​Early Automotive Roots and Influences

Jon traced his automotive bug back to 1985 when, at the age of 10 or 11, he salvaged his father’s old Morris Marina to tinker with its engine. This early experience of taking apart and successfully rebuilding an engine ignited his lifelong fascination with internal combustion engines. He fondly recalled helping his father with car maintenance, a common practice at the time. Further delving into his family history, Jon shared that his great-grandfather, Arthur, moved from Newcastle to Coventry before the 1920s and found work as a joiner in one of Coventry’s car factories, eventually at Hollick and Pratt, which was purchased by Morris in 1923. Arthur worked on various well-known vehicles of the era, including early Cowleys and Oxfords, Rileys, Minis, Minors, MGAs, and MGBs3 . He rose to the position of works manager by the 1950s, making it a family affair with his brothers and children, including Jon’s grandfather who worked in the panelling shop. Jon also recounted a story his father remembered about his grandfather seeing a pre-production Mini as a child in the mid-1950s and being sworn to secrecy. This deep family connection to the car industry, spanning over a century, highlights the ingrained nature of Jon’s passion.

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From Spitfires and Imps to a Growing Fleet

Jon’s personal journey with cars began with the acquisition of a Spitfire before he could even drive, with the intention of restoring it. His first road vehicle was a Hillman Imp, a car he never had problems with after initial maintenance like replacing the radiator and water pump. He became so familiar with its mechanics that he could remove the engine and gearbox in about 20 minutes. Jon humorously mentioned learning to drive from the age of five on his grandmother’s private driveway and later assisting his father with gear changes in an automatic car from the passenger seat. Reflecting on his early car ownership in the early 1990s, including a minivan and a short-lived TR7, he expressed his lack of enthusiasm for contemporary cars of that era. Moving forward, Jon detailed his current fleet, which includes around fifteen vehicles, seven of them being Gentries, along with an E-type under restoration, a 1954 Riley, an early Vitesse, an MGF, a Rover P5D (his wedding car), and an early BMW Mini Cooper.

 

The Gentry Motor Car Company: A Natural Progression

Jon explained his entry into the world of Gentrys, which began in 2017 when a friend showed him a British Racing Green Gentry called Martha. Despite his initial unfamiliarity with replicas, his extensive experience with Triumphs made it a “natural fit”. He soon learned that Geoff was selling the Gentry business and, after initial inquiries, a deal was made. The Gentry Motor Car Company Limited was re-registered in 2018 to maintain continuity. Working initially from a converted double garage, Jon soon sought a more efficient workspace and found a unit on a farm site about five miles from home. He mentioned the potential need for a mezzanine in the future to better utilize the space.

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Challenges and Innovations in the Workshop

Jon discussed several challenges he faces, particularly concerning the quality of spare parts, citing examples like clutch plate cylinders and shock absorber components that often don’t meet correct specifications. Thankfully, he has a local machine shop owner who helps him rectify these issues. The increasing cost base associated with the expanded workshop and employing Bim has led him to supplement the business income with vehicle restorations.

In a surprising turn, Jon showcased an AI-generated modern creation of a Gentry, which he created after being tasked with designing a Christmas card using AI in his day job. While acknowledging some design flaws like non-opening doors, he found the concept intriguing, noting elements reminiscent of Jaguar and Riley alongside MG. He recognized that turning such a design into a real vehicle would be a long-term endeavor.

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Gentry Restoration, Production, and Spare Parts

Responding to a member’s question, Jon confirmed that he is still making spare body panels and possesses moulds for various parts, including three generations of front and rear wings, door styles, and a hard top. He detailed current projects, including the recommissioning of a Gentry named Bailey for sale and the building of two turn-key vehicles. One of these new builds presents a unique challenge as the customer wants to use as many original MG TF panels as possible, requiring the creation of an “extra skeleton” due to the Gentry’s slightly narrower and shorter dimensions. The other turn-key project is a full strip-down and rebuild of an existing Gentry.

The possibility of Gentrys based on the MX-5 chassis and engine was also discussed. Jon mentioned that New Zealand’s T-car, originally Triumph-based, was later made with MX-5 components. He directed members to the website’s members area for information on these MX-5 based Gentry-type cars and mentioned a T-car brought to Scotland from New Zealand.

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The Community Spirit: Sharing Spares and Solving Problems

The conversation highlighted the resourcefulness within the Gentry community, with members sharing spare parts and offering assistance29. Jon recounted his own experiences of acquiring free or discounted parts. He also mentioned the challenge of organizing his growing collection of spares until a mezzanine can be built in his unit.

A significant portion of the discussion revolved around technical issues and solutions. A member inquired about a rusty petrol tank. Bruce shared his detailed experience of using a POR-15 kit from Frost Restoration to line the inside of a rusty fuel tank, emphasizing the time-consuming but effective process. The conversation also touched upon the impact of ethanol in modern fuels on older car components and the use of additives or premium fuels like Esso premium, which reportedly has zero ethanol in some areas. The importance of ethanol-resistant fuel lines was also noted.

Another member raised a problem with the Triumph Herald handbrake being less effective when reversing. It was suggested that this could be due to wear on the brake shoes, and a modification designed by Paul Sutton, based on the Marina handbrake for increased leverage, was mentioned as a potential fix. The challenges of finding correctly sized off-the-shelf handbrake cables were also discussed, with Jon mentioning that they often get them made bespoke. The importance of greasing the handbrake mechanism was also highlighted. Advice was given on checking new brake drums for being oval, with a recommendation for Camley Classics for quality-controlled parts.​​