The 1969 Ford XW SurferRoo GS utility was a prototype that never went into mass production. The three cars that featured a massive rear wing and wooden deck were taken on a national promotion tour and, at the end, were offered to dealers and sold to the public. A one off special, hand built by Ford in 1969, is based on the XW series utility running a V8 engine. Ford was after the youth market when it created this bright orange ute with a large rear wing and custom made cargo area. Presented by TRAX with it’s intended surf board.

The Ford Customline is an automobile which was produced by Ford in the United States for model years 1952 to 1956. The Customline was also produced by Ford Australia from 1952 to 1959. Cars were assembled using Australian built bodies and imported chassis kits which included all front sheet metal. In addition to the Customline sedan, a limited number of station wagons and the Australian developed Mainline Coupe Utility were produced. The 1952 model was updated in 1953 and 1954 along the lines of the US Fords. All were powered by the Flathead V8 which went into Australian production in 1952. The original US styling from the 1952 model was smoothed down with less emphasis on bold chrome and the badges were smaller. A gutsy V8 donk was standard and gave this “HENRY” solid grunt.​

The Ford Customline is an automobile which was produced by Ford in the United States for model years 1952 to 1956. The Customline was also produced by Ford Australia from 1952 to 1959. Cars were assembled using Australian built bodies and imported chassis kits which included all front sheet metal. In addition to the Customline sedan, a limited number of station wagons and the Australian developed Mainline Coupe Utility were produced. The 1952 model was updated in 1953 and 1954 along the lines of the US Fords. All were powered by the Flathead V8 which went into Australian production in 1952. The original US styling from the 1952 model was smoothed down with less emphasis on bold chrome and the badges were smaller. A gutsy V8 donk was standard and gave this “HENRY” solid grunt.​

The Holden HG was a 1970s full sized family car with a three speed Tri-matic automatic transmission. It got an updated grille, tail lights, trim and also welcomed the 240bhp 5-litre (308cu in) V8 engine. This model was produced to keep interest strong.

In 1973 the ZG-series Fairlane was introduced by Ford with cosmetic changes over the previous ZF-series.

Four Experimental Phantom cars were commissioned by Rolls-Royce in the 1920’s that would be capable of hitting 100mph. 17EX was one of it, made by coach-builder Jarvis of Wimbledon in 1928. After 4500 miles of test, it was sold to Maharaja Hari Singh Bahadur of India. In the 1976 the car passed in the hands of 2 Italian enthusiasts. In the 1990’s a full restoration started, a Dutch owner acquired it even before the work was completed. In 2004 the restoration was completed. The car took part to the 2006 Concorso Villa D’Este; it was awarded the Trofeo Rolls-Royce for the “Most elegant Rolls-Royce”. It was sold again to the RM Auctions Automobiles of London Sale in November 2009. 17EX only made it to a projected 92mph; perhaps actual owner will optimise this car to make Henry Royce dreams happen!

As big plans failed

The driving forces behind the founding of FRM in the first half of the 1930s were Stefan Fischer and Otto Reimann. FRM was a abbreviation and stood for ‘Fischer Reimann Motoren’.

Stefan Fischer brought technical knowledge to the company. He had studied vehicle design. Through his studies and related interests, he made Paul Jaray’s acquaintance. Paul Jaray considered Stefan Fischer as a promising talent. Merchant Otto Reimann saw the potential but faced the task of financing the formation of a company. The two men were able to convince the bank ‘IG Selig’ of their plans and they provide with the necessary capital. Seven men initially found employment at FRM and devoted themselves to building the first prototype.

In 1935, the test vehicle was put on its wheels. The gentlemen were satisfied with their work towards the turn of the year, so that from spring 1936 longer test drives – including to Berlin – were possible. One of the first trips led Stefan Fischer to Switzerland to Paul Jaray, presumably to demonstrate the car to the master of vehicle aerodynamics and probably also the mentor of Stefan Fischer. 

From a technical point of view, there was not much left that excluded the starting of production, but the political development of those years became more and more of a decisive factor. Stefan Fischer was Jewish and in 1938 he finally decided to turn his back on his country and flee to Great Britain.