The Oily Rag - British Saloon Car Club
The Oily Rag - British Saloon Car Club
The Oily Rag - British Saloon Car Club
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<strong>The</strong> <strong>Oily</strong> <strong>Rag</strong><br />
July 2008 Issue 82<br />
Andrew Templer’s 1968 Wolseley 6/110<br />
Membership Meter<br />
We currently have 485 members including 46 in the USA and 3 in Europe!<br />
<strong>The</strong> <strong>Oily</strong> <strong>Rag</strong> is intended for the entertainment of our members only. <strong>The</strong> BSCCOC<br />
assumes no responsibility and makes no representation regarding the accuracy or<br />
validity of any statements, opinions or advertisements contained herein.<br />
REMEMBER: CAVEAT EMPTOR<br />
Deadline for the Sept. 2008 issue is Aug. 22nd<br />
Dedicated to keeping <strong>British</strong> <strong>Saloon</strong>s on the road!
Chairman’s Chat<br />
Well here we are at mid year and as usual many of the plans and projects have yet to<br />
be completed, especially one brown hulk in my garage. Not to worry, that's what the<br />
second half of the year is for, right!. And besides this trend is nothing new this year is<br />
much like last year and the year before and...<br />
Two projects I would like all to work on, firstly to write an article about your Brit car<br />
experiences and send them off to Elva. We have a small group who dutifully send in<br />
articles about their cars but that means we don't hear too much about the others,<br />
Vauxhalls, Hillmans, Morris etc. So please put pen to paper and send them to Elva.<br />
Your prose does not have to be exact, as you can tell from my ramblings, but I know<br />
you have an interesting story to tell. <strong>The</strong> second chore is less fun, please have a look<br />
at the First and Second Chance gangs and if you are on the list, write a cheque or go on line and renew, it sure saves<br />
a lot of running a around. Otherwise I have a couple of friends with no necks who will come and visit.<br />
One of the fun things about this <strong>Club</strong> is all the people you get to meet and communicate with. <strong>The</strong>y are from all over<br />
North America, are helpful, and pleasant to deal with. (OK there were a couple of %^@'s) Along with this expanded<br />
base of friends comes the sad news that once in a while we lose them. This happened recently with the passing of<br />
Amadeo Cutajar and Ian Mason. Amadeo, had served the club as Treasurer and we all got to know him and respect<br />
him for his work and attention to detail. On a more personal level he was a good guy to be around, always cheerful<br />
and the kind of person upon whom you could rely.<br />
Ian I had met some years ago when we were trying to set up a chapter, and while I knew him less well than Amadeo<br />
he also was eager to help,and brought his own positive personality to the discussion. <strong>The</strong> <strong>Club</strong> was far richer when<br />
they were around and is now poorer with their passing. I would ask that you keep them and their families in your<br />
thoughts and think about how fortunate we were to know them, even if for only a short period of time.<br />
In the meantime check out the events list in the <strong>Rag</strong>, plan to attend an event particularly the <strong>Club</strong> picnic at the end of<br />
August, come over and say hello to your fellow members and who knows a new friendship might grow.<br />
All the best,<br />
Roger (xxxxxx@xxxxxx.xxx)<br />
Wood takes the wheel from Stewart!<br />
Longtime club member Dave Wood has now assumed the role of Web<br />
Guy, taking over for Rob Sewart. Dave is hard at work at creating a user<br />
friendly, awesome website for us. Dave has a lot of html experience to<br />
his name and a flair for creativity and fresh new ideas. <strong>The</strong> website will<br />
be under construction for a while and we will certainly announce when it<br />
is ready for prime time viewing!<br />
Dave owns a red Bug Eye Sprite named Bugsy and they both reside in<br />
Elora, ON.<br />
Dave’s email address is xxxxxx@xxxxxx.xxx
BRITISH SALOON CAR CLUB OF CANADA<br />
2008 CALENDAR OF EVENTS for <strong>British</strong> Classic <strong>Car</strong>s<br />
Note: This year is the 50th Anniversary of AH Sprite, MGA Twin Cam, Rover P5 and Wolseley 15/60<br />
BSCCoC events in Italics<br />
JULY 11th FR Rolling sculpture car show, Ann Arbor, MI 2 till 10 pm www.mainstreetannarbor.org<br />
11/13th Fri/Sun <strong>British</strong> <strong>Car</strong> Days Across the Bridge, Charlottetown, PEI www.britishcardays.com<br />
13th SUN Brits in the Park, Lindsay www.glenhunter.ca/vbcc<br />
13th SUN Westenders breakfast meeting, Jim & Edith Walker<br />
13th SUN Eastenders -Cobourg <strong>Car</strong> Show, BBQ at the Russell's Frank & Chris Russell<br />
13th SUN Mad Dogs & Englishmen, Hickory Corners, MI www.maddogsandenglishmen.org<br />
16th WED Whale & Ale, Kitchener, Westenders meet 6.30 pm Jim & Edith Walker<br />
19/20th SAT/SUN Pittsburg Vintage GP & <strong>British</strong> car show www.pvgp.org<br />
26th Sat Hillman Meet, Bellevue Community College, WA. xxxxxx@xxxxxx.xxx<br />
24/27th Thurs/Sun New York to Paris race celebration, Springville NY www.thegreatautorace.com<br />
24/27 Thurs/Sun TTC CANADIAN Driving CLASSIC, Newmarket xxxxxx@xxxxxx.xxx<br />
25/27th Fri/Sun BMC parts sale and Mini camp out, Smithville xxxxxx@xxxxxx.xxx<br />
5th TUES Calgary Chapter, Clem's Shop, 2536B, 7th Ave E. 7.0pm Clem Murray<br />
5/8th Tues/Fri VTR convention, Ypsilanti, MI www.vtr-natc.com<br />
6th WED Southwestenders meet at the Waltzing Weasel, London Andrew Mclean<br />
AUG 8/10th Fri/Sun New Brunswick <strong>British</strong> <strong>Car</strong> Show, Rexton, NB www.michaeldunn.ca/NBBCS2008<br />
10th SUN Westenders breakfast meeting, Jim & Edith Walker<br />
10th SUN Eastenders Tour & BBQ - Mike & Arlene Alan Weller, Dave Lyon<br />
16th Sat Shaw Festival <strong>The</strong>ater, Niagara on the Lake, car show www.niagarabritishcarclub.org<br />
20th WED Whale & Ale, Kitchener, Westenders meet 6.30 pm Jim & Edith Walker<br />
24th Sun BSCCoC Summer picnic, Kelso Park Tony Fox, Snr.<br />
24th SUN Wellington County classic car show, Fergus<br />
31st Sun<br />
Halton Place, Canadian Country Classic & BSCCoC<br />
Tony Fox, Snr.<br />
show<br />
SEPT. 2nd TUES Calgary Chapter, Clem's Shop, 2536B, 7th Ave E. 7.0pm Clem Murray<br />
5th FRI Watkins Glen US Vintage Grand Prix,Triumph cars featured www.<strong>The</strong>Glen.com<br />
10th WED Southwestenders meet at the Waltzing Weasel, London Andrew Mclean<br />
14th SUN Westenders breakfast meeting Jim & Edith Walker<br />
21st SUN <strong>British</strong> Cay Day, Bronte Park<br />
24th WED Whale & Ale, Kitchener, Westenders meet 6.30 pm Jim & Edith Walker<br />
28th Sun <strong>The</strong> Olde Dickens, Milton, 11.00 am Tony Fox Snr.<br />
28th. Sun Annual Last Chance <strong>Car</strong> Show, Welland Exhibition Grounds (XXX) XXX-XXXX<br />
Sunday August 24 " <strong>Car</strong> Show & Shine" at Wagon Wheel Produce. Simcoe, Ont.<br />
Spend the day showing your pride and joy to fellow enthusiast.<br />
Bring the whole family for fun on the farm. Show area includes activities for children.<br />
Wagon Wheel Produce is located in the heart of Norfolk County. A prime agriculture/fishing and<br />
tourism area. <strong>The</strong> Koptik family have combined their farming with tourism to create an experience<br />
that is unique and memorable. Music featuring local musicians (and one from far away!) has become<br />
an added bonus and opportunity to showcase their talent.<br />
As WWP build their special event weekends, it was imperative that a car show be included. <strong>The</strong>re is no<br />
better way to show our admiration for classic and vintage cars than to bring them together and<br />
Provide you the opportunity to brag!<br />
While at the farm, challenge yourself to the 12 acre Corn Maze. Admission to the maze for car show<br />
families only, $4.00. General admission to the maze $6.00.<br />
Live entertainment during the afternoon featuring "Slowpoke" (A donation box for the band will be on<br />
stage)<br />
A $10.00 entry fee/car includes a Pork Roast Dinner for 1. ($8.00 value)<br />
Show begins at 1:00pm. Awards will be presented at 4:00pm<br />
Questions? Email Elva and her Les Paul xxxxxx@xxxxxx.xxx or Call Arden at (XXX) XXX-XXXX
How to contact us:<br />
BSCCOC Executive Name Phone Email Address Snail Mail<br />
President/Membership Roger Tipple (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Deputy Chair/Events Co-ord Tony Fox sr (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx xxxx xxx xxx<br />
Secretary Bill Davies 519 265 1355 xxxxxx@xxxxxx.xxx xxxx xxxxxxx xxx<br />
Publications Directors Elva & Dave Allen (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx xxxxxxxxxx, xx xxx xxx<br />
Treasurer Chuck McCormack (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Regalia Officer Anne Koopman (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx xxxxx xxxxxx<br />
Website Dave Wood (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx xxxx xxxxxxx xx.<br />
Area Reps xxxxxxxxxx, xx xxx xxx<br />
Ontario<br />
Bruce Grey Dave & Elva Allen (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx xxxxx xxxx xxxxx<br />
Eastenders Alan Weller (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx xxxx xxxxx xx<br />
Dave Lyon (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx Xxxxx<br />
Niagara Eric Robinson (XXX) XXX-XXXX xxxxxxx, xx<br />
Northern Bill & Nona Schorse (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx xxx xxx<br />
North Toronto Ron Hill (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
South Central <strong>Oily</strong> <strong>Rag</strong> Fax #<br />
Westenders Jim & Chris Allan (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx (XXX) XXX-XXXX<br />
Edmonton, Alberta Frank French (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Calgary, Alberta Clem Murray (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
<strong>British</strong> Columbia Ian Cox (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Quebec Greg Ross (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Prairies Graham Wyatt (XXX) XXX-XXXX<br />
Atlantic Declan McCann (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Parts Sourcing Officer Brendan O'Hara (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Raiders of the Lost Wreck Jeff Fenwick (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Technical Advisor Patrick Wilson (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
AdMINIstrator Dave S Allen (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
AdMINIstrator Dave G Allen (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
<strong>British</strong> <strong>Car</strong> Council Phil Miller (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Membership list online<br />
If you wish access to our Onliners list, you first must be a member of our club and<br />
then you need to email Elva, Roger or Tony for the URL and password info. This list<br />
is for club members only and we request that you do not share it with any non-club<br />
members. Please check your info on the list for accuracy and advise us of any<br />
changes. Our club has it’s own email address – xxxxxx@xxxxxx.xxx<br />
<strong>Club</strong> Forums<br />
If you’d like to discuss <strong>British</strong> cars with other like-minded folks, we have our own forum at<br />
http://groups.yahoo.com/group/Brit<strong>Car</strong>Talk. Registration is free, quick and easy! <strong>The</strong>re are 257 members at<br />
present.<br />
We also have a MiniGroup list at http://autos.groups.yahoo.com/BSCCOCMiniGroup and there are 47 members there.<br />
<strong>The</strong>re’s a new group for GreyBruce Ontario at http://autos.groups.yahoo.com/bsccoc_greybruce. Just 6 members<br />
there, so please come join in and help us build up the membership!<br />
<strong>The</strong>se groups are an excellent way to communicate with others!
A Place of Fame in the Movies – and Sharon Stone’s Bum<br />
Andrew Templer<br />
A few years ago I received a call from a Mr. Adam Luc in Montreal, mentioning that they were looking for a <strong>British</strong> car<br />
for a movie and that he had heard from a Mr. Tony Fox that I might have a suitable vehicle. What they needed was a<br />
right-hand drive car and, to add to the excitement, they might also be needing a driver to appear in the movie.<br />
Aha, I thought, my chance for fame and glory, and unlike the previous time, this time I would not miss my chance to<br />
appear in lights. <strong>The</strong> previous time my Wolseley had been filmed was for an HBO documentary on the life of the<br />
(in)famous Jimmy Hendricks. <strong>The</strong> car represented a police car in the final weeks of Jimmy’s life in London. <strong>The</strong><br />
actual filming took place on a suitably English-looking piece of Front Street East in Toronto and I missed my chance of<br />
dressing the police part to drive my car.<br />
Adam mentioned that they were shooting part of a espionage thriller in Montreal called, “A Different Loyalty”??and<br />
needed a car of the type that senior police or government in Britain might have used in the ‘60s. I naturally felt quite<br />
touched at the prospect of my car playing the role of an exotic Q-car in the vein of James Bond’s DB3, but I suppose<br />
the more accurate image would be of the ‘60s equivalent of today’s blacked out CIA SUV. Anyway, when he<br />
mentioned that they would transport the car, cover all expenses, offer a modest shooting fee and have me as the<br />
shady government driver --- my heart fluttered with excitement.<br />
We arranged the pickup of the Wolseley from our cottage in Grand Bend where the car spends the winters. This was<br />
all very easy and I was most impressed at the professional driver in the exotic closed trailer – very definitely Aston-<br />
Martin service I thought. <strong>The</strong> entire operation was painless and within the hour I saw the last of my car disappear in<br />
the trailer towards Montreal.<br />
But then the schedule started getting deferred and I could see my place in the sparkling lights start slipping away. It<br />
appeared that “some of the actors from Europe” were not available when promised and I the piece I would be driving<br />
for would now be split over a couple of days. This would require my taking several days of vacation and staying over<br />
in Montreal. Sadly I had to Adam know that I would not be available and they would have to let one of their own<br />
seconds drive my beloved car.<br />
This need for “flexible scheduling” is the downside. On the positive, my car was returned a few weeks later in<br />
beautiful shape – perhaps even cleaner than it had been when it left. Mind you, I didn’t see those shots of heart<br />
stopping action driving that took place in the hidden areas of the movie set and the insured value of my car might<br />
halve if my broker recognizes the car in the movie!<br />
Overall, I feel it is worth it. This is part of what sharing the fun of <strong>British</strong> classics is all about. Also, it will give me<br />
another movie I can tell someone about when they see my car and say “what on earth is that –never seen one of<br />
those before”. To this point I have only been able to tell them that it is the car you see the <strong>British</strong> cops driving in Pink<br />
Panther movies. While A Different Loyalty was not shown in theatres in Canada, having viewed it myself I can affirm<br />
that: Sharon Stone’s bum was most certainly placed on my Wolseley’s back seat!!<br />
*****<br />
A Different Loyalty is a 2004 film inspired by the story of <strong>British</strong> traitor Kim Philby's love affair and marriage to<br />
Eleanor Brewer in Beirut and his eventual defection to the Soviet Union. <strong>The</strong> story takes place in the 1960s and stars<br />
Sharon Stone and Rupert Everett.<br />
??<br />
------------------------------------------------<br />
A Different Loyalty is based on the life of Eleanor Philby, whose husband, Kim Philby, was a spy who infiltrated <strong>British</strong> intelligence for<br />
the Russians before defecting to Moscow in 1963. See the web for details of its release next year.
Miscellaneous Ramblings<br />
by<br />
Kirk Blake-Dickson<br />
xxxxxx@xxxxxx.xxx<br />
Well it’s been quite a driving season for me so far. Despite some cool<br />
nights and mornings, plenty of rain and thunderstorms here in<br />
southern Ontario my trusty LBC has been pressed into daily service as<br />
of late – and it has performed well!<br />
You may recall in my last report, that I got my B-GT on the road early<br />
and used it at first just for short trips and some weekend use. That all<br />
changed with the start of “<strong>British</strong> <strong>Car</strong> Week”- May 31st to June 8th. Yes<br />
it’s a good excuse to get the LBC out for some exercise – but I’ve<br />
managed to actually turn it into more like “<strong>British</strong> <strong>Car</strong> Month” with all<br />
indications at this point it may actually work up to “<strong>British</strong> <strong>Car</strong><br />
Summer”.<br />
I’ve been two couple of shows, but the main mileage has been run up<br />
taking said <strong>British</strong> iron to work everyday. That’s a 90 km/ 55 mile<br />
round trip. Throw in some errands around town and a few weekend<br />
jaunts – and the mileage is adding up in a hurry.<br />
I won’t break it down into inches/centimetres like I did in the last edition of the <strong>Oily</strong> <strong>Rag</strong>, mostly because I can no<br />
longer give you the same accuracy as in that previous report. Why? Well, I can only estimate the mileage by punching<br />
destinations into Mapquest and Google maps – because I have yet to stay home long enough to get a permanent fix<br />
done to my broken speedometer. Despite removing it four times – cleaning various elements of the gauge and<br />
lubricating connections, making sure they are tight, it still bobbles between 40 & 60 MPH (for example) – so does that<br />
mean I’m doing 50????? A conservative tally on mileage however, would indicate that since getting the car on the<br />
road this spring, I’ve passed the thousand mile mark and am well on my way to doubling that. I’m happy to say that<br />
the car has performed very well, running strong and steady whether on two-lane blacktop or on the busier 400 series<br />
roads (for short spurts).<br />
I’m still getting a backdraft of some exhaust fumes through the hatch. I’ve tried to sort that out by adjusting the<br />
catch to get it to close a little tighter – but I haven’t totally eliminated it yet. It’s possible the rubber seal is not as<br />
supple as it should be and replacing it may help solve the problem. I’ll be walking around with elevated levels of<br />
carbon monoxide in my blood for the whole summer if I don’t get it solved soon. Any suggestions would be welcome!<br />
Regardless, the fun factor is in full swing in my world – how about you? Have you gotten you car out for some<br />
exercise lately?<br />
On the subject of LBC’s and running well, we are often subject to derision from family, friends, co-workers and even<br />
strangers for what they feel is our odd choice of hobby cars. You know what I’m talking about - the kidding about the<br />
Lucas electrics, the leaky oil syndrome, the rust catchers etc. How bad is it really? Do we suffer car troubles any more<br />
than those who choose to spend their time and money on some other make of automobile?<br />
To that end, maybe what follows can be a little ammunition for you in any future discussions you may have about the<br />
joys and benefits of owning an LBC. I found this information while reading a magazine or two that deal with other<br />
makes. It seems that maybe we are not alone. See if you can figure out what cars I’m talking about before you check<br />
the answers at the bottom of the article!<br />
<strong>Car</strong> ‘A’ – RUST – <strong>The</strong>se cars can and will rust. Inspect any candidate before purchase.<br />
- ELECTRICAL – Make sure everything works. One of the biggest issues is the stock fuse box.<br />
- TRANSMISSION – Weak second-gear synchro.<br />
- SUSPENSION – Watch out for worn steering racks<br />
- OIL OR COOLANT LEAKS – This car will leak a bit. If it leaves a puddle you have a problem.<br />
<strong>Car</strong> ‘B’ – RUST – This can be a problem, especially around the bottom of the windscreen. Also check the usual<br />
wheelwell and rocker areas.<br />
- ELECTRICAL – Bad ground and switches.<br />
- TRANSMISSION - Both four and five-speed transmissions have weak third gear synchros
<strong>Car</strong> ‘C’ – RUST – Check the rear upper shock mounts, spare tire well, fuel tank area, rear suspension mounting<br />
points, rocker panels, A-posts, floors under the seats, fenders, front turn signal housings, the leading edge of the<br />
hood and the lower portions of the doors.<br />
- INTERIOR – Window winders commonly break. Speedo’s typically read about 10-percent fast and sunroofs leak.<br />
- ENGINE – Cylinder heads are an area of concern, particularly rocker arms and shafts. Look for cracked heads due<br />
to overheating. <strong>The</strong> engine has always had marginal cooling – particularly in hot climates.<br />
Well it’s time to close again, and get the ‘B-GT ready for another round of exercise.<br />
Have a great month!<br />
Cheers<br />
Kirk<br />
(Answers to above quiz – <strong>Car</strong> ‘A’ – Ferrari 308. <strong>Car</strong> ‘B’ – Fiat X1/9. <strong>Car</strong> ‘C’ 1966-’77 BMW 2002.)<br />
Swapshop<br />
For Sale<br />
MG Books for sale 1) <strong>The</strong> MGA MGB and MGC by Graham Robson -signed edition - 20.00<br />
2) Classic and Sportscar-MG FILE -(featuring MGA MGB MGC MG V8)-$15.00<br />
MG sales brochures -factory originals<br />
MGBGT and V8- Nuffield press $25.00 number 3089/A<br />
MGB GTV8 publication number 3023 --very rare -$25.00<br />
Thoroughbred and CLASSIC CAR magazines 1977-1983 Most available just $2.00 each .<br />
Call Graham (XXX) XXX-XXXX after 6.00pm<br />
Tires, 640x15 BF Goodrich wide whitewalls, approximately 8,000 miles. Came off a 58<br />
Austin 105.$200.00. Call Ian. (XXX) XXX-XXXX or (XXX) XXX-XXXX New Hamburg.<br />
1974 Austin Marina, 2 door, red, 35,000 miles, auto., exc. cond., strong motor, extra parts, not safetied, located<br />
near Wiarton, ON, appraised at $4,500. asking $2,500. OBO. Call Mike at (XXX) XXX-XXXX<br />
1965 MG Midget fully restored in and out. Excellent condition. Red with black interior. Many extras. $7,800. Call<br />
Ian at (XXX) XXX-XXXX or (XXX) XXX-XXXX.<br />
Morris Minor Traveller, 1959, project. Complete car in pieces. Rolling chassis. Kit of new wood valued at $2,500.<br />
Everything for $2,500. Jim, Vancouver BC (XXX) XXX-XXXX.<br />
1988 Jaguar VDP, gold, approx 172,000 km, excellent condition, winter stored. Contact Denise (XXX) XXX-XXXX.<br />
Asking $9000.<br />
I am looking for a good home for the 1962 Blue, 4 door, 4 cylinder Vauxhall. Asking $400. Contact Denise<br />
Call (XXX) XXX-XXXX.<br />
1975 MG Midget convert. 1500 cc engine.77,000 orig, miles. Washington state car. Solid body, new rag top,<br />
exhaust. Was running prior to going into indoor storage 4 years ago. Needs some TLC. Never restored. $6,750.,<br />
Cobourg Ont. (XXX) XXX-XXXX<br />
1968 Jaguar 420: blue, and very solid. Has been stored for a number of years, so fuel system gummed up, but<br />
engine turns. No severe rust noted, so it could be a good one. Belonged to a Georgetown resident who acquired it to<br />
drive, never did. Contact the owner through Bill xxxxxx@xxxxxx.xxx<br />
1980 TR7, Cashmere Gold, blue int. Two small surface rust spots behind front wheels.<br />
Been garaged for 4-5 yrs. 96,000 miles on the clock. Needs tune up, valve cover<br />
gasket replaced (included). Located in Stoney Creek ON, call Jim at (XXX) XXX-XXXX<br />
Wanted<br />
Front windshield for 1957 Cambridge A55. Contact Ron at xxxxxx@xxxxxx.xxx<br />
Interesting website<br />
<strong>The</strong> Bubbledrome: http://www.bubbledrome.com/index2.html
A Minor at 58 Years Old<br />
On April 29, 1950, a young man took delivery in Toronto of Morris Minor Tourer, Serial number SMM 41602, Engine<br />
number 40193. He bought the car from James L. Cooke Motors, for the sum of $1440.00 which included $5.00 for the<br />
licence and another $5.00 for Prestone antifreeze. He began a journal to record expenses and recorded the first<br />
$1.50fill-up the same day in Kingston. <strong>The</strong> next entry, April 30th at 525 miles is $1.46 for gas plus an oil change<br />
$2.50.<br />
<strong>The</strong> journal continues, with an entry every couple of days, as he drove between Toronto, Ottawa and Montreal that<br />
month of May and ends with a summary showing 2627 miles travelled, gasoline expense of $22.96, oil and grease for<br />
$6.29. Fuel consumption, averaged about 42 MPG.<br />
<strong>The</strong> journal continues for several pages as the car was used, without a heater, right through the winter and shows<br />
that by April 29th 1951 the one year old Morris had gone 11946 miles. Fuel consumption had been as bad as only 32<br />
MPG in winter but the average for the year was a respectable 40. <strong>The</strong> car was laid up the following winter on<br />
December 9, 1951 at 20,957 miles. Back in service April 5, 1952 the little Morris pottered along right through the next<br />
winter and by April 30, 1953 had now gone 35,077 miles. <strong>The</strong>re are several mentions of carburetor adjustments,<br />
spark plugs and points replacement. Fuel consumption is no longer quite so good, running at between 32 and 40.<br />
By April 30 1954 the odometer read 46.410. April 23, 1955 shows 52059 miles and then in early July of 1955 a<br />
momentous entry, an Alta Head is fitted at 53,700 miles. What had happened is the the Morris had changed from a<br />
daily driver to a hobby. Entries for 1955 continue for only about a month to August then there is a hiatus of about a<br />
year to August 1956 before the next entry at 55227 miles. By May of 1957 the car had 55584 miles and the last entry<br />
for a very long time is February 27 1958 at 56407.<br />
To continue the story of this little Morris I must now rely on conversations with that man, who had kept the car and<br />
kept all correspondence and records of all work done up to the day in April 2008 he sold it to me. In a sense he has<br />
entrusted it to my care. It was his pride and joy for 58 years almost to a day.<br />
So, what is an Alta Head? Well, it is a piece of performance equipment designed to wring a little more power out of a<br />
tiny flat-head engine that had first been put into production in the early 1930s. <strong>The</strong> man had read in a magazine<br />
article about this new performance head. In July 1954 he wrote to the manufacturer about obtaining one and<br />
received a reply stating:<br />
"We are in receipt of your letter of the 4th instant, ..<br />
<strong>The</strong> car that was running At Silverstone belonged to a customer of ours who was carrying out experiments on our<br />
behalf, and unfortunately we are not quite ready yet with either literature or deliveries of our O.H.V. head."<br />
"We have put your name on our waiting list, and anticipate being able to give delivery within about nine weeks... "<br />
Various labour and delivery problems ensued but the invoice for the head that finally arrived is dated 16 March, 1955.<br />
Here are some of the details provided by Alta at the time:<br />
"<strong>The</strong> cylinder head is made from aluminium alloy to a special design and is fitted with Brico cast-iron valve seats."<br />
"<strong>The</strong> valves are actuated by push-rods and rockers, the push-rod sliding in the existing valve guides."<br />
"No modifications whatsoever are required to the engine, and one could readily change back to side valve if selling the<br />
car."<br />
"<strong>The</strong> Alta Head will fit the Series I, II and also the E types in addition to the Minor."<br />
<strong>The</strong>re is a lot more to the story as events developed and a very nice job of customising was done but let me save that<br />
for another issue of the <strong>Oily</strong> <strong>Rag</strong>.<br />
Suffice it to say I am pleased and delighted to be the owner of this Morris, there is certainly not another quite like it.<br />
My job is to preserve it rather than to make any further "improvements".<br />
Darrell McDonald
Counties Counters Cambridge...<br />
<strong>Club</strong> archivist Norman Milne looks at some facts and figures pertaining to non-Stop 1,000 Miles-a-Day<br />
Austin A40 Somerset and A50 Cambridge Overseas Test Runs<br />
In March 1952 technical staff from the Austin Motor Company plant in Canada took a completely standard example of<br />
the brand new A40 Somerset saloon on a virtually non-stop 10,000-mile test and endurance run.<br />
Starting and finishing at their Hamilton, Ontario H.Q. they ran a circuit averaging 1,000 miles(1,600 km) a day - with<br />
the car stationary for less than five minutes daily - to average more than 43 MPH (69 kph) overall. Average fuel<br />
consumption was nearly 29 MPG (9.8 litres/100 km) and oil consumption 435 miles per pint.<br />
<strong>The</strong> demanding test route covered mixed highway, gravel and dirt road under conditions typicalof an Ontario winter,<br />
including long periods of ice, snow and torrential rains. Doubtless, theabove test figures would have been even better<br />
with an already fully-run-in example of the GS4, with better than 30 MPG a distinct possibility; Nevertheless, the<br />
results were outstanding fortheir day.<br />
Austin A50 Cambridge Has a Go<br />
Three years later a new A50 Cambridge, driven by K. Fry, S. Collins and R.Dimmick, completed a flat-out round trip of<br />
Queensland, Northern Australia at an overall average speed of 44 MPH (70 kph). Like the non-stop Canadian test<br />
team<br />
they covered an average of 1,000 miles a day, to log 28 MPG (10.1 litres/100 km) over a distance of 5500 miles<br />
(5,600 km) in precisely 3½ days. <strong>The</strong> overall oil consumption was obviously measured exactly, but is not recorded for<br />
us.<br />
<strong>The</strong> Cambridge was supplied by U.K. Motors Pty. Ltd. and the trial was intended to demonstrate the ruggedness and<br />
reliability of the car, which it most certainly did. Conditions on the run ranged from rain and fog to blazing heat on the<br />
dusty roads and rough tracks of the 'bush'.<br />
Though the Canadian and Australian test routes and the operating conditions were not strictly comparable, the type of<br />
treatment given to the two flat-out driven Austins was similar. <strong>The</strong> comparative statistics and performances of the<br />
1952<br />
and 1954 family cars are interesting, if not wholly conclusive, to say the least. <strong>The</strong> table below gives some idea of the<br />
similarities and differences:<br />
SPECIFICATION DATA AND<br />
PERFORMANCE SUMMARY<br />
Engine Size (c.c.)<br />
Net BHP @ RPM<br />
Unladen Weight (cwt)<br />
Net BHP/Ton (dry)<br />
Final-drive gearing<br />
(MPH/1,000RPM)<br />
RPM @ 75 MPH (120 KPH)<br />
MPH @ 2,500 FT/Min Piston<br />
Speed<br />
Mean (and Best) Max Speed<br />
(MPH)<br />
Av. Cruise Speed on Test Runs<br />
(MPH)<br />
Max. Speed in 3rd Gear (MPH)<br />
Max. Speed in 2nd Gear (MPH)<br />
Overall test average speed (MPH)<br />
Overall test fuel economy (MPG)<br />
Approx. MPG @ Constant 60 MPH<br />
A40 Somerset GS4 De<br />
Luxe <strong>Saloon</strong> (1952-54)<br />
1,200<br />
42 @ 4,500<br />
20.25<br />
41.5<br />
14.3<br />
5,240<br />
61.1<br />
74.2 (78.3. Best)<br />
60 – 70<br />
52<br />
34<br />
43.1<br />
28.7<br />
32.0<br />
A50 Cambridge HS5<br />
De Luxe <strong>Saloon</strong> (1954-57)<br />
1,489<br />
47 @ 4,400<br />
20.5<br />
45.9<br />
15.0<br />
5,000<br />
64.0<br />
73.6 (79.0 Best)<br />
60 – 70<br />
59<br />
37<br />
This article is reprinted with the permission of Pete Simmonds of the Austin Counties <strong>Car</strong> <strong>Club</strong>. It appeared in the<br />
March/April 2008 edition of the County Counsel Magazine.<br />
Sad news<br />
We regret to have to tell you that two of our long time members Ian Mason of London, ON and Amadeo Cutajar of<br />
Georgetown, ON have passed away recently. Our sympathies are extended to both of their families.<br />
44.1<br />
28.0<br />
28.5
July - Eastenders Report<br />
Alan Weller<br />
We are officially into summer now and things are looking up weather wise after a long and wet spring. It seemed like<br />
we were always in the path of a cold and rainy front moving through. Our merry group has managed quite well to<br />
miss the worst of this weather with our events and plan to do so the rest of the summer.<br />
Our first driving event was the Mother’s Day run and luncheon that ended with lunch at Capers in Campbellford. We<br />
had a great turn out of cars and the weather was cool but sunny. It wasn’t quite warm enough for top down driving<br />
but we had a couple of cars that had hardy drivers and passengers who braved the elements.<br />
Our next event was the “Run for the Hills Event” on June 8th, that took us through the wilds of the Northumberland<br />
Hills and we had a lunch stop beside the harbour in Newcastle. We had beautiful weather that lasted until after we all<br />
got home and allowed us to sit on the patio and eat while looking out at the boats. <strong>The</strong> drive back from lunch took us<br />
back up into the hills and back east culminating in a relaxing visit and BBQ at Mansel Griffith’s home in Port Hope. We<br />
got to ogle his new acquisition, a Mk 1 Jag that he purchased from another club member. Our thanks go to Mansel for<br />
hosting the event and providing us with a great ending to a perfect day. Well, some of us had a perfect day. My Mini<br />
decided to have ignition issues and had to be retired after part of the first legof the journey, but is now functioning<br />
again after an injection of cash for parts and some wrenching. Our daughter<br />
Jennifer helped with the plug, cap and rotor replacement and now knows<br />
what happens when the plug leads are mixed up. And I didn’t even say bad<br />
words (out loud). She is getting the hang of wrenches and how things<br />
function. I am selfish in teaching her this stuff so that when she gets older<br />
and the boyfriend’s car just happens to “break down” on a dark country lane<br />
she can call his bluff and get the car running again and be home by curfew.<br />
Ok, so I’m overprotective!<br />
We have been generously invited to join the Rolls Royce <strong>Club</strong> for a luncheon<br />
and musical theatre production in Port Hope at the Capitol <strong>The</strong>atre on the<br />
12th of July. Some of us are signed up. This was thanks to Mike and Arlene<br />
who are also RR owners. <strong>The</strong>y got us a great package rate for lunch and the<br />
show “Buddy”. I’m hoping we can park the Mini in the trunk of one of the Rollers for safe keeping during the show.<br />
<strong>The</strong> next event is the Cobourg <strong>Car</strong> Show on July 13th , put on by<br />
the ACCCC.<br />
This is a wonderful show at the Cobourg Victoria Park which we<br />
try to attend as a group every year. Unfortunately it conflicts with<br />
the Brits in the Park event in Lindsay this year so we will have to<br />
give Lindsay a miss. Frank and Chris Russell will be hosting a<br />
BBQ after the show as they always do and we never miss this<br />
great food experience. If you would like a change from driving to<br />
Lindsay get in touch with Frank or myself and meet us at the Cat<br />
and Fiddle in Cobourg departing at 10am so we can drive in as a<br />
group and have our club lined up together. <strong>The</strong>re are many<br />
awards and prize draws and each entry gets a dash plaque.<br />
<strong>The</strong>re’s lots of shade in the park just like Lindsay plus the beach<br />
at Cobourg is the best in Ontario.<br />
Our August event will be hosted by Mike Browning and Arlene Smith on August 13th. <strong>The</strong>y are planning a brunch to<br />
start the day and then a road tour with interesting stops along the way. <strong>The</strong>re will be a BBQ at their home in<br />
Roseneath Landing. I hear through the grapevine Val<br />
and Dick Lloyd will be helping with the food. For those<br />
who remember the Varac/Mosport weekends when we<br />
used to invade Val and Dick’s home for a BBQ, will<br />
remember the wonderful spread they used to put on.<br />
This event is bound to be a great one, so get in touch<br />
with Dave Lyon or myself and we can send you the<br />
details as we get closer to the day. Details of times etc<br />
to follow.<br />
September event will be hosted by me and is the<br />
Northumberland Artists Studio Tour followed by a BBQ<br />
at the Weller house. <strong>The</strong> date is Sept 14th, but their<br />
will be more detail in the next issue of the <strong>Oily</strong> <strong>Rag</strong>.<br />
Circle the date though. <strong>The</strong> last time we did this event<br />
there were about 30 people in the yard for the food<br />
and my driveway
looked like a car show. For those from out of town it makes a great weekend destination as the Studio Tour is two<br />
days of fun if you visit all of them. If any of you from the other parts of Ontario are interested please get in touch with<br />
me and I can help with accommodations in the area.<br />
By the time most of you read this my first (and hopefully) annual, Rice Lake Area Automotive Flea Market will have<br />
happened. <strong>The</strong> last couple of weeks there has been a good amount of interest from vendors and I am hoping to have<br />
a good first event. So far we have everything from Nascar memorabilia to Jeep parts and everything in- between. I<br />
will have a selection of TR3 & 4 to MG, Sunbeam, Morris, Volvo, Corvette to motorcycle parts, plus there will be cars<br />
for sale. (and that’s just my stuff!) We are going to have a club table to try and attract some new members.<br />
We are planning a family vacation to the Maritimes in August and with luck we will take in the <strong>British</strong> <strong>Car</strong> Show in New<br />
Brunswick along the way. I will have some pictures of the show to share with you when I get back.<br />
Cheers,<br />
Alan.<br />
THIS WILL MAKE YOU FEEL BETTER??<br />
Just a little humor to help ease the pain of your next trip to the pump...Trying to find something funny in the<br />
absurdity of it all.<br />
<strong>The</strong> price of Gas versus Printer Ink<br />
All these examples do NOT imply that gasoline is cheap; it just illustrates how outrageous some prices are....<br />
You will be really shocked by the last one! (at least, I was...)<br />
Compared with Gasoline...<br />
Think a gallon of gas is expensive?<br />
This makes one think, and also puts things in perspective to other things we buy.<br />
Diet Snapple 16 oz $1.29...$10.32 per gallon<br />
Lipton Ice Tea 16 oz $1.19...$9 .52 per gallon<br />
Gatorade 20 oz $1.59...$10.17 per gallon<br />
Ocean Spray 16 oz $1.25...$10.00 per gallon<br />
Brake Fluid 12 oz $3.15...$33.60 per gallon<br />
Vick's Nyquil 6 oz $8.35...$178.13 per gallon<br />
Pepto Bismol 4 oz $3.85...$123.20 per gallon<br />
Whiteout 7 oz $1.39... $25.42 per gallon<br />
Scope 1.5 oz $0.99...$84.48 per gallon<br />
And this is the REAL KICKER...<br />
Evian water 9 oz $1.49...$21.19 per gallon! $21.19 for WATER and the buyers don't even know the source<br />
(Evian spelled backwards is Naive.)<br />
Ever wonder why printers are so cheap? So they have you hooked for the ink.<br />
Someone calculated the cost of the ink at...(you won't believe it...but it is true) $5,200 a gal. (five thousand two<br />
hundred dollars)<br />
So, the next time you're at the pump, be glad your car doesn't run on water, Scope, or Whiteout, Pepto Bismol, Nyquil<br />
or God forbid, Printer Ink!<br />
Just a little humor to help ease the pain of your next trip to the pump...<br />
And - If you don't pass this along to at least one person, your muffler will fall off!! Okay, your muffler won't really<br />
fall off...but, you might run out of toilet paper.<br />
Submitted by Harold Leece.
Tales From Triumph<br />
<strong>The</strong> left hooker & the right hook<br />
Being a major producer of sports cars for the North American market a significant amount of vehicles were ‘left hand<br />
drive’ so called “left hookers”.<br />
Our boss, Stan Holmes, was to say the least a bit of a ‘boy racer’ rumoured to have raced with Tony Lee right from<br />
their apprentice days. In the days when Triumph Engineering was in Banner Lane they raced down Tile Hill Lane which<br />
in those days crossed the main A45, Fletchamstead Highway via a roundabout scuttlebutt has it that on at least one<br />
occasion one went one way round the roundabout the other the wrong way.<br />
My story deals with the same junction which had been converted to traffic lights, also at this time Triumph<br />
Engineering had moved to the building on the corner of Tile Hill Lane & the Fletch with access to the Fletch from a<br />
gate on that road. A left turn took you towards London, a right turn through the median towards Birmingham.<br />
Stan Holmes & David Dennis were in a TR, with Stan driving. A fast exit through the gate & median for a right turn<br />
towards Birmingham severely cutting of another car approaching from the London direction immediately to be faced<br />
with a red light and the necessity to stop. <strong>The</strong> very irate cut up motorist does no more than get out of his vehicle &<br />
puts a short right hook into the right ear of the right hand occupant. Needless to say the TR was a “left hooker” so it<br />
was Dave D that was the receiver of the irate drivers reaction with a bruised right cheek & ear.<br />
<strong>The</strong> Chicken Story<br />
In the late 60’s early 70’s rumours were rife that the US would require that air bags would be mandatory in the not to<br />
distant future, items that would add cost & weight to Triumphs sports cars, alternatives required.<br />
I was already dealing with the testing for existing safety legislation, Torso & Headform impact testing, so was the<br />
obvious candidate to generate constructive ideas to present to the US legislators in attempts to counter the proposed<br />
legislation. I might add that neither were successful & my wife & I are both glad that we had air bags installed when<br />
we hit a deer a few years ago.<br />
Back to the story, one proposal, which was patented, was for a seat belt system attached to the top of the front doors<br />
which automatically wrapped around the occupant after the door was closed. Very similar to some GM cars in the late<br />
80’s after the patent had run out.<br />
<strong>The</strong> second system involved allowing the vehicle to be driven up to 5mph or so to allow for getting in or out of garage<br />
or driveway. This was achieved by inhibiting the ignition. Above this speed it was essential that the seat belt was worn<br />
by the occupants with emphasis on WORN one had to ensure that the belt had not been simply connected & sat upon.<br />
This was difficult to achieve on Stag with its large range of both fore-aft & rake movement on the seats.<br />
My story is about the system installed in John Lloyds Triumph 2000, he had agreed to acting as a ‘guinea pig’ in the<br />
trials of the system. He however insisted that I install an override switch in the vehicle to ensure that any malfunction<br />
would not leave him stranded. My task was to review the various installations on a regular basis to ensure correct<br />
functioning etc. On a regular basis inspection of JL’s vehicle determined that the override switch was in-fact overriding<br />
the system, he was not using it.<br />
Stan Holmes having moved to Longbridge, Graham Minton was now my manager. <strong>The</strong> decision was to install a small<br />
battery operated pocket memo beneath the dash of JL’s car with a loop of tape with the recording, by Graham, of<br />
chicken sounds. <strong>The</strong> tape recorder being wired into the override switch such that operating the switch to switch out<br />
the system turned on the tape recorder.<br />
This was achieved during a wet November morning & JL’s car parked back in the experimental garage. Unbeknowns to<br />
me he had visitors from head office and as it was raining he & his guests get in his car in the experimental workshop<br />
to drive to lunch, JL normally walked.<br />
He turns on the ignition & operates the override switch to be greeted with the raucous cries of a chicken. To say the<br />
least he was not amused, I was called to his office during the afternoon for a right royal b........king, close to getting<br />
fired. <strong>The</strong> chicken switch was born.<br />
In later years he was heard to tell the tale with great amusement.<br />
Longbridge Lore<br />
When I moved to Longbridge I was following after a number of senior Triumph personnel who had moved over a year<br />
or so before. Starting at the top George Turnbull who was later to go to Korea to help in the start-up of Hyundai’s car<br />
production. Harry Webster Director of Engineering, George Jones Transmissions engineering, Ray Bates & Stan<br />
Holmes. Stan persuaded me to follow him. An ex Rootes guy Tom Penny was Chief Body Engineer. Later John<br />
Turnbull, Georges brother, joined from Ford at Lodge Road.<br />
Leyland, for what ever reason, insisted on retiring senior executives at 60, Harry Webster was soon therefore replaced<br />
by Charles Griffin, I believe an ex Cowley guy.<br />
My two stories are about Charley and both deal with the development phase of Metro.<br />
Charley was very anxious to get into the driving seat of the first vehicle which was virtually complete, simply requiring<br />
a rubber steering coupling. <strong>The</strong> supplier, Metalastik of Leicester, delivered a “one off”<br />
with strict instructions that it was a space filler only, NOT TO BE DRIVEN on the road. It had been glued together &<br />
had not gone through their regular bonding process.<br />
Charley being Charley, drove the car out on public roads. Returning to the plant he had to negotiate a roundabout, he<br />
turned left into the roundabout, then right to follow the shape of the roundabout. However as he tried to make the<br />
final left hand turn the coupling failed. He carried on across the road mounting the kerb & stopping short of a lamp<br />
standard. Needless to say it was Metalastik who got the brunt of his anger.
Latter in the Metro programme he drove a car into my workshop and requested that we investigate the reasons for<br />
severe shake at a speed of 95mph on the nearby M6 motorway. <strong>The</strong> vehicle had completed the full pave cycle with its<br />
normal run of structural failures which had been repaired to allow the procedure to be completed.<br />
I chose to ignore the request, I was not going to risk my life in such a vehicle nor exceed the speed limit. I certainly<br />
was not going to instruct my staff to do likewise. Not sure why but Charley never raised the issue again.<br />
<strong>The</strong> issue was a smooth surface shake generated by non centered road wheels, a subject of an earlier article.<br />
A One Off Mini<br />
A group of engineers & fitters in South Experimental at Longbridge led by Martin Ince (Mince) sweet talked the<br />
management into obtaining a Mini body to use as the basis for a “raft” to be entered in a charity raft race on the River<br />
Severn at Bewdley. Materials supplied by Leyland with the work carried out in the spare time of the individuals. Power<br />
was via pedalo type arrangements at front & rear with four individuals providing the manpower. <strong>The</strong> attached pictures<br />
show the so called AquaMini shortly after launch & later down river. Inspiration for the paddlers efforts was provided<br />
by Rod Stewart singing We Are Sailing on the installed sound system.<br />
I have no idea what happened to the raft after the event.<br />
Tony Hughes aka NVHONE<br />
Newbies! Newbies! Newbies!<br />
Ronald Singh David LaChance<br />
Scarboro, ON Williamstown MA USA<br />
1965 Morris Oxford Farina
Classic Ford Trip 2008 May 10 – 12th<br />
Classic Ford Magazine were back on board this year as we set off for the<br />
tenth Classic Ford Tour organised by Continental <strong>Car</strong> Tours. <strong>The</strong> trip,<br />
called the Dam Busters Tour, took us to Amsterdam in Holland.<br />
Lee and I left home just after 6am in<br />
his Mk1 Escort to meet up with Jon<br />
and Martin in Jon’s blue Mk1 Escort –<br />
the yellow one is in the middle of a heart<br />
transplant after the engine was damaged at<br />
the Nurburgring last year. Jon’s blue car is a<br />
standard 1300 automatic and it was about to<br />
go on its first journey of any length since Jon<br />
had owned the car.<br />
<strong>The</strong> trip to Dover was uneventful until we<br />
were passed by a cloud of smoke preceeded by a Mk1 Escort!! <strong>The</strong> rear oil seal<br />
in the gearbox had gone whilst they were on their journey to the ferry.<br />
We were all given plaques to fit to our cars whilst we were waiting to board<br />
the ferry.<br />
Once in Calais we had a 4 hour journey through France and Belgium<br />
into Holland to Haarlem and the hotel. <strong>The</strong> weather started the way<br />
it intended to carry on – HOT! Driving in a convoy with all the people<br />
rushing past in their modern cars leaves a certain degree of<br />
satisfaction when you get a thumbs up and you see their faces light<br />
up with a grin.<br />
Haarlem is a small town to the west of Amsterdam and very<br />
close to the race track at Zandvoort. It is only a 20 min train<br />
ride into Amsterdam. <strong>The</strong> hotel had no problems catering for<br />
the 79 cars worth of people who descended on it for a meal in<br />
the evening even though they could have used a larger car<br />
park! Some double parking was required but not when this<br />
photo was taken!<br />
On Sunday, after the headaches had cleared, there was a<br />
suggested tour which people could do visiting places like<br />
Volendam where people still wear the traditional Dutch<br />
costume and clogs and Edam to check out the cheese.<br />
We followed most of the route but then after<br />
“crossing the sea” from Enkhuizen to<br />
Lelystad we turned north instead of south.<br />
This sea crossing was a long road on<br />
reclaimed land and as we started on<br />
this section we drove through a wall of flies,<br />
which left the front of the car a different<br />
colour – it also gave us great difficulties<br />
seeing through the windscreen!!<br />
For Sunday lunch we had a Chinese meal in<br />
a seaside<br />
town call Urk. Why Chinese - it was the only<br />
place that was open. We parked either side of 3 German registered Minis that were<br />
part of the Dutch Rally.<br />
<strong>The</strong> next “sea crossing” was even longer and had a<br />
service area in the middle of it. When we left here we<br />
had a little excursion – we set off down the cycle path<br />
in error! Oops! <strong>The</strong> problem was finding somewhere to turn round….. We also had a<br />
second encounter with a wall of flies. I had hoped to go to Zandvoort as I hadn’t been<br />
there since the Grand Prix in 1971 when Jackie Ickx and Pedro Rodriguez drove away<br />
from everybody in the wet. <strong>The</strong> traffic jams near the circuit made the decision for us<br />
and we headed back to the hotel before catching the train into Amsterdam.
Amsterdam – well what can I say, it was much as I expected with the canals, historic buildings etc plus the seedier<br />
side of life. At least I can now say I have been there.<br />
Monday was a Bank Holiday in Holland but that didn’t affect us as we headed back south to Calais and home, a nice<br />
little 950 mile round trip to another part of Europe.<br />
<strong>The</strong>re was<br />
an<br />
interesting<br />
collection of<br />
cars from<br />
Escorts,<br />
Capris,<br />
Corsairs<br />
and Anglias<br />
to Sierra<br />
Cosworths.<br />
Sadly one<br />
of the<br />
Sierras will<br />
not be<br />
coming back<br />
from the trip.<br />
<strong>The</strong>y decided to visit the Nurburgring and had a big accident, fortunately without damage to themselves, but the car<br />
is very second hand.<br />
Submitted by Marc Lawrence of Hitchin, England
MARQUE COORDINATORS<br />
This service is intended to provide a point of contact.<br />
for members who need assistance with their car or project from other members<br />
<strong>The</strong>se coordinators will either help you or point you in the right direction to get help.<br />
<strong>The</strong>re is opportunity for unlisted models for additional coordinators, if you don't see your<br />
particular model covered it is because we are waiting for a member volunteer.<br />
Armstrong Siddeley Ian Young xxxxxx@xxxxxx.xxx<br />
Austin Atlantic Dave Lawrence xxxxxx@xxxxxx.xxx<br />
Austin Marina Skip Harris xxxxxx@xxxxxx.xxx<br />
Austin Somerset Dave Golding xxxxxx@xxxxxx.xxx<br />
Austin A40 Devon Bill Wilkman xxxxxx@xxxxxx.xxx<br />
Austin Cambridge A50/55 Ian Cayton xxxxxx@xxxxxx.xxx<br />
Austin Healey Scott Morris xxxxxx@xxxxxx.xxx<br />
Austin Taxi Murray Jackson xxxxxx@xxxxxx.xxx<br />
Austins A30/35 Tony Fox xxxxxx@xxxxxx.xxx<br />
BMC Farinas Brendon O'Hara xxxxxx@xxxxxx.xxx<br />
BMC 1100/1300 Jim Cumberland xxxxxx@xxxxxx.xxx<br />
Daimler Garry Irwin xxxxxx@xxxxxx.xxx<br />
Ford Prefect/Anglia Mike Aveline xxxxxx@xxxxxx.xxx<br />
Hillman Roger Tipple xxxxxx@xxxxxx.xxx<br />
Jaguar 420 Martin Dombroski xxxxxx@xxxxxx.xxx<br />
Jaguar XJS David Keitly xxxxxx@xxxxxx.xxx<br />
Jaguar XJ and E Type Jeff Booth xxxxxx@xxxxxx.xxx<br />
Jaguar, XJ/VDP/XJR David Januczkowski xxxxxx@xxxxxx.xxx<br />
Jaguar XK Series Bill Schorse xxxxxx@xxxxxx.xxx<br />
Jensen Peter Brook xxxxxx@xxxxxx.xxx<br />
Lucas & general Clive Freeman xxxxxx@xxxxxx.xxx<br />
MG Fraser Cooper xxxxxx@xxxxxx.xxx<br />
Mini Dave Scott xxxxxx@xxxxxx.xxx<br />
Mini Dave Allen xxxxxx@xxxxxx.xxx<br />
MINI Don Dunlop xxxxxx@xxxxxx.xxx<br />
Morgan Norm Kear xxxxxx@xxxxxx.xxx<br />
Morris Minor Craig Buchanan xxxxxx@xxxxxx.xxx<br />
Riley Mike Sweeney xxxxxx@xxxxxx.xxx<br />
Rolls Royce Robert Thompson xxxxxx@xxxxxx.xxx<br />
Rover P6 Dave Donoghue xxxxxx@xxxxxx.xxx<br />
Rover SD 1 Vacant<br />
Triumph Herald Art Parker xxxxxx@xxxxxx.xxx<br />
Triumph Stag Tony Fox xxxxxx@xxxxxx.xxx<br />
Triumph Spitfire Leslie Bond xxxxxx@xxxxxx.xxx<br />
Triumph TR3 Vacant<br />
TVR Dave Graham xxxxxx@xxxxxx.xxx<br />
Vauxhall Cameron Steenburg xxxxxx@xxxxxx.xxx<br />
Zephyr/Consul Patrick Wilson xxxxxx@xxxxxx.xxx<br />
Should any member require a phone contact for a coordinator<br />
then please contact one of our executive on page 4
Mini<br />
- 1961 Austin Countryman: 850cc drivetrain intact but not running, floors rotted, Good for project, rear susp<br />
gone,$500 Firm, With Ownership. Ray xxxxxx@xxxxxx.xxx London, ON.<br />
- 1966 Austin Mini: Cooper S replica, red/white roof, 1998 Rover bodyshell, very low mileage, orig paint, rear mod to<br />
fit Mk1 small taillights, New doors, bonnet and orig Mk1 Cooper bootlid painted to match (wind up windows), 1999<br />
Cooper leather int with reclining seats, factory fresh 1300 A-plus block with rebuilt large valve cyl head - Zero miles<br />
on engine! Close ratio gearbox, windage tray and central oil pickup. Adj susp. 4-pot alloy calipers. Twin 1.5" SU,<br />
Maniflow header, double box RC40 exhaust. Orig Cooper S disc wheels with set of orig hubcaps. <strong>Car</strong> is perfect!<br />
$20,000 (US) Daniel (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx Montreal, PQ.<br />
- 1968 Pickup: only 50,000 made, modified and is a good and fast fun car, not concours but has won many local<br />
shows, 1275 cc engine, Disc brakes with servo assist, 12 inch MiniLite like rims, Racing seats, Wooden bed liner,<br />
Tonneau, RHD, red with white roof, $14,000 (US) obo. Phil (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx Yardley, PA.<br />
- 1968 Mini 1000: easy resto project, brought from New Zealand in 2002 but have just not found the time. All taxes<br />
and duties paid, titled in Ontario. $5000 firm. Mike (XXX) XXX-XXXX Richmond Hill, ON.<br />
- 1971 1275GT <strong>Club</strong>man: red, immaculate shape, 1275 engine, about 4000 kms since rebuild, short shift, hi-lo susp,<br />
cobra bucket racing seats, 10" steering wheel, a lot of chrome and bling. $8000 without electronics. $9000 with<br />
pioneer tv radio, 2 tv monitor visors, sony ps2 in the boot and amp. xxxxxx@xxxxxx.xxx Toronto, ON.<br />
- 1973 Innocenti Mini: red, 1000cc, Exc cond and runs great, LHD, many new parts, 80K km, $6,900 (US) Sarah<br />
(XXX) XXX-XXXX xxxxxx@xxxxxx.xxx West Barnstable, MA.<br />
- Two Austin Minis: yellow one is restorable, blue one is a parts car only. Four spare engines. Three 998cc and one<br />
850cc. No ownerships. $1,200 Sold as is where is - located in Port Hope - 1 hour east of Toronto. (XXX) XXX-XXXX<br />
after 6:30 PM or weekends.<br />
- 1976 Leyland Moke: Blueish Green, top and body are in very Good Shape, Strong 998cc Engine. $9,000.<br />
xxxxxx@xxxxxx.xxx Toronto, ON.<br />
- 1979 Mini 1000 <strong>Club</strong>man: imported from Scotland and owned 4 years, auto, exc cond inside and out. Repainted orig<br />
Butterscotch, prior to my purchase. 28K miles, have maint records. $8,000 David xxxxxx@xxxxxx.xxx<br />
Montgomeryville, PA.<br />
- 1980 Mini: one of the last sold by <strong>British</strong> Leyland in Canada, all orig body, subframes etc, restored in the mid 90's<br />
and driven very little since. Light blue / white. Built to rally spec, but never made it out. 1275 +60 engine with<br />
Cooper S gearbox and clutch, lightened flywheel , twin carbs and oil cooler. Vintage 60's rally seats and 4 point<br />
rollcage. Lots of spare parts. $7,500 Colin (XXX) XXX-XXXX Toronto, ON.<br />
- 1990 Mini 1000: deep blue, 56K km, Minilites, bumper overriders, rust free, RHD, wood dash, stereo, air, Smith's<br />
tach, rebadged with CooperS hood and boot insignias, Morris steering wheel bezel and matching wooden shift knob.<br />
$6,250 Ed (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx Regina, SK.<br />
- 1991 Rover Mini Mayfair: 34K kms, Auto, FWD, 1.0L, Air Cond, Alloy Wheels, Cassette, Power Brakes, Wood steering<br />
wheel & knob, RHD. Safety Inspected and BC reg. 1 year powertrain Global Warranty. $8,900<br />
www.AbbotsfordJapanAuto.com (XXX) XXX-XXXX Abbotsford, BC.<br />
- 1991 Rover Mini ERA Turbo: only 480 made, 96 bhp and 184 kph, aftermarket 13 inch alloys, factory leather,<br />
steering wheel, and floor mats. 61K km, red with bodykit, $13,900 Sean (XXX) XXX-XXXX<br />
http://www.zenautoworks.ca/Current%20Stock%20Units/MINI_ERA.htm xxxxxx@xxxxxx.xxx Calgary, AB
“I’d Like to Teach My <strong>Car</strong> to Run in Perfect Harmony”<br />
To the tune of the Coke jingle<br />
A world in balance and harmony would certainly be a better<br />
place. A well balanced Mini should be a better car and we all<br />
know you want Hermoine the Mini to be as good as she can<br />
be. I am talking about the harmonic balancer, which may or<br />
may not be bolted to the front of the crankshaft on your car. If<br />
you don’t have a balancer you will just have a simple pulley for<br />
the fan belt to run on. <strong>The</strong> purpose of the balancer is to reduce<br />
harmful vibrations transmitted from the crankshaft through the<br />
valve train, which consists of the timing chain, sprockets,<br />
camshaft, lifters, pushrods, rockers and shaft and valves.<br />
<strong>The</strong> result is more accurate valve and ignition timing, a<br />
smoother running more efficient engine and reduced<br />
component wear.<br />
<strong>The</strong> harmonic balancer consists of three parts, the center hub<br />
which attaches to the front of the crankshaft, the outer pully<br />
which is grooved (groovy huh?) to accept the fan belt and a<br />
flexible rubber piece in the center which binds the outer and<br />
inner pieces together and absorbs the nasty vibrations.<br />
If your car is fitted with one, a yearly inspection is in order to ensure it is not getting ready to come apart which<br />
could have disastrous results. Simply hold a mirror, ( I use an old car interior one to keep in theme) in front of the<br />
damper, bathed in the eerie glow of a trouble light and look for deterioration of the rubber. If it is starting to crack or<br />
fail, it is time for replacement.<br />
Replacing your balancer or installing one is pretty straightforward. Drain cooling system, remove radiator, and fan<br />
belt. Pry back the locking tab on the bolt securing the pulley or balancer to the crankshaft. Remove bolt and carefully<br />
pry and persuade the pulley or balancer that it wants to come off. This is a good time the inspect your fan belt, rad<br />
hoses, water pump, radiator and that infernal little hose that connects the water pump to the cylinder head. <strong>The</strong> only<br />
thing worse than replacing that little hose with the head installed in your garage or driveway is doing it at the side of<br />
the road. I digress. Once you have the balancer off replace it wit the new one and reinstall rad.<br />
All of this should make your universe a little more in balance. Happy Motoring, Dave<br />
Inquiring Mini Owners Want to Know<br />
(I hope)<br />
I have been writing these articles for a few years now and often wonder, does anyone actually read them, does<br />
everyone find them useful, should I include more detail, what did happen to Jimmy Hoffa? What I am looking for is<br />
input. Is there a topic I haven’t pursued that might interest you, would you like more technical detail, is there<br />
something completely different we should put in this space? If you have any ideas on the above please send me an<br />
email, letter, fax, carrier pigeon message or just phone. We want this article to serve you the members as well as<br />
possible.<br />
Mini Happy Returns, Dr. Dave M.D. (Mini Doctor) xxxxxx@xxxxxx.xxx
A Mini Marvel<br />
by Bob DeShane<br />
It was a warm, sunny, beautiful morning in August of 1991 and I was motoring westbound on the 401, on my way to<br />
London. <strong>The</strong> last few hundred yards of runway at Pearson slipped by on my right and the skyline of Toronto was<br />
fading in the mirror and traffic was thinning. I could now concentrate on the business meeting ahead.<br />
Hey, there's a nice Mini – so much for concentrating.<br />
Ever since I first saw a Sprite at age ten, I had been<br />
crazy about <strong>British</strong> cars, about international racing,<br />
about great <strong>British</strong> racing drivers, Moss, Hawthorn, Hill<br />
and Clark. I'd read <strong>British</strong> motoring magazines cover to<br />
cover for years. I relished the stories of the small<br />
cottage industries that produced such fantastic cars but<br />
lamented that we rarely, if ever saw many them on our<br />
shores. I'd had my share of cars too, nothing exotic<br />
mind you, but beginning with a Morris Minor and<br />
progressing through a seemingly never ending list of<br />
Minis, MGAs, MGBs, TR6s, 1100s, 1300s and a Marina. I<br />
had delved into racing and rallying and thoroughly<br />
enjoyed, lived and breathed it all. However, I had given<br />
it all up to have more time for family and my primary<br />
business concerns.<br />
As far as my small sports car business, Little Britain Motor Company, apart from keeping the performance parts side<br />
of it going, I had put it on the shelf as well. That was over a year ago. Little did I know at that moment how it would<br />
all change very soon.<br />
<strong>The</strong> cell phone rang. It was long time friend, <strong>British</strong> car guru and best ever <strong>British</strong> car mechanic, Dave Jackson. I<br />
hadn't seen Dave much in the past year. It was one of the things that I'd sacrificed along with my addiction to <strong>British</strong><br />
cars. Dave said “Bob, I've just got this magazine called Mini World and you've got to see it! I've got a copy for you.”<br />
He wouldn't tell me what it was about this new magazine that was so incredibly wonderful or important that I needed<br />
to see it, considering that I was no longer a <strong>British</strong> car nutcase or Mini nutcase. But, Dave was a good friend and it<br />
had been a long time since we had talked and I really kind of missed his shop seeing as how it was sort of my second<br />
home for the last twenty-four years and maybe it wouldn't hurt to see what he was working on now. So, I agreed<br />
that I would stop by for a brief visit the next day on my way back from London.<br />
<strong>The</strong> drive back from London to Oshawa seemed to take forever even though traffic was light and moving well. As I<br />
pulled up to the front doors of Commonwealth Motors, everything was warmly familiar. MGs Triumphs, Minis. <strong>The</strong> oil<br />
spots, the scents. Heaven.<br />
Inside, Dave greeted me in his ever-friendly way and after a few minutes of pleasantries and catching up, he revealed<br />
my copy of the new magazine. I couldn't believe my eyes. <strong>The</strong>re on the front cover was a man that I had come to<br />
know through reading the <strong>British</strong> Motoring books as a true genius and a maverick in the same fashion as Colin<br />
Chapman. In fact the two of them were friends and competitors, having had similar paths of development in post-war<br />
sports car racing in Britain. <strong>The</strong> man was Jem Marsh, founder of Marcos <strong>Car</strong>s and Speedex Performance Parts. Just<br />
as importantly, he was standing next to one of his creations – a car that as a teenager, I had read about in all of<br />
those <strong>British</strong> motoring books – a car that had literally conquered the world of small-bore racers on tracks like Brands<br />
Hatch, Oulton Park, Silverstone, Spa Francorchamps, Kylami and the biggest of all Le Mans. Jem was re-introducing<br />
the Mini Marcos!! I couldn't wait to get home and settle into reading all about it.<br />
That evening, I wasn't much company for the family. I poured over the magazine. <strong>The</strong> new cars would use Mini<br />
Mayfair running gear complete with 12-inch alloy wheels, Corbeau seats and custom burled walnut dash panels with a<br />
complete set of instruments. After three very thorough, poured over, intensive readings of the article and a very<br />
enthusiastic, mostly one-way conversation with my long-suffering wife, Marilyn, I decided that I really did miss <strong>British</strong><br />
<strong>Car</strong>s and that I needed a Mini Marcos! I couldn't sleep that night thinking about the telephone call that I would place<br />
in the morning to Jem.<br />
In late October I found myself over the North Atlantic on a <strong>British</strong> Airways flight to London and the Earl's Court<br />
Automobile Show as a guest of Marcos <strong>Car</strong>s for the re-introduction of the Mini Marcos.<br />
Earl's Court is a truly impressive exhibition hall in its own right, but for a car enthusiast – a <strong>British</strong> <strong>Car</strong> enthusiast – it<br />
was heaven! Every kind and shape and colour of <strong>British</strong> and European car imaginable was on display! I followed<br />
Jem's directions until I could see a large Marcos sign visible above a throng of several hundred people gathered in the<br />
aisle directly across from the Lotus and Mercedes stands, just past TVR. Wait, they were all facing the Marcos sign.
Under the sign, I could make out what appeared to be the top ropes and corner posts of a boxing ring, with a tall man<br />
in the centre of it, visible above the crowd. That was Jem!<br />
I made my way past stands of TVR, Lotus and<br />
Mercedes, practically devoid of onlookers and<br />
circled to come in around the back of the Marcos<br />
stand. As I approached the boxing ring, I<br />
realized that it was the diminutive Mini Marcos in<br />
its bright red livery and silver Minilight wheels<br />
that had captured the attention of all of these<br />
people. It was not the pretty and nimble Marcos<br />
Martina in Old English White or its brutal big<br />
brother, V8 Marcos Mantula in light blue metallic<br />
paint, or for that matter, the delicious offerings<br />
on the neighbouring stands, but this gallant little<br />
warrior, a victor of so many earlier battles,<br />
brought to life once again.<br />
Soon, I was able to meet Jem and introduce<br />
myself. He was a dashing and most gracious<br />
man, a true gentleman. It was a thrill to meet<br />
him in person. Jem was truly overwhelmed by the<br />
response of the crowd toward the Mini Marcos. I asked him why he thought it was that there was such keen interest,<br />
when it would seem entirely logical the greatest interest would be in the more exotic offerings, like the Mantula or<br />
those immediately beside and across the aisle. Simply put, he thought that it was because of the car's affordability<br />
and that given the public response, he should have done this earlier!<br />
I enjoyed my time with him and he had made arrangements for me to go out to the Marcos Works in Wiltshire to meet<br />
his son Chris and test the cars. <strong>The</strong> Marcos Works is housed in an array of large quonset huts on what was a second<br />
war airbase in Westbury in the west country. <strong>The</strong>re, I was greeted by Chris and treated to a tour of the works. <strong>The</strong><br />
main reception showroom was packed with Mantulas and photographs of Marcos cars and drivers and their racing<br />
exploits. It was breathtaking. Chris, himself was currently leading the <strong>British</strong> Sports <strong>Car</strong> Championship in a Mantula.<br />
In the centre of the showroom was the only Mini Marcos. It wasn't new. It was a 1960s version that they had bought<br />
back from a club member, having not even kept a copy for themselves and having only yet produced the Earl's Court<br />
Show car. I couldn't believe its diminutive size. We opened the doors and eased into the low seats with Chris behind<br />
the wheel. I was immediately impressed with the car and with its handling as Chris negotiated the trading estate<br />
roads (runways) out into the countryside. Despite this being powered by an 850, progress was brisk, handling precise<br />
and crisp and all things considered quite comfortable. It wasn't hard to accept that in 1966, a Mini Marcos powered<br />
by a rally-spec 1275 had seized the record for speed in the under 1300 hundred class on the Mulsanne straight at Le<br />
Mans at over 147 mph (that record stands to this date). Back at the Works, we traded the Mini for a Mantula. All I<br />
can say is WOW! But that's another story. It didn't take long to scribble out the deposit cheque and place the order<br />
for an exact copy of the Earl's Court car, less engine and in “knock-down” form in order to satisfy our government<br />
officials.<br />
Back in Canada, the car was assembled at Commonwealth Motors with a very nice 998 engine and prepared for its<br />
maiden trip. On June 11th, 1992 the car was completed and declared fit for the trip. <strong>The</strong>re was no time for run-in or<br />
shake down because on the 12th, the little Marcos with my son Craig and I aboard set out for the “<strong>British</strong> <strong>Car</strong><br />
Magazine” offices in Los Angeles and a day in the California hills with publisher, Dave Destler. That photo session and<br />
test drive resulted in a feature magazine article.<br />
Imagine a six-thousand mile trip over ten days that included two days in LA, driving on the Bonneville Salt Flats, a<br />
climb up Pikes Peak and hundreds of other great experiences in a car made of fibreglass, weighing only 900 lbs, built<br />
in a Quonset hut in Wiltshire and assembled in Oshawa, Ontario. And this was only the first of many adventures.
Raiders of the Lost Wreck<br />
Compiled by Square Deal Jeff<br />
<strong>The</strong>se are all listings that I have seen in the past two months so they should be<br />
reasonably current, but I like to keep this list updated. If you find that any of the<br />
vehicles listed below have been sold let me know. If you did not sell your car,<br />
please let me know before the deadline if you want to run the ad again. Prices are<br />
$CA unless indicated otherwise. Phone numbers are given if possible, but<br />
sometimes only an email address is available. Try not to get carried away!<br />
Austin<br />
- 1950 A40 Devon: green, new leather int, very good cond, chrome redone, orig<br />
engine, sunroof. $10,000 Anthony (XXX) XXX-XXXX Toronto, ON.<br />
- 1950 A90: convertible, LHD, US delivery model, sound unrestored original car,<br />
runs well, needs resto, but all there and always stored indoors $17,500 (US).<br />
(XXX) XXX-XXXX xxxxxx@xxxxxx.xxx Located in Virginia.<br />
- 1952 A40: very good cond, running when parked 10 years ago, engine turns over. $4,000 David (XXX) XXX-XXXX<br />
Elmira, ON.<br />
- 1957 A35: 998cc, good runner, solid body, new brake shoes, new rear axle seals, new front tires, lots of parts, in<br />
dry storage. Colour grey. A very nice little car. Asking $7000 Mike (XXX) XXX-XXXX or (XXX) XXX-XXXX Milton, ON.<br />
1961 A-H Bugeye Sprite: white, 4 speed, perfect condition, off frame resto, runs like new. $19900 (XXX) XXX-XXXX<br />
Moncton, NB.<br />
- 1962 A-H 3000 Mk.II: white, 5 spd with electric O/D, all original, 90% complete, exc running cond, 81K miles with<br />
only 2K miles on rebuilt motor. $22000 neg, (XXX) XXX-XXXX, Moncton, NB.<br />
- 1965 Westminster: Austin 6 cyl and twin carbs, magnificent sedan 16 page restor/service doc. Full leather int, burl<br />
dash&door caps, fold down picnic tables in rear. A mini Rolls Royce $11,500 (XXX) XXX-XXXX Vancouver, BC<br />
- 1972 1800 Mk II: 46K miles, body/interior all orig, looks and runs great, new hoses (2007) and clutch (2006).<br />
$7000, certified. Ryan (XXX) XXX-XXXX Paris, ON.<br />
Bentley<br />
- 1955 S1: Same owner since 1969. Painted 1965 - Willow Green Metallic GM 1408. Looks good from 20'. Int tear<br />
and rip free. Engine compart highly detailed. Stainless exhaust 1991. $32,500 Geoff (XXX) XXX-XXXX Full<br />
description and 50+ pictures at www.bramclassauto.com/showvehicle.php?action=show&id=1005 Toronto, ON.<br />
Ford<br />
- 1964 Corsair: RHD, Automatic, Daily Driver. $2850 Jason (XXX) XXX-XXXX (w) (XXX) XXX-XXXX (h)<br />
xxxxxx@xxxxxx.xxx Southern ON.<br />
Jaguar<br />
- 1962 Mk II: Older bare metal repaint in 1981, Pearl Gray, some degradation around marker lights. Red int tear and<br />
rip free, normal cracking and fading. Detailed engine compartment. $25,000 Geoff (XXX) XXX-XXXX Full description<br />
and 50+ pictures at www.bramclassauto.com/showvehicle.php?action=show&id=1006 Toronto, ON.<br />
- 1964 S-type: needs full restoration or great parts car, $2,500 firm. (XXX) XXX-XXXX Williamsford, ON.<br />
- Jaguar XKE 2+2: Three dismantled cars, sell as lot only. View July 19th 10am. David (XXX) XXX-XXXX Elmira, ON.<br />
- 1985 XJ6: exc cond, 123K km. silver, from US. $5900. Brendan (XXX) XXX-XXXX or (XXX) XXX-XXXX. Toronto,<br />
ON.<br />
- 1987 XJSC: 12cyl, red on black, grand touring cabriolet, 2nd owner, winter stored, well maint, service history, no<br />
rust, recent tune up, updated AC. Great drive!! $13,500 Jim (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx Bond Head, ON.<br />
- 1987 XJ6: 6 Cyl, last year before Ford took over. Owned by an 85 year old man (one owner). Very well maintained,<br />
good cond. Blows cold air, beautiful wood int, great alloy rims, sunroof, power windows. White. Moving to home<br />
with single car garage. $2,500. (XXX) XXX-XXXX St. Catherines, ON.<br />
- 1988 XJS: exc cond, no rust, 90K miles. $15,000. David (XXX) XXX-XXXX Elmira, ON.<br />
Jensen-Healey<br />
- 1973: two cars, assembly required, no rust, tons of spares incl engines, trans, body panels, some NOS, package<br />
deal, $9,800 (US). (XXX) XXX-XXXX Harwinton, CT.<br />
Lotus<br />
- 1967 Seven: 16K km, $16,000. obo. (XXX) XXX-XXXX Bradford, ON. MG Also, check out www.mgtoronto.com for<br />
many more cars and parts<br />
- 1952 TD: 4 cyl, 4 spd manual, Arizona car, BRG, black int. Rebuilt from the frame up by "THE MG SHOP" in Tempe<br />
Arizona. New paint, upholstery, carpet and tonneau cover. Asking $22,000 - Serious enquiries Gail - (XXX) XXX-XXXX<br />
Ontario xxxxxx@xxxxxx.xxx
MG<br />
- 1953 TD: owned since 1964, running, last licensed 1995, orig engine, light grey paint is fine. New front + rear<br />
bumpers, battery, 5 tyres. Nearly new side curtains, tonneau, and top.$15,000 Paul (XXX) XXX-XXXX Port Hope,ON<br />
- 1964 MGB: Restored 2001, BRG, black int, Rostyle wheels. $11,500. John (XXX) XXX-XXXX Bond Head. ON.<br />
1959 MGA: runs great, 1622 engine, wire wheels $5,000<br />
1961 MGA: Mk.II, 1622 cc, stored inside 20 years, solid project car $5,000<br />
1967 MGB GT: overdrive, wire wheels, runs, incl 2 parts cars $2,200<br />
1969 MGB: overdrive, wire wheels, was running $1,500<br />
1973 MGB: runs great, new top/interior $2,500<br />
MGA: 2 ½ parts cars $800 each. Don (XXX) XXX-XXXX Orangeville, ON.<br />
- 1969 MGC: 3 litre 6 cyl engine. Well maintained older resto in lovely cond. First in class <strong>British</strong> <strong>Car</strong> Day 2005 and<br />
2006. 4 speed trans, overdrive, correct 72 spoke 15 inch wire wheels, upgraded susp, exc black int and top, 2<br />
tonneaus. Rare centre console. Much more. Making room for next project $26,500 xxxxxx@xxxxxx.xxx Kitchener, ON.<br />
- 1971 MGB: green, tan int and roof, O/D, split chrome bumper car, 98K miles, orig bill of sale and part receipts since<br />
new, photo history and appraisal, lots of extra new parts, $9,900 cert. Dave (XXX) XXX-XXXX Cobourg, ON.<br />
- 1973 MGB: bodywork restored, new fenders, etc. Needs paint and final asm. All parts with car. Runs well. New<br />
brakes, battery. $3,000. (XXX) XXX-XXXX Southwest ON.<br />
- 1973 MGB GT: Immaculate! One-owner car. 53K miles. Fully restored ($20k). Black leather. Overdrive. AM-FMCD.<br />
$18,000. Visit www.archieknows.com/mymg or call (XXX) XXX-XXXX. Montreal (West Island), Quebec.<br />
- 19xx MGC GT: chrome bumper, BRG, wire wheels $inquire (XXX) XXX-XXXX Southern ON.<br />
- 1975 Midget: nut and bolt restoration. NONE better. Less than 1000 miles since complete ground up resto, definite<br />
100pt car, and show winner. Not Triumph 1500 motor - completely rebuilt 1275 'A' series engine, twin SUs as they<br />
were supposed to have. Asking 1/3 of the resto costs. email for pics and full details. $9500 FIRM xxxxxx@xxxxxx.xxx<br />
Southeast ON,<br />
- 1979 MGB LE: one of a kind, full steel box frame, coil-over susp, 4 wheel discs, 350 cu.inch Chev, auto, alloy custom<br />
rad, MSD, Ford rear axle, Chev front spindles. Not another like it. Sacrifice $15,000. Steve (XXX) XXX-XXXX near<br />
Hamilton, ON.<br />
Morgan<br />
- 1938 4/4 Series I: Older restoration, recent engine and clutch rebuild, no rust, good runner. $28,000 (XXX) XXX-<br />
XXXX Vineland, ON.<br />
- 1989 Plus 8: one of the last V8 Morgans allowed into Canada, triple black with updated susp, incl gas shocks, nylon<br />
bushings, stainless exh c/w headers. Recently replaced convert top, tonneau, dash, carpet mostly due to sun fade,<br />
replaced windshield, newer tires, 42K km $67,000 (XXX) XXX-XXXX King City, ON.<br />
Morris<br />
- 1934 Ten Four: Roadster Convertible with Dickey Seat (Bumper) Seat and Side Turn Signals! Near orig cond except<br />
for electric fuel pump. Only three roadsters known to exist. 4 Cylinder and runs strong! Owners' manual included.<br />
Starts and runs on 6 volt battery. Paint in very good condition. Top and side curtains new. $16,500 (US) Diana<br />
xxxxxx@xxxxxx.xxx St. Petersburg, FL.<br />
- 1951 Oxford: complete resto 2006, new leather int. 700 miles on fresh flathead engine, flashing trafficators $16,000<br />
John (XXX) XXX-XXXX. Bond Head, ON<br />
- 1958 Minor 1000: runs well but does need body work, new floor from England installed last year. $8,000. Ken (XXX)<br />
XXX-XXXX Georgetown, ON.<br />
- 1965 Minor Woody: 57K miles, exct cond, nice green metallic, orig int in very good cond, RHD, stock engine, runs &<br />
drives great, engine compartment clean, side ash wood replaced, back doors original, $16,900 (US). (XXX) XXX-XXXX<br />
Mentor, OH.<br />
Nash Metropolitan<br />
- 1957: Hardtop, older resto, blue/white, looks and runs great, $6,500. (XXX) XXX-XXXX Collingwood, ON.<br />
Riley<br />
- 1950 RMB: saloon, project car. Original color is Green with green int. More info and pics on request. (XXX) XXX-<br />
XXXX xxxxxx@xxxxxx.xxx Columbus, OH.<br />
Rover<br />
- 1969 TC: Ex-Calif car; very solid body. Engine very strong (150-155 psi compression, great oil pressure). Garaged.<br />
Factory A/C. Needs brake work and tires to be a driver. $1,000(US) (XXX) XXX-XXXX email for pics<br />
xxxxxx@xxxxxx.xxx Southern Illinois.<br />
- 1970 3500S: V8, engine was running last year, needs brakes and the body needs rocker panels and front inner<br />
wings. Have repair panels from the UK. Interior is good, just needs a good clean, Speedo reads approx. 45K and I<br />
would say that is about correct. Can email pics. $1000 Graham (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx SE Manitoba.<br />
Standard<br />
- 1947: drophead coupe by Standard Triumph, rare, the only one in America, original, two owners, full historical docd,<br />
RHD, red leather upholstery, new tires, orig tools, $32,500 (US) Norm, (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx North<br />
Salem, NY.
Sunbeam<br />
- 1948 Sunbeam Talbot: needs complete resto incl new floors, motor not running. Can email pics. $offers Graham<br />
(XXX) XXX-XXXX xxxxxx@xxxxxx.xxx Southeast Manitoba.<br />
- 1953 and 1954 Sunbeam Talbot 90 DHC’s: two rare and unique <strong>British</strong> convertibles for resto. Both dismantled for<br />
restoring but are complete and include extra parts from a third. One has had no work done, but the other has<br />
extensive prep and assembly could begin. Tasks done: powder coated frame and running gear; body primed ready for<br />
paint; new tires, tubes, wheels and hubcaps. Glass and stainless trim all in good cond. Restore one car without having<br />
to search the world for all the little bits and pieces and complete a second car with a little more effort. Not considering<br />
splitting up or parting out. $12,000 obo. xxxxxx@xxxxxx.xxx Vancouver Island, BC.<br />
Swallow<br />
- 1954 Swallow Doretti: Black alloy body with dark red leather interior. Virtually as-new condition. $55,000(US). Call<br />
George at (XXX) XXX-XXXX or Bill at (XXX) XXX-XXXX. New York.<br />
Triumph Also, check out www.torontotriumph.com for cars and parts<br />
- 1961 Herald: No time for me to continue. Full chassis completed. Body in 3 parts sandblasted and primed. New floor<br />
boards, runners available. 2 engines (12 & 14) New brake line kit, gasket kits. Extra doors, tires. Tons of other misc.<br />
parts. Best offer as whole or in parts. Paul xxxxxx@xxxxxx.xxx Burlington, ON.<br />
- TR3: two for sale: 1958 - good body - electric overdrive. 1960 - new frame. Plus many parts, package deal - $5,000<br />
Roy (XXX) XXX-XXXX Spring Brook, ON.<br />
- 1962 Herald: convertible. New clutch, pressure plate and throw out bearing, new SU's, head rebuilt (valves, springs,<br />
guides, etc) new tires, brakes (cylinders rebuilt). Only rust, under drivers feet and left rear outrigger. $4500(US) in<br />
receipts and want that out of it. Ted xxxxxx@xxxxxx.xxx Whippleville, NY.<br />
- 1965 Herald 1200: convertible, needs restoration. Body solid, frame bad, very nice dash, mechanicals unknown.<br />
$400(US) Tom xxxxxx@xxxxxx.xxx Indianapolis, IN.<br />
- 1967 TR4A: One of the best TR4A restos in North America. Three time "Best in Show" at Toronto Triumph <strong>Club</strong>s<br />
Annual meet. Totally rust free and restored to orig perfection. O/D trans, Pertronix elec ignition, rare factory option<br />
"Surrey top". All new int with wood dash and leather seats. New 72 spoke Dayton chrome wire wheels and<br />
Bridgestones. $32,000. Email for pics: Mike xxxxxx@xxxxxx.xxx Toronto area, ON.<br />
- 1968 GT6 Mark I Convertible: Dark red metallic with charcoal grey interior. Not a Spitfire body; the roof was cut<br />
off during complete recent resto. Many mods and upgrades. First Place GT6 at <strong>British</strong> <strong>Car</strong> Day 2006. Matching Spitfire<br />
hardtop incl. $16,500(US) OBO. George (XXX) XXX-XXXX New York state.<br />
- 1973 Stag: Very nice, rust free with nice paint and chrome. Has early high compression head TR6 motor. 4 speed.<br />
Soft and hard tops. Engine purrs with 2 SU hif carbs and trans shifts well. Like-new alloy wheels. Red with nice orig<br />
deep chestnut color int with orig tan wool carpets. Dash has no cracks and all electrics work. New fuel pump, stainless<br />
brake lines, and brake master. $5,500 (US) Ed xxxxxx@xxxxxx.xxx Cleveland, OH.<br />
- 1974 TR6: red with black int + top, overdrive, 91K km, exc orig condition, 3 tonneaus, trunk rack, roll bar, premium<br />
tyres $13,800 Norm (XXX) XXX-XXXX Mississauga, ON.<br />
- 1974 TR6: red, new black int, new tires, new top, recently overhauled trans, O/Drive, rustproofed, body and frame<br />
rust free, 76K miles, Certified, $13,900 OBO Robert (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx Oakville, ON.<br />
- 1975 TR6: 75K km, 4 new tires and fuel pump. Tonneau cover, soft and hard top, dust cover. An everyday car.<br />
$7,500. John (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx Deep River, ON.<br />
- 197x TR6: yellow, seen at a gas station in Burlington. (XXX) XXX-XXXX.<br />
- 1978 Spitfire: green with tan. Exc recent resto. Needs nothing. $8,500(US) Bill (XXX) XXX-XXXX New York state.<br />
- 1980 TR7: convert, blue with blue int; no rust at all on underbody. Top in exc cond. 5 speed, 115km. elec ign, man<br />
choke, etc. Extra parts, manuals, etc. Appraised $5,500. $4,250 obo xxxxxx@xxxxxx.xxx Southeast ON.<br />
Commercial see http://bcluv.gotdns.com/bcluv/forsale.htm for more<br />
- 1933 Morris Truck: White, Older Resto, Was used as an ambulance during WW2 in Malta. $10,000 (offers or trades)<br />
Alan (XXX) XXX-XXXX or (XXX) XXX-XXXX, xxxxxx@xxxxxx.xxx Gores Landing, ON.<br />
<strong>British</strong> Parts For Sale<br />
- GT6 engine: 1972, nice running 6 cyl with twin carbs $500. Also trans, rear end, drive shaft, axles, nice radiator, 4<br />
brand new tires on GT6 rims never driven on, wheel centres, 2 new brake drums etc. (XXX) XXX-XXXX<br />
xxxxxx@xxxxxx.xxx Peterborough, ON.<br />
- Jaguar XKE 2+2: Three dismantled cars, sell as a lot only. View July 19th 10am. David (XXX) XXX-XXXX Elmira,ON.<br />
- Jaguar: 1961 3.8 and a Moss 4 speed non-sync O/D tranny $750. 8 Mk.2 jaguar doors, 1 hood and 1 trunk lid plus<br />
complete dash, all the wood, electrics etc for a 1959 Mk.1 jaguar automatic car and some other parts Ken<br />
xxxxxx@xxxxxx.xxx Southern ON.<br />
- MG parts: MGB gearbox, 3 syncro, non-overdrive. $100 / MGA gearbox, poor 2nd syncros, but is quiet and works.<br />
$150 / MGB Wire wheels, good condition, $20 each, quantity discount / MGB front cross member, complete with<br />
suspension and axles $100. MGB and MGA orig steering wheels. Cracked rims but repairable. $25 each. All prices<br />
negotiable, delivery available. Lots of other MGB parts, new and used. Fraser (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Cambridge, ON.<br />
- MG YT: gas tank, radiator, front valence (salvageable), top frame. $offer. Paul (XXX) XXX-XXXX Port Hope, ON.<br />
- Mini: huge collection of used parts. $500 for all. Email Ryan for list xxxxxx@xxxxxx.xxx Windsor, ON.
- SU <strong>Car</strong>bs: several types and sizes, rock bottom prices. Get an SU or two to practice on! Fraser (XXX) XXX-XXXX<br />
xxxxxx@xxxxxx.xxx Cambridge, ON.<br />
- Triumph: Five steel wheels, 4.5 x 15, from TR-4, also fit TR-2/3 and MGA, MGB. Four are clean and ready for new<br />
paint; one is tatty and wants sandblasting. All are straight. $20 each or all five for $50. All prices negotiable, delivery<br />
available. Fraser (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx Cambridge, ON.<br />
Literature:<br />
- Shop Manuals: Morris 1100; Cortina GT MKII; Jaguar V12 $15 each Fraser (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Cambridge, ON.<br />
- Austin A40 Service Manual - April 1950. Mint condition / A40 Running and Maint Instructions - Fair Cond $30<br />
Louise xxxxxx@xxxxxx.xxx Langley, BC.<br />
- Owner’s Mauals: New Consul (published Oct 1956), Austin Devon & Dorset (Aug 1948), Austin A40 (March 1953),<br />
Morris Ten- Four Series "M" (12/47?), Standard Vanguard (1950) $offers. Marshall (XXX) XXX-XXXX<br />
xxxxxx@xxxxxx.xxx Langdon, AB.<br />
Wanted<br />
- Parts for 1959 Mk 1 Jaguar saloon - transmission bits, it has a 3.8 auto (not the orig 3.4), trans is Borg Warner<br />
auto, will buy complete trans or parts. Also need rad and heater core. Other minor bits if anyone has anything. Does<br />
anyone sell window rubber kits? Contact smax at Fastco Fabrications (XXX) XXX-XXXX or (XXX) XXX-XXXX (cell).<br />
xxxxxx@xxxxxx.xxx<br />
Classic <strong>Car</strong> Dealers<br />
K.M. Restorations, Orangeville, ON, 519-942-1722 www.kmrestorations.com<br />
- 1954 MG TF $32,500 1960 TR3 $25,000<br />
- 1968 GT6 $11,500 1951 Morris Oxford – ground-up resto 2006 $18,500<br />
lots of Jaguars, Lotuses, Triumphs, MG's - see website<br />
parts and project cars<br />
Bygone <strong>British</strong> <strong>Car</strong>s 150 North Queen St, Etobicoke, ON M9C 1A8 Phone Dave (416) 625-3516.<br />
Mr Mini 428 Millen Rd. Unit 11, Stoney Creek, Ontario L8E 3N9 www.mrmini.com (905) 664-4067<br />
- 1959 Austin Se7en: project car, possibly the oldest Mini in Canada $1,800.<br />
Al Guest Mini Mover Wainfleet, ON http://www.big-al-minimover.com/index.htm 905-899-3770<br />
xxxxxx@xxxxxx.xxxSee website for pics and more details.<br />
- 1971 Mini <strong>Club</strong>man Estate: New paint, new interior, smooth running all orig 998cc, orig wheel covers on 10 inch<br />
radials $7,500 (CA)<br />
- 1978 Mini: LHD, with a LAMM body kit- A 1275 metro engine with a manual sliding sun roof- 13 inch wheels with<br />
Dunlop L/P radials $11,900(US).<br />
- 1989 Mini 30: only 5000 made, custom paint, special wheels, ½ leather int, etc. 12 inch wheels, servo assisted front<br />
discs. Over 200 hours spent detailing engine bay and rebuilding many of the mech components. New paint, New boot<br />
lid. Wheels sandblasted and painted silver, 5 new tires, Rebuilt: radiator, wiper motor, clutch and brake hydraulics<br />
with silicone brake fluid, carburetor. New: rear wheel cylinders and shoes, battery, stereo system with CD player and<br />
speakers, grille and surrounds, bumpers, front & rear window seals, steel braided brake hoses & clutch slave cylinder<br />
hose, water pump, clutch disc-pressure plate-& throw out bearing, 30th anniversary decal kit and wheel centers.<br />
$12,000(US) Malcolm (XXX) XXX-XXXX. Located in Orlando, FL.<br />
Austinworks http://www.austinworks.com/salepart.html<br />
Rob Stuart, 800 S. Pacific Coast Hwy., #8343 Redondo Beach, CA 90277 xxxxxx@xxxxxx.xxx (XXX) XXX-XXXX<br />
new and used parts for Austin A40 Devon, A40 Dorset, and A40 commercials (Panel Van, Countryman, Pick-up)<br />
Mini-Mania http://www.minimania.com/ClassList.cfm 100’s of listings for Minis (mostly USA, a few in Canada).<br />
www.wirewheel.com Vero Beach, FL – (XXX) XXX-XXXX Daimler SP250, Lotus Elise, TVR’s, Mokes, 1970 Marcos<br />
3000, race cars and other zoomy rides.<br />
Bramhall Classic Autos, Etobicoke, ON, 416-675-0220, 800-265-4187, www.bramclassauto.com (lots of<br />
nice pictures, here)<br />
LARGE DATABASE OF EUROPEAN CARS FOR SALE<br />
- 1933 Austin 10/4 1946 Humber Super Snipe $20,000<br />
- 1952 + 1953 + 1954 Bentley R-type 1956 XK140 FHC + convertible<br />
- 1958 A95 Westminster $12,000 1960 MG Magnette $7,000<br />
- 1960 Daimler SP250 $17,500 1964 Jaguar 3.8S $22,000<br />
- 1968 Mini Mk. 2 Cooper 998 $20,500 1969 Daimler 250 V8 saloon $15,500<br />
lots of Jaguars and Rolls-Royces, and sports cars<br />
JustBrits http://www.justbrits.com/ads/ads<strong>Car</strong>sForSale.html<br />
Small Classified Section for private sales, especially sports cars.<br />
McLean's Brit Bits, Rye, NH, U.S., 800-995-2487, www.britbits.com<br />
EXCELLENT CLASSIFIED SECTION especially MG and Triumph, with a few Daimlers, and Minis thrown in.
<strong>The</strong> Mechanics, Toronto, ON, 416-233-4787, www.themechanics.ca or www.britishclassiccars.com<br />
(owned by Tony Moon one of our members) Minis at the second website<br />
<strong>The</strong> New England Classic <strong>Car</strong> Company Stratford, CT 203-377-6746 www.newenglandclassics.com<br />
Lot of sports cars: Bugeyes, Minis, MGs, Lotus, Morgans, Triumph, etc Over 100 for sale when I looked.<br />
Steve’s <strong>British</strong> Connection, Sandwich, IL 630-553-9023 http://www.stevesbritishconnection.com/<br />
- 1951 MG TD, 1964 AH 3000, 1965 MGB, 1965 TR4. Stock changes frequently.<br />
If you know of any <strong>British</strong> cars, parts or literature that need new homes contact:<br />
Square Deal Jeff Fenwick at (XXX) XXX-XXXX or xxxxxx@xxxxxx.xxx<br />
(adapted from an article for <strong>The</strong> New England MG T Register..."My<br />
Other <strong>Car</strong> is 1959 Riley 1.5")<br />
Now here is a neat little car that even the most ardent MG<br />
enthusiast can get their arms around. Not to be confused with the<br />
early 50's 1 1/2 litre Rileys. the 1.5 or One Point Five was first<br />
produced by BMC in 1957 and went through various minor<br />
changes until production ceased in 1965.<br />
Based on the Morris Minor chassis, the first 150 1.5's came off the<br />
line in Abingdon before production was moved to Longbridge.<br />
<strong>The</strong>se first models came with fold down rear seats and are quite<br />
rare.<br />
<strong>The</strong> Riley 1.5<br />
<strong>The</strong> car featured a 1500 engine in an MGA state of tune with twin<br />
1 1/2 SU carbs, rack and pinion steering, a walnut dash with<br />
complete instrumentation and a 4 speed gearbox with a sensible<br />
3.73:1 final drive ratio. <strong>The</strong> front torsion bar suspension is the<br />
same as the Minor with lever shocks on the front and rear. <strong>The</strong><br />
Wolseley 1500 is the detuned version of the Riley. Les Leston was an early enthusiaist on the racing scene with his 1.5 winning the<br />
1959 <strong>British</strong> <strong>Saloon</strong> <strong>Car</strong> Championship in his class.<br />
This particular example was found via the wonders of the internet. I was e-mailing a chap in California about MG Magnetts in<br />
1999 when I casually mentioned that my real interest was a 1.5. He in turn said that his neighbor had one in his garage and<br />
it was for sale! I had the owner take some photos of the car and I wound up buying and shipping it from Livermore to here<br />
in Northport. I never actually saw it up close until it arrived safe and sound in my driveway.<br />
Over the last three years I've redone the front and rear suspension, added tube shocks and new springs on the rear, had<br />
University Motors in Michigan attend to the rack, rebuilt the gearbox, installed a 1622 engine (with an alternator) and I'm<br />
currently wrestling with the tire situation. It takes 155 x 14s which are not available over here so I'm experimenting with 165<br />
x 14s. <strong>The</strong>y need and ever so slight mod to the front or else they will rub on full lock.<br />
This has been a wonderful little friend. She's made the trip from here up to Lime Rock, CT a number of times as well as<br />
shows alll over the tri state area. An interesting side story to this article happened last summer. I was driving to a meet on<br />
the South Shore of Long Island with some friends in their Corvettes. <strong>The</strong>y let me take the lead as they thought I might lag<br />
behind. After beating them to the show, they bitterly complained that I was going way to fast for their cars...80 MPH...and<br />
that they had to "baby" their V8s because their cars were getting to old for this sort of thing.<br />
All in all, a marvelous motor.<br />
Tim Gladding<br />
Northport, NY 1959 Riley 1.5, 1953 MGTD MK 2 email xxxxxx@xxxxxx.xxx
“<strong>The</strong> Affair”<br />
by<br />
Kirk Blake-Dickson<br />
xxxxxx@xxxxxx.xxx<br />
It started out innocently enough, a few spare moments in front of the<br />
computer, a few idle keystrokes and suddenly an image on the computer<br />
screen that drew me in. I didn’t realize it at the time, but that’s really when<br />
‘<strong>The</strong> Affair” started.<br />
Oh, I suppose I could try and deny it, but the facts show otherwise. It<br />
wasn’t like one of those ads you sometimes see. You know: “Mature<br />
gentleman seeks companion for weekend trips and interesting encounters.”<br />
No it wasn’t like that at all. This started off more as a casual encounter, a<br />
fleeting moment when my eyes caught a glimpse of what I can only<br />
describe as natural beauty.<br />
I paused for a moment, shook my head and quietly berated myself for the<br />
thoughts that had raced through my head. I moved on to more important<br />
matters at the keyboard, but the curiosity wouldn’t let go. I found myself a<br />
short time later, taking in that beautiful image again, checking all the<br />
personal details listed on the screen.<br />
Who was I kidding? Me, a late 50-something male, falling under the spell of a 38-year old – ha! That’s the stuff that<br />
only happens in movies right? I shook it off and returned to the reality of the evening.<br />
I shook it off all right – for about 24 hours. I found myself back in front of the computer, staring again at the image.<br />
Well, I thought, what can it hurt to at least send a short e-mail to say hello. One e-mail turned into two, then three,<br />
followed by a phone call and a short conversation. That of course led to a couple of other conversations and an<br />
agreement to meet face to face the next week. What was I doing?<br />
<strong>The</strong> appointed day arrived, and I found myself standing in front of that same image I only just recently seen on the<br />
computer screen. Emotions ran high. I was lost for words at first, but finally managed to find my voice, expressing my<br />
deep feelings of affection for her.<br />
I know, it’s not good to rush into relationships – but I couldn’t help myself – and the feeling seemed to be mutual.<br />
Could our relationship blossom? Could we overcome the age difference, the cultural differences (I, born and raised in<br />
Canada – she born in Britain, but moved to Florida at an early age.)? Fate it seemed had brought us together, and<br />
fate no doubt would decide our future together!<br />
Now came the hardest part – how would I tell my wife? My kids would no doubt shake it off as just another crazy<br />
stunt from Dad – he can’t be serious. My wife however, was the wildcard in this whole affair. She has put up with a lot<br />
from me over our nearly quarter century together – but this might be the last straw! From rusty old Wolseleys to<br />
nonrunning Triumphs, Hillmans and barely running at times, Minis and MGs – she has said little, just kind of accepted<br />
it as my one little quirk. Would she put up with my latest wayward wandering? I fretted for days, then, finally could<br />
contain myself no more. I broke down and poured out the whole sordid story, how we had met on line, chatted on the<br />
phone, then met in person. I told her that I had tried to be strong, but had failed miserably. I asked for her<br />
understanding.<br />
As always, she was very calm and reserved while I blathered on. When I finished, she simply asked two questions.<br />
Was this really what I wanted? Did I think I could support her and the kids while lavishing untold dollars on this new<br />
love in my life? If so, then if that’s what I felt I needed to do, then go ahead.<br />
Well, you can imagine my relief. No harsh words, no silent treatment, no, “we’ll talk about this later”. I was free to go<br />
ahead with “<strong>The</strong> Affair”, spending not just money, but time as well with this latest love of my life – and love her I do –<br />
my 1969 MGB-GT – the ‘other’ love of my life.<br />
Cheers<br />
Kirk
W O L S E L E Y<br />
By Norm Kear<br />
Anyone who has watched <strong>British</strong> movies from the 50's and earlier has seen them - medium (for Britain) black saloons<br />
chasing across the screen with a big chrome Winkworth bell clanging away in front and, usually, an illuminated<br />
"Police" sign on the roof. Equally illuminated was the unique electric "Wolseley" marque on its radiator. A radio<br />
operator wearing earphones sits besides the driver. A good example is Alec Guinness' Lavender Hill Mob in which they<br />
had an important role but they can also be found in a number of other films of the era and now on television in period<br />
<strong>British</strong> dramas<br />
This, then, was the Wolseley, beloved of Scotland Yard and other police forces in the U.K. for several decades. Indeed,<br />
to many the marque became closely identified with its law-enforcement role although its history extends much beyond<br />
its police employment and involves some of the greatest names in the <strong>British</strong> automotive industry.<br />
<strong>The</strong> first Wolseley came into being around 1899 as a by-product of a manufacturer of sheep-shearing machinery and<br />
it was none other than Herbert Austin who was responsible for the initial design of the cars. <strong>The</strong> first production<br />
model used a single-cylinder horizontal engine of 3-1/2 horsepower, later enlarged to 6 hp. Bigger models soon<br />
followed of twin, three and four cylinders, ranging from five to twelve litres. Austin left Wolseley in 1905 in order to<br />
form his own company and the rest, as they say, is history. <strong>The</strong> Wolseley company, however, continued to expand<br />
and by 1910 was producing a new range of flour and six cylinder vehicles of between 12 and 50 hp. While Wolseley<br />
continued to offer some quite large cars after World War One, it also began to explore the small car market by<br />
introducing a 7 hp and a 10 hp model. Larger 15 and 16 hp four-cylinder variations, some with overhead camshaft<br />
engines, were also added but did not save the firm from financial difficulties leading to bankruptcy in 1927. At this<br />
point William Morris, Lord Nuffield, stepped in and acquired the company. He continued some of the Wolseley models<br />
but for the next ten years components designed for Morris and MG cars increasingly showed up in Wolseley units.<br />
This was especially true of the highly popular Wolseley Hornet sports car which borrowed heavily from the<br />
contemporary Morris Minor.and MG Magnettes.. By 1938 Wolseley offered a wide range of 10 to 25 hp cars, all of<br />
which were Morris-engined. Even a limousine version was briefly offered in 1947 but a year later the first true post<br />
WWII models were introduced in a simpler two-model range which were luxurious equivalent versions of Morris<br />
production and which lasted until 1954.<br />
A model line of lighter Wolseleys was begun in 1952, using the MG over-head valve engine and, later, Austin's BSeries<br />
engine. A small variation was also created using the basic Morris Minor chassis <strong>The</strong> latter was extremely<br />
successful enjoying a seven-year lifespan with few modifications. <strong>The</strong> Wolseley marque was included when the<br />
Issigonis-designed front-wheel drive cars invaded the market in the 1960's. <strong>The</strong> famous Wolseley Hornet name was<br />
revived to christen a Mini version in the era of "badge-engineering." .<strong>The</strong> larger BMC 1100/1300 configuration also<br />
entered the picture in 1965. Between 1954 and 1959 Wolseley also offered six-cylinder models using BMC's C-Series<br />
engine and, also in 1959, an enlarged three-litre version using a body shell shared with the then-current Austin<br />
model. <strong>The</strong>se all went out of production in 1968 and the remaining Wolseley years were represented by<br />
transverseengine badge-engineered models.<br />
As may be seen from the above, Wolseley can hardly be considered an "obscure" marque, given its long history,<br />
popularity, model range and production in the United Kingdom. In North America today, however, the name is<br />
scarcely recognized save by those devoted to it. A few years ago the writer was tempted to explore the possibility of<br />
a Woseley saloon up for sale. Upon examination the car was found to be identical to an early 60's MG Magnette but<br />
with the characteristic illuminated Wolseley badge and a rather tatty specimen at that At least too far gone for my<br />
meager restoration budget at the time. N.K..<br />
P.S. My efforts to determine how the actual name, "Wolseley" came to be used for the car have not been successful.<br />
My best guess is that it was named for a famous military figure of the late Victorian age, Sir Garnet Wolseley. Once<br />
called "Britain's Only General," Sir Garnet was the original "modern major general" caricatured in Gilbert & Sullivan's<br />
operetta Pirates of Penzance. He was immensely popular in real life and dominated the <strong>British</strong> military scene<br />
throughout the colonial wars of the 19th Century. But this, as I say, is only a guess. It was not uncommon to name<br />
cars after such figures in the early years of motoring. <strong>The</strong> "Napier" is another good example.<br />
Norm Kear
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First Chance First Chance Last Chance<br />
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Ryan Adams Arnie and Anne Koopman John Erwin<br />
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H <strong>Car</strong>atin Mike Minter Richard Lloyd<br />
Weldon <strong>Car</strong>lyle George Morita Lloyd McBride<br />
John Chalmers Douglas Ogle Brian McKague<br />
Jim Cumberland Chris O'Hara Geoff Morrison<br />
Don Dunlop George Oliver Dave Nickerson<br />
Mike Evers Gary Payne David Oldman<br />
Dave Fast John Peacock Art Parker<br />
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Laurence Holbrook Mauri Simpson Norm Scott<br />
Ralph Holyoke Peter Snaith Roderick Sergiades<br />
Neville Hughes Cameron Steenburg Randy Smith<br />
Brendan Kavanaugh Gary Sutcliffe Barry Spear<br />
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John Kearsley John Wogan Tony Tracy<br />
Al Tupper<br />
John Walker<br />
Jim Wilkie<br />
Dennis Winterton
<strong>The</strong> View from Burlington<br />
By Tony Fox<br />
Niagara on <strong>The</strong> Lake<br />
<strong>The</strong> Shaw Festival <strong>The</strong>atre, Niagara <strong>British</strong> <strong>Car</strong> <strong>Club</strong>, Ontario MG -T Register and the <strong>British</strong> <strong>Saloon</strong> <strong>Club</strong> of Canada<br />
invite their members to join in for a 'Picnic, <strong>Car</strong> Display and <strong>The</strong>atre Performance' on Sat. Aug 16th. 100 tickets have<br />
been set aside for the Saturday Matinee performance of 'An Inspector Calls', this seasons Murder Mystery on the Main<br />
Stage! Parking is being arranged on the East Lawn, with overflow on the Commons. Security provided. Check out their<br />
web site and download an application form;<br />
http://www.niagarabritishcarclub.org/events08/shaw/shaw.html<br />
Mystery photo<br />
Are all Triumph owners bent like this? Are<br />
these people mad?<br />
To remind all our Triumph owners, the<br />
vintage Triumph Register (VTR) is holding<br />
it’s annual convention between Aug 4th and<br />
8th in Ypsilanti Michigan; this will be the<br />
closest this event is likely to be to our<br />
Southern Ontario and New York members.<br />
So, if you have always wanted to attend<br />
this great event, fill up the Triumph and<br />
head into Michigan. <strong>The</strong> Ypsilanti and Ann<br />
Arbor areas just west of Detroit are a nice<br />
place to visit and shop. Join us there and<br />
find out why some Triumph owners are<br />
bent.<br />
Classic <strong>Car</strong> Insurance<br />
A new insurance company has made it’s presence known for our classic car needs, Young’s Insurance Brokers,<br />
Burlington.<br />
<strong>The</strong>y appear to offer a range of competitive prices so check them out at www.youngsins.com or contact Heather<br />
Malcolmson at (XXX) XXX-XXXX xxxxxx@xxxxxx.xxx<br />
Classic car scene in Europe<br />
<strong>The</strong> World Forum for Motor Museums held last year in England reported the following summary with respect to the old<br />
car hobby,<br />
- Historic vehicle activity is worth 11.7 billion pounds annually in the EU, 3 billion in the UK<br />
- People employed in old car activities number 55,000 in the EU and 27,000 in the UK<br />
- Roadworthy historic vehicles number 15 million in the EU, 400,000 in the UK<br />
- Export trade in such vehicles amounts to 2.2 billion pounds in the EU, 300 million in the UK<br />
- Seventy percent of these vehicles travel less than 1,000 miles per year<br />
- Historic vehicles account for only 1 percent of total mileage in the EU<br />
- Historic vehicles make up 13 percent of the 35 million registered vehicles in the UK<br />
- A third of historic vehicle families have an annual income of less than 20,000 pounds<br />
- Seventy percent of historic vehicles are valued at less than 10,000 pounds<br />
- <strong>The</strong>re are 786,000 historic vehicle enthusiasts and 2,000 clubs in Europe<br />
Latest statistics show one in four people are suffering from some sort of mental illness, so if three of your<br />
friends seem normal…
Renewal Form<br />
If it’s time for you to renew your membership in the BSCCOC, here’s a handy dandy ready to go form for you to fill<br />
out! If you don’t want to cut up your <strong>Oily</strong> <strong>Rag</strong>, you can use a separate piece of paper.<br />
Name _________________________________________________________<br />
Address________________________________________________________<br />
City/Town ______________________________________________________<br />
Province/State and Country ________________________________________<br />
Postal/Zip Code _________________________________________________<br />
Email address __________________________________________________<br />
All renewals should be sent to:<br />
Roger Tipple,<br />
xxxx xxxxxxx xxx,<br />
xxxxxxxxxx, xx xxx xxx<br />
Questions? email<br />
xxxxxx@xxxxxx.xxx<br />
Make cheque payable to BSCCOC<br />
Make/Model/Year of your <strong>British</strong> Vehicle(s)___________________________________________________________<br />
PLEASE CHECK ONE:<br />
I wish to receive the <strong>Oily</strong> <strong>Rag</strong> newsletter by: _______snail mail ________ .pdf file<br />
**********************************************************************************************<br />
BRITISH SALOON CAR CLUB OF CANADA<br />
REGALIA<br />
Quantity Item Colour Cost Total<br />
Baseball Hat (Beige, Black, Blue) $10.00<br />
(Mailing for hats) $7.50<br />
License Plate Surround (2 for $5.00) $3.00<br />
Windshield Sticker $1.50<br />
Fridge Magnet $3.00<br />
Total<br />
Name: _________________________________________________________<br />
Address: _________________________________________________________<br />
_________________________________________________________<br />
_________________________________________________________<br />
_________________________________________________________<br />
_________________________________________________________<br />
_________________________________________________________<br />
Tel. No.: _________________________________________________________<br />
Note: Prices include all taxes<br />
Prices subject to change without notice<br />
xxxxxxxxxxxxxx<br />
NEW: Note: For shirt orders please place your order directly with KDC Ventures<br />
<strong>The</strong>re is no charge for the club regalia but additional embroidery will cost more<br />
<strong>The</strong> options are;<br />
go to their web site at www.logoranger.com<br />
or call toll free to 1-888-250-4917, fax toll free 1-888-700-7555<br />
To order Regalia only (not renawals)<br />
Make cheque payable to : BSCCoC<br />
Send to:<br />
Anne Koopman<br />
xxxx xxxxxxxxx xxx<br />
xxxxx, xxxxxxxxxxxxx, xx xxx xxx<br />
Tel. (XXX) XXX-XXXX<br />
email: xxxxxx@xxxxxx.xxx
“No Noise Is Good Noise” Part One<br />
<strong>The</strong> vehicle NVH (Noise Vibration & Harshness) engineer has four physical properties available to him to reduce/control noise<br />
& vibration within a vehicle.<br />
- Vibration or panel damping<br />
- Noise barriers<br />
- Noise absorption<br />
- Active cancellation<br />
Over my four or so decades in the industry available materials & manufacturing technologies have changed significantly. To a<br />
degree, driven by various factors, they have gone full circle. In the sixties available processes and materials resulted in only<br />
fairly lightweight products being available to function as either noise barriers or absorbers. At this time available vibration<br />
damping materials were applied by spraying. Whilst noise absorbing materials have remained lightweight noise barrier<br />
systems have transitioned from lightweight, through increasingly heavy, moulded, components to today’s dual density,<br />
significantly lighter, moulded products.<br />
<strong>The</strong> amount of text required to effectively cover this subject is felt to be too much for a single newsletter edition. <strong>The</strong>refore<br />
the plan is to serialise into three or four editions.<br />
1. Vibration or panel damping materials.<br />
<strong>The</strong>se materials are applied directly to the body sheet metal prior to painting; they are heat cured and bond intimately to the<br />
steel. Often, in older vehicles, those applied in sheet form, bridged the swages in the sheet steel resulting in holes in the<br />
material. <strong>The</strong> intention was that the material melted to conform to the actual shape of the steel.<br />
Such materials are said to be ‘visco-elastic’ they resist the vibrational behaviour of the vibrating sheet steel, converting what<br />
is essentially vertical vibration into horizontal movement within the material. Such shear energy is converted into heat via<br />
friction as mineral elements rub together.<br />
Damping materials are most effective against truly resonant behaviour that is where the panel is freely resonant & not being<br />
forced into vibration by surrounding stiff structure. It is all a question of the available correction force.<br />
As stated earlier original damping materials were sprayed onto the vehicle body, generally these materials were<br />
manufactured from waste paint products their effect being more about added mass than high performance vibration<br />
damping. <strong>The</strong>re are two ways to control a vibrating system, introduce damping or add mass; in those early days it was more<br />
likely to be the added mass effect.<br />
At Triumph the introduction of the front wheel drive Triumph 1300 lead to a lot of work to obtain a material with increased<br />
performance to treat the front wheel housings.<br />
Spraying of materials in those days was hit or miss being manually applied.<br />
Obviously the ultimate test of the material was in its effect upon the vehicles interior noise & vibration levels (vibration can &<br />
does cause noise) However less costly testing was required to test material performance as new iterations were developed.<br />
In the UK a <strong>British</strong> Standard procedure was adopted, BSAU125-1965, which utilised a test bar nominally 24” x 2” x1/4”thick.<br />
This was of a specific steel type it having been determined that when supported on knife edges at its nodal points (zero<br />
vibration) it resonated at 100Hz when struck a sharp blow. Electronic equipment was used to determine the rate at which the<br />
vibration resulting from the blow decayed. Comparison is always made with an untreated bar. For convenience, as most<br />
electronic measuring equipment utilised Decibels as a unit of quantity, the results obtained were expressed in dB’s/second.<br />
<strong>The</strong> higher the reading the better the material.<br />
Interestingly the NA industry also utilised a thick steel plate to determine damping materials performance, the so called<br />
Geiger Plate Method. <strong>The</strong> plate used was thinner than the UK one, probably 1/8” and much larger in area, probably 18”<br />
square. This plate was supported on; I think three sharp points, again at nodal points.<br />
Both the UK & US methods tested at around 100Hz, most vehicle damping problems occurring at low frequencies<br />
<strong>The</strong> world industry standard today is the Oberst Methodology developed in Germany. Unlike the UK & US methods Oberst<br />
utilises strips of body gauge steel in a fixture. <strong>The</strong> system relies upon electronic excitation to vibrate the test steel. It is<br />
therefore capable of determining performance at a range of frequencies. <strong>The</strong> test stand can also be installed in a small<br />
climatic chamber which allows for the automatic testing over a range of temperatures. As with most materials damping<br />
materials change their state with temperature, it is important to determine the full range of performance<br />
Materials & application techniques have both evolved significantly. Much lighter weight, high damping efficiency materials<br />
have been developed which can be applied as flat die cut sheets or very accurately sprayed with robots thereby meeting the<br />
demands of high performance with lightweight.<br />
Detailed dynamic analysis of body structures enables us to accurately determine both where & how much material is required<br />
to alleviate/cure problems thereby increasing occupant comfort.<br />
Adding a stiff layer to the upper surface of the material serves to “constrain” that surface. This focuses all of the energy into<br />
the core of the material. Such Constrained Layer Systems may have a simple aluminum layer or a stiff cardboard as the<br />
constraining layer. Being less flexible they are more difficult to apply in end use as ideally they require a flat surface, which<br />
few vehicles have.<br />
We, as end users of the vehicle, can make little use of such visco-elastic materials because of the requirement of intimate<br />
contact with the sheet metal. However we can make use of another effect, “inter-face frictional effect”. That is a material laid<br />
upon a vibrating panel will resist the movement of the panel to a degree, dependent upon the material & its weight. Thus<br />
fibre batts laid onto your cars panels will have a positive effect on vehicle noise. Gluing negates the effect<br />
As we will see later in the discussion fibre products have additional beneficial effects.<br />
Tony Hughes, aka NVH ONE
Above are photos from the Sarnia, ON weekend, a "Westender's " event arranged by Christine and Jim Allan. We saw<br />
11 cars convoy to Sarnia on the Saturday with an overnight stay there. A social evening was provided by each party<br />
contributing to the pot luck supper at the hotel, very well done. Sunday saw the group meet up with a number of<br />
members of the Blue Water <strong>British</strong> <strong>Car</strong> <strong>Club</strong> for a cruise to the pretty town of Bayfield. We had a picnic in the park<br />
there, which again turned out very nice. From there, each car went it's own way. (Photos submitted by Tony Fox)