninos resigned in 1961, although the company managed to keep going until forced to close its doors in 1964, 10 years after it had launched the original Facel Vega. In that time, Daninos’s company almost single-handedly had kept alive the spirit of the pre-war grand tourers.

All the early Facel Vegas had been left-hand drive; right-hand variants weren’t built until the marque was introduced in the UK in 1957. Former racer George Abeccassis at HWM ran the official importers, his quote of “We sold them to Debrett” highlighting the marques appeal to the upper classes. He managed to sell more than 200 coupés and 13 Excellences in all.

Chassis HK1 BY6, with engine TY7 1-29-37 and body 772— the right-hand drive car you see here — is thought to have been manufactured in the final three months of 1960 (the next car, BY7, was the 1960 Earl’s Court Show car). Richard Stevens of the Facel Vega Car Club has kindly provided some details of the car’s subsequent history. It lingered for some time in the UK before it found its first owner. By the time of the introduction of the Facel II in October, 1961, HWM still had five unsold HK500s, and two of these were in customs bond, which avoided the need to pay import duty until a buyer as found. It looks as though HKI BY6 was one of these, along with HK1 BX2. One HK was sold at the time of the 1961 Motor Show; the other  four were advertised in 1962 as for sale at ‘£1500 less than the price of the latest model’. BY6 was eventually first registered, as 3 XPK, on 19th April, 1962, to Dr K Soo, a Chinese dentist from Richmond, Surrey. He claimed to have driven it at 150mph, which perhaps helped to explain why he crashed it twice.

In 1965 it was sold to its second owner  Campbell Palmer of Brompton Business brokers, who later also owned another Facet Vega. At  some point it appears to have been fitted with a new speedometer, as the mileage was recorded as 18904 in July, 1965, but was only 3287 by January, 1966. The next known owner, who had it until the 1980s, was a Mr D Stuart, who lived near Horsham. By now the car was a sad-Iooking non-runner and, superficially at least, very  rusty. It then went through a succession of owners before being offered for sale on eBay in around 2006. It was acquired by Simon Bates and restored over the next five years, but sensibly retaining the original interior and much of the car’s exterior trim.

Last month it came up for sale in the Bonhams auction at the Goodwood Revival and was acquired by dealers Godin Banks of Mereworth, Kent. Justin Banks of that firm is a noted Facel Vega aficionado and has owned and sold dozens of them over the years. He currently owns several himself, including a four-door Excellence and the ex-Ringo Starr Facel  II. We caught up with the HK500 at his premises before it was delivered to its new owner Stefan Ittner, who has lusted after a Facel Vega since he was a schoolboy. This writer has also admired the marque since his youth, when he first rode in an HK500 as a car-mad teenager. That car, 5 PPF, belonged to Charlie Todd in Gloucestershire, and subsequently it has passed through the hands of Justin Banks. So we were anxious to know if the HK500 really lives up to its glamorous looks and reputation.

This particular car is in, to our mind, almost perfect condition. Although the body has been repainted, the original trim and fittings have been re-used wherever possible and the mechanical restoration, while thorough, has not been carried out to better-than-new standards. The stacked headlamps, egg-crate grille and wraparound windscreen are the most obvious styling features, but there are many details which reward close study. For example, the way the door windows overlap the rear quarter windows, the top-mounted catches on the quarterlights, the subtle rear fins and the stainless brightwork are all touches of a thoughtful and inventive hand. The Facel’s bright red interior is one of the most sumptuous we have encountered. The apparently wood dashboard is in fact intricately painted metal. The array of dials, gauges and switchgear is reminiscent of an aircraft cockpit— albeit a lavishly-appointed aircraft cockpit. This British-supplied car has an original His Master’s Voice radio. Narrow pillars give the cabin a light and airy feel. Enormous electric window switches are mounted on the thick and heavy doors. Everything about the car exudes quality. The heavily stuffed (and supremely comfortable) seat squab and backrest mean the driver sits high and forward, close to the large two-spoke steering wheel. This proximity is useful not only for handling that heavy, non-power-assisted wheel, but also for seeing better the front corners of the car when negotiating narrow roads and when parking.

It’s also useful for the driver’s left foot to be as close as possible to the clutch pedal, because its action must he one of the heaviest of a car of this — or any— period. It works smoothly enough, though, so long as plenty of revs are used when pulling away from rest. The Pont-a-Mousson gearbox, with its stubby, cranked-over lever, is precise and easy. Although the manual transmission detracts a little from the luxury car theme, it does allow the driver to make the most of the power available. It seems that, when ordering a new HK500, the prospective owner could specify an automatic gearbox and power steering or a manual gearbox and no power  assistance, but not any other combination Therefore the original owner of HKI BY6 must have been a strong man, because the latter option can leave the driver tired if travelling along twisty country roads or around town. With a car of such size and weight — the HK500 tips the scales at 1800kg— good brakes are always a priority and the Dunlop discs do their job well. That big V-8 is fairly flexible , as one would expect. The car will trickle happily through town in third but, once you’ve reached the de-restriction signs, as you put your foot  to the floor the enormous expanse of bonne lifts, you are pushed back into the soft leather and your speed rises decidedly quickly. It is obvious that the HK500 would be happy cruising speeds well in excess of the legal limit with a minimum of fuss. The solid body construction keeps wind noise to very low levels and, on appropriate roads, driving the Facel is a relaxing experience — thereby meeting Jean Daninos’s original aim of producing a true grande routière. There is also some satisfaction to be gained in driving something that looks so special, yet which few other road users today can identify.

We can end with a tantalising prospect. At the Paris Salon last month, 48 years after the original Facel Vega was launched there, a new Facel was announced. Named the HK Coupé, details are sketchy at the moment hut, if the car does reach production, perhaps today’s celebrities will have an alternative to the ubiquitous Rolls-Royce or Bentley for touring in the grand manner.