- Remarkable 11-year restoration by renowned Invicta specialist Rob Pollock and other leading craftsmen - Based on a 1932 Invicta 1½-litre chassis, rebuilt to exacting S-Type specifications - Upgraded with 4½-litre engine and period-correct components sourced worldwide - Extensively documented with photo album, invoices, notes, and correspondence - Multiple engine rebuilds and refinements for reliability and performance - Successfully completed the 2018 Mille Miglia after meticulous preparation - Better-than-original condition, combining authenticity with discreet improvements - Ready for immediate enjoyment in pre-war touring, rallies, or concours events The story surrounding this Invicta is very special and deserves to be broadly told. In July 1999, the first owner in England got a tip about a 1932 1½ chassis. The chassis had been saved from the scrapheap in the 1960s and, after extended negotiations, was brought to Invicta specialist Rob Pollock’s workshop. The current state of affairs was assessed, and a plan to give this Invicta a new lease of life was drawn up. The project began in 1999. The base was far from perfect — the car’s original saloon body was almost non-existent. A 4½-litre engine accompanied the chassis. The man who had saved the car from being scrapped had envisioned, and perhaps even dreamt of, building a 4½-litre special. It was quickly decided that a 4½-litre special was indeed the way forward. The 1½ chassis had the same dimensions as the 4½, with identical wheelbase and track width, making it an ideal base for a reproduction Invicta S-Type. Rob Pollock was asked to estimate the time required to transform the bare chassis into a complete S-Type. His cautious estimate was “a few years.” In reality, the project took at least five times as long. Stripping the base back to its component parts did not take long, while other specialists were commissioned to build the bodywork to the original Carbodies S1 specification. The first owner wanted to be actively involved in the restoration and was tasked with sourcing a number of missing parts. Among other items, he searched for five Rudge-Whitworth wheels, Rotax 10” headlights, all instruments, a steering wheel, a Marles L3 steering housing, a gearbox, period-correct Bosch klaxons, bonnet fasteners, Luvax and André Hartford shock absorbers, a booster, alternator, ignition system, water and fuel pumps, mudguards, seats, sump tray, valve cover, cooling fan, and many more smaller items. The transmission caused considerable headaches. An Alvis full synchromesh gearbox was initially chosen but later replaced with a Rolls-Royce 20/25 unit when the first did not fit. A conversion adaptor connected the transmission to the engine, using a Borg & Beck clutch. The mudguards, originally intended for an Alvis, were skilfully adapted by Simon Parker for the S-Type bodywork, and he also crafted the bonnet. The seats came from the United States, sourced from an original Invicta S-Type. To ensure a perfect fit for the bodywork, the chassis was boxed in and strengthened with S-Type crossmembers, and an Invicta A-Type bulkhead was modified and fitted. An improved replica S-Type radiator, offering better cooling and flushing, was selected. New, stronger propshafts, larger wheel nuts, and a replica S-Type fuel tank were used. The engine was rebuilt with many new components. A new wiring loom, completely new exhaust, fresh paintwork in its current livery, a newly manufactured interior trim, and updated front suspension were all completed. The Marles L3 steering housing was extensively modified to fit. After all this, the car passed its MOT on 18 August 2010. The observant reader will note that the project took 11 years rather than the originally predicted “few.” The car then took to the road and was regularly used. In the first few outings, the suspension was further refine