One hundred miles per hour. Doesn't sound like much in 2017, when even most city cars will crack three figures. Back in the 1920s, the magic ton was the stuff of race tracks and legend, so when Vauxhall launched its 30/98 OE in 1923 with a warranted top speed of 100mph, it caused a sensation.
This made the Luton-built 30/98 the first true 100mph sports car to be built in the UK, though it did depend on speccing the car with a higher back axle ratio. Even so, the 4,224cc four-cylinder engine that was introduced for 1923 was capable of pulling cleanly from 10mph all the way to its fabled top speed.
Central throttle, brakes outside, 'box to the right...
This motor was a smaller capacity than the 4.5-litre it replaced, but overhead valves, hence the 'OE' title, made it more powerful. Coupled to a four-speed gearbox, the 30/98's shorter stroke engine picked up revs more quickly compared to its predecessor and would reach a maximum of 3,500rpm compared to the previous 4.5's limit of 2,800rpm. All of these changes resulted in a power output of 120hp.
The engine was mounted in a ladder frame chassis with semi-elliptic leaf springs all round and a live rear axle. At the front, worm and wheel steering is typical for the period. However, this Vauxhall was unusual in being an early adopter of hydraulic brakes on all four wheels when they were added to the model in 1923. Even so, the relative weakness of the anchors was something commented on when the car was new and continues to be the subject of discussion among owners of surviving 30/98s.
Speaking of those left, around 170 30/98 OEs are still in existence - that's not bad going for a model where 586 in total were built. It's perhaps telling this most sporting Vauxhall went out of production just as General Motors took over the ailing British firm and the focus switched to much cheaper, mass produced models.
So, what's it like to drive the UK's first 100mph car? I was fortunate enough to try one of the best surviving 30/98 OEs. It belongs to Vauxhall and is regularly used throughout the year for long-distance rallies; it starts on the button once we're in the high riding driver's seat of the Velox coachwork.
Cylinders more than 1,000cc each!
A short briefing from the car's usual driver, Simon Hucknall, explains the car has a central throttle where you'd normally expect the brake pedal to sit. The brake is where the throttle should be but Simon reckons it's best to ignore it and use the outside-mounted handbrake instead. At least the clutch is where it's meant to be...
Four (not quite) on the floor
Then there are the gears. It's a four-speed 'box but with a reverse H-pattern, so first is where you think fourth is and vice versa (!). Selecting first is easy at a standstill and the 30/98 OE pulls away very cleanly, with no jerkiness. The torque of the engine is immediately obvious and the heavy flywheel also helps avoid any embarrassing stalls.
As soon as the car's rolling, it's time for second gear, which is directly ahead of first with the right-hand mounted lever. Double declutching smoothes the passage, but you still need to give the lever a firm shove to get it home. Still, so far, so good and now it's time for third gear. This takes a little more concentration to bring the lever back, left and back again while dipping the clutch twice.
Good luck stopping it from 100mph...
On this first occasion, it goes in easily and we head around the track for another lap. Leaving the car in third, it pulls without hesitation even as we go round the slow final corner. Through sweeping bends, the steering is heavy but very direct and the 30/98 feels far more precise and agile than many other pre-war cars I've driven. Regular use and maintenance help a great deal here.
Feel the fourth
Then it's time to try for fourth gear. As I double declutch and push the lever forward, there's an expensive grinding noise and I leave the car in neutral. Due to the nature of the gearbox, there's no hope of dropping back into third, so we come to a halt using the outside handbrake that shows the stoppers require plenty of forward planning.
Back into first and up through the 'box till I try for fourth again. No joy and more grinding. Simon reckons I'm being too cautious and need to use a firmer hand. On the third try I apply more force when going for top gear and it goes in, albeit with a definite thunk.
Towards the end of the back straight, I'm now faced with going back down to third, so more double declutching, rev the engine and... nope, that's not worked. More revs needed, so we go round and try again. This time, the 30/98 and I gel more with going up the 'box and when dropping back into third.
One very important Vauxhall!
All of this has taken quite a while and I've not mastered it by any means, but the sense of achievement is enormous. It proves just how able and deft the drivers of these pre-war machines are. It also forces you to completely rethink your driving as so much is alien compared to more modern machinery. That's a good lesson as smoothness and timing are the keys to getting it right in the 30/98.
In the end, we didn't get anywhere near the car's potential top speed. Yet, sitting in the exposed cockpit and concentrating on getting the drive right, your time is more than taken up by this original 100mph car.
VAUXHALL 30/98 OE
Engine: 4,224cc, 4-cyl
Transmission: 4-speed manual, rear-wheel drive
Power (hp): 120@3,400rpm
Torque (lb ft): 175@3,400rpm
0-62mph: 29.8ec
Top speed: 100mph (depending on axle ratio)
Weight: 1,575kg
MPG: 15.0
CO2: CO what now?
Price: £1,200 (1923, value now £350,000)