Many of the 12/40 models that used these chassis’ were apparently exported to Australia – presumably because problems caused by any inherent weakness in the design would be less likely to be publicly aired if they were 12,000 miles away.  Indeed, the bantam-weight robustness of what was to become one of the most enduring - some would say iconic - sports car marques of the 1920’s has, in the case of No.1, been reduced to the absolute limit of acceptable strength by extensive lightening.  So much so that during the recent restoration I was able to carry the complete but bare chassis from garage to workshop without assistance.  The previous custodian of No.1 - Robert Wicksteed (my father-in-law) estimated that some 20lbs weight had been taken out by drilling the chassis rails alone.

As well as the liberal provision of holes of up to 2” in diameter in the web of the main chassis members, cross members and sub frame assembly; the front cross member was moved back some 6” and the engine 4½” to redistribute the weight more evenly.  The chassis number, stamped on the rear nearside (left) dumbiron is not duplicated on the front, leading one to speculate that the car was never intended to remain outside Alvis’ possession and why it did so I will hypothesise upon later.  In common with a number of early cars, No.1 also bears the scars of a nearly complete crack through the web of the nearside main chassis member close to the scuttle.  This had been roughly welded and a fillet inserted into the web to reinforce things.  The fit and gauge of the fillet, and the design of one of the cross braces between main member and sub frame would appear to indicate that this probably happened early on during it’s career before passing into private ownership.

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