The Hollywood/ Convertible Coupe. Made in 1940 there were only 134 Hollywoods made, and 60 of the very slightly less 'de luxe' CC's. All CC's  were black like the one above. All Hollywoods should have a three main engine (start at #65500). It could be argued that this is the best civilian car Bantam ever made. With roll up windows and a really secure, substantial top it is genuinely an all weather open two seater. A drop head coupe the English would call it. . The 800cc  three main and Zenith carb make it just enough faster to almost be a usable  car for suburban or rural roads. Designer Alex Tremulis, in driving it coast to coast said it handled better than his MG TC. Hmmm. Where the Roadster has a sort of raffish, college boy air to it the Hollywood is a more elegant ride, suitable for an adult to drive to the Country Club or the yacht basin. The interior starts out nicer, and, being protected more, stays nicer. Given the low numbers produced, the survival rate of this model is quite remarkable, possibly around 15% or more of restored or complete restorable cars. There are about 23 listed with club affiliation with only a handful in the genuine show category. Are there 30 left worldwide?  The primary advantage to a Hollywood today is that it is for the time being quite under-priced. We know of a previous Roy Evans Trophy winning car, an older but still good restoration, for $17,500. This is unusual, and a solid correct car properly restored should bring as much as twice that figure. A solid running ten footer would be in the $22,500-25,000 category. However, it does not enjoy the universal appeal of the Roadster and likely will always trade for slightly less. The Hollywood can also boast of the design work of two of America's greatest car designers: Alexis de Sakhnoffsky, and Alex Tremulis. Tremulis, commissioned to do so by Roy Evans, converted a standard Bantam Coupe into the Hollywood in his Beverly Hills chop shop. BUYING ADVICE. This is an extremely rare, historically significant car that, done right, looks great, and because they are so rare, no one really knows about them and they are generally way under-priced. Despite rarity, for the restorer, for most things anyway,  the parts are no more difficult to get than other Bantams. One difficulty in this regard is that the cranks, crankcases and blocks for three main engines are virtually unobtainable. Do not buy a car that doesn't have these on the theory that you will find them. You won't, and many of these cars have been re-powered which should cut your offer at least in half as it will be very difficult and expensive to bring back. However, the ABS welcomes such modified cars in its ranks and even has a modified trophy so, if you want a bargain participation car, a Hollywood with an Anglia engine in it might be just the ticket. Even if your three main is running, unless you are sure of its rebuild history,  my advice would be to rebuild it from scratch and make sure the engine is line bored, a process we think may not have been done at the factory which makes the cranks so rare. Figure on a 3-5000 dollar bill if you have a core.  Monroe hydraulic shocks can be a puzzle. © wm spear 2009.

The Roadster. 1938, 39 and 40. If a person knows anything about civilian Bantams they most often think of the Roadster. It had one of the longest production runs and it is usually selected by anyone representing the marque in overall reviews. And why not? They are wonderful looking little cars which when analyzed are truly a design tour de force. Even so, of the 6000 some-odd civilian Bantams produced, only 971 of them were Roadsters. Club affiliated cars alone amount to 141 survivors, nearly 14% and it is possible that that many again lie outside. For a prewar car that is quite remarkable. We suspect many survived the WWII scrap heaps because they were easy on tires and gas. And, it would be sort of like drowning puppies wouldn't it? It seems like every large collection of cars has a little Bantam or Austin tucked away somewhere. The differences in the years were mostly trim details. My own preference is for the later 38's or, as shown, an early '39 which preceded the migration of the headlights to the outside of the fenders (outies) and still had some tasteful streamlining on the hood sides, although not as nice (or practical) as the earlier long, often  stainless stripped louvers of the '38. Many like to emphasize the "LeBarron Sweep" and paint the inset a color. The body-tub was a carry-over from the Austin and when it was re-designed as a Bantam this feature was something of an embarrassment and "old-fashioned" so, stock cars came solid. However many customers then, as restorers today could not resist and specified it a different, usually contrasting color. My personal taste would be solid, or at least two very similar related colors and pin striping. A bold paint job may grab the attention of a passing observer, but, if you have to live with it, it may begin to cloy. The late '39's and 40's had the three main engine which is a help (#65500 and up). BUYERS ADVICE: You can expect to pay $22,500-30,000 for a good solid, un-modified number 2 or 3 car, although at auction not long ago we saw one go for twice that, which is what a concours car should run you, minimum. You can find them for 10 or 12, or even less, but, buyer beware: real deals are rare. Rusted out floors and doors, and that tail end area of the body tub where water always collects and conversions that cut up the fire wall are common areas of concern. A three main is a plus if it is recoverable...but..how do you know? Headlights have often been modified or replaced which will cost you a minimum of 1,000 dollars to get right. Instruments? Not easy to find, and expensive to restore. The advantage of buying a Roadster is that it is a sort of "made man"..there is a ready market for it because people are familiar with it. BTW, if it's a concern, these are REAL chick magnets. Drive into a Corvette or muscle car show or your local drive in with one of these and watch the girls eyes light up. Invite one for a ride, but pick one of the smaller one!