2018-BCD

bell40327

35 th

SUNDAY SEPT 16th 2018 $5

Austin Healey 100-6

presented by the Toronto Triumph Club www.BritishCarDay.com

2018 Souvenir Programme

Special

Anniversary Cars

Triumph TR 6

50 Years

60 years

Sponsored by:

Platinum

Morgan Plus 8

50 Years

Gold

Presented by:

Silver

Published By & Including:

Bronze

www.TorontoTriumph.com

The Magazine Of The Toronto Triumph Club


EXOTIC

MOTORWORKS

65 George Street,

Newmarket, ON, L3Y 4V4.

Tel: 905-806-7127

E-mail:

info@exoticmotorworks.ca

contents

BCD8

BCD14

BCD17

British & European Restoration & Service Specialists

Head Mechanic, Alex

Plestid, formerly of the

hit TV series Restoration

Garage, has over 20

years of experience with

all makes and models

of Classic cars and has

personally restored more

than 150 cars to their

former glory

Our wealth of mechanical and restoration experience includes

Triumph, Jaguar, MG, Austin Healey and Rolls Royce and many

others. When you entrust your special vehicle to Exotic Motorworks,

you can rest assured that we will treat your car like our very own!

Our passion for working on these vehicles and making them better

than new, comes from our love of owning and driving them ourselves.

We would be pleased to answer any questions you might have.

Give us a call for directions to the British Barn or to make an

appointment for a quotation. It will be our pleasure to meet other

vintage car enthusiasts and we look forward to helping you enjoy

your passion for years to come!

www.exoticmotorworks.ca

BCD37

BCD39

BCD20

BCD26

BCD25

BCD Field Map...............BCD4/5

Welcome to British Car Day .... BCD7

Anniversary Models

The TR6 and TR8 .............. BCD8

Aston Martin DB4, 60 Years ... BCD14

Austin A40 Farina, 60 Years.... BCD17

Morgan Plus-8, 50 Years ...... BCD20

Land Rover Series 1, 70 Years.. BCD25

Austin America, 50 Years ...... BCD26

Austin Healey Sprite 60 Years.... BCD29

Jaguar XK 120, 70 Years......... BCD33

Jaguar XJ, 50 Years ............ BCD37

Ausin Healey 100-6, 60 Years .... BCD39

Special Articles

Motor Oils................... BCD40

Lighting Upgrades............ BCD45

BCD29

BCD33

British Car Day Programme • September 16, 2018 www.BritishCarDay.com BCD 3


Sponsor Street

Exotic Motorworks

Crescent Oil

visit Oakville

Autoglym

Lant Insurance

Edward Jones

Hagerty

Toronto Triumph Club

Anniversary Cars

Registration

Awards Presentation Area

Vendor Village

3 Brothers Classic Rover

ALS Canuck

Armchair Motorist

B&G Restoration Inc.

British Auto Sport

Best Quality Oils

British Model Cars

C.S. Trading

CAA Insurance

Chris Hyland

Classic Automotive Repair

Comat Motorsports-Miller oils

Connect Hearing

D-Day wear Attitude Ideas

Digital Moments

European Automotive

Falun dafa Association

Gemstones “N” Silver

Heritage Associates

Hollywood Loser Apparel

Ideal Brake Parts

International Die Cast

J D Auto

KDC Ventures

Leatherique Canada

Lotus (Peninsula Imports)

McArthur Minatures

MacGregor British Cars

Maurice Bramhall

Meguiars

Mini Collectables

Peninsula Import Auto Parts Ltd

Robert J.Morris insurance

Royal Rose Cars

Rudy’s Auto Inc (Mr. Grean)

Soccer Elite and Sports

Transport Books DRB Motors Inc.

UK 2 Canada Pension Transfer

Ultimate Transportation Books

Vintage Auto Insurance

Vintage Car Connection

Vintage Sports Cars

Food Areas

CRESCENT OIL

EXIT

SHOW CARS

NorthWest Beaver Tails

Lisa’s Cookhouse

North East Friends of Bronte Creek Kettle Corn

West British Baked Goods

South Olympic Softee Inc.

South West and East

Lions Club of Oakville

VENDOR

& TRAILER

PARKING

WC

WC

WC

VENDOR

VILLAGE

FLEA

MARKET

NORTHWEST

FOOD AREA

FLEA

MARKET

Platinum Partner

Silver Partner

3.5” x 2.5” | Maximum Font Size: 30 pt

Need directions to your

financial destination?

Marc Nutford

Gold Partners

Financial Advisor

.

2387 Trafalgar Road

Unit E2

Oakville, ON L6H 6K7

905-844-4043

www.edwardjones.com

Member – Canadian Investor Protection Fund

WALKWAY

WALKWAY

Bronze Partners

WEST

FOOD

AREA

B

WALKWAY

A

A

A

B

WALKWAY

SOUTH CHECK POINT

TREES

F

F

C

C

OO

OO

WC

WC

WC

PUBLIC ENTRANCE

ROW 1

ROW 1

ROW 21 ROW 21

G

G

IB

IB

WALKWAY

D

D

H

H

IA

IA

M

M

PP

PP

QQ

QQ

ROW 2

PUBLIC PARKING LOT

H

H

I

I

WALKWAY

M

M

ROAD

RR

RR

SOUTHWEST

FOOD AREA

ROAD

ROW 22 ROW 22

H

H

I

I

M

M

ROW 3

SS

SS

E

E

I

I

N

PUBLIC ENTRANCE

PUBLIC ENTRANCE

MAPNORTHEAST

E

E

I

I

MG CLUB

TENT

DJ

BOOTH

MOTORCYCLES

UU

ROW 33

ROW 34

ROW 35

ROW 36

WC

WC

N N N

TT

TT

NN

NN

MM

XX

LL

LL

NN

N

XX

ROW 4

WW

WW

J

J

K

K

N

WW

ROW 32

WC

WC

J

J

K

K

FF

FF

L

L

WW

ROW 5

ROW 5

ROW 31

WW

LL

LL

R

R

O

O

P

P

SPONSOR STREET

TTC

TENT

R

R

Q

Q

WW

XX

WW

XX

NN

NN

WW

NN

TTC TENT

LOST & FOUND

?

TREES

REGISTRATION

COFFEE

AWARDS

PRESENTATION

S S S

S S S

V W Z

V

Q

Q

WASHROOMS

W

ROW 7

WC

U

U

T

T

Z

FOOD AREA

ROW 8

X

X

Z

Z Z Z

AA

AA

ROAD

VV

BUSES/COMMERCIAL VEHICLES

ROW 9 ROW 9 ROW 9

SHOW CAR

ENTRANCE/EXIT

FAST LANE FAST LANE FAST LANE FAST LANE

CC

CC

BB

BB

Y

Y

TREES

VIP & PRESS

PARKING

DDB

DDB

DDA

DDA

DD

DD

OVER FLOW AREA

ROW 10 ROW 10

ROW 10

PICNIC

Area

PATHWAY

DDB

DDB

GG

GG

EEA

EEA

EE

EE

HH

HH

II

II

ROW 11 ROW 11

EAST

FOOD AREA

Some of the Badges you will see at the show.

JJ

JJ

KK

KK

YY

YY

TREES

TREES

PATHWAY

N

WASHROOMS

Show Vehicle Locations

Make Model/Years Class

AC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CC

Ace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CC

Aston Martin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BB

Austin. ...... Sedans, pre-1960 . . . . . . . . . . . .WW

Austin. ....... Sedans, 1960 on ............ XX

Austin Healey Roadster - 100, 3000 Mk. 1 ....... D

Austin Healey Wind-up window - 3000 etc.. ......C

Austin Healey ..... Sprite. .................. F

Austin Princess ... Coaches. ................ JJ

Bentley .......... Coaches. ................ JJ

Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VV

Caterham . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EE

Cobra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CC

Commercial Vehicles. . . . . . . . . . . . . . . . . . . . . . . VV

Daimler .......... SP250. ................ HH

Daimler ......... Coaches. ................ JJ

DeLorean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . YY

Ford ........ Sedans, pre-1960 . . . . . . . . . . . .WW

Ford ......... Sedans, 1960 on ............ XX

Jaguar . Large Saloons 1995 Onwards ........ LL

Jaguar Large Saloons pre-1968 & 1968 to1995 . MM

Jaguar ....... XK8, XK, F-Type. ............ NN

Jaguar ............ XJS. ................. OO

Jaguar Sports Pre-61 & Sports Saloons Pre-68. ..PP

Jaguar . Sports Saloons 1999 onwards. ...... QQ

Jaguar ... E-Type Series I, 1961-1968 ........ RR

Jaguar ...E-Type Series II, 1968-1971 ........ SS

Jaguar .. E-Type Series III, 1971-1975 .........TT

Jensen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Y

Lanchester ....... Coaches. ................ JJ

Land/Range Rover. 1975 on ................. A

Land/Range Rover Up to 1974 .................B

London Taxis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VV

Lotus ............ Seven. .................EE

Lotus ... Elan, Elan Plus 2, up to 1974 ....... DD

Lotus ...... Elan, 1975 and later .......... DDA

Lotus ........ Elite up to 1974 ............. DD

Lotus ...... Elite, 1975 and later .......... DDA

Lotus ............Europa ................ DD

Lotus ............Cortina ................ DD

Lotus ............ Esprit ................ DDA

Lotus .............Eclat ................ DDA

Lotus ............. Elise ................ DDB

Lotus ............ Exige ................ DDB

Lotus ............ Evora ................ DDB

Lotus ........... Replicas ............... EEA

Marcos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH

Mayflower ....... Coaches. ................ JJ

McLaren . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CC

MG .............. Midget ................. G

MG ............. T Series .................. J

MGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K

MGB-GT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I

MGC .......... GT/Roadster . . . . . . . . . . . . . . . IA

MGF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IB

MGB ....... Roadster 1962 - 1974. ........... H

MGB ....... Roadster 1975 - 1981. ............E

MG ............. Saloons ................. FF

MG V8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .IB

Mini ....Sliding Window (1959 - 1970) ......... L

Mini ...Wind-up Window (1970 - 2000) ....... N

Mini Rover .... (1988 to 2000) .............. N

Mini .......BMW (2001 0nwards) ........... M

Morgan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II

Morris. ...... Sedans, pre-1960 . . . . . . . . . . . .WW

Morris. ....... Sedans, 1960 on ............ XX

Motorcycles ......All British ............... UU

Other Coaches. . . . . . . . . . . . . . . . . . . . . . . . . . . . JJ

Other Sports Cars . . . . . . . . . . . . . . . . . . . . . . . . . CC

Production Sedans Sedans, pre-1960. ........ WW

Production Sedans Sedans, 1960 on .......... XX

Range Rover ..... 1975 on ................. A

Range Rover .... Up to 1974 .................B

Reliant ......... Sports Cars .............. HH

Rolls Royce ..... All models. .............. KK

Rootes Sedans . All Models, pre-1960. ....... WW

Rootes Sedans . All Models, 1960 on ......... XX

Rover ....... Sedans, pre-1960 . . . . . . . . . . . .WW

Rover ........ Sedans, 1960 on ............ XX

Sunbeam ......... Alpine. ................ GG

Sunbeam ..........Tiger ................. GG

Sunbeam ......... Talbot. ................ GG

Triumph ........... GT6. ...................V

Triumph .....Spitfire 1961 - 1973 ............ W

Triumph ....Spitfire 1974 onwards ............Z

Triumph ........... Stag .................. X

Triumph .... TR2, TR3, TR3A, TR3B ........... O

Triumph ....TR4, TR4A, TR5, TR250 . . . . . . . . . . . . Q

Triumph ...... TR6, 1969 - 1973 ..............R

Triumph ...... TR6, 1974 - 1976. ..............S

Triumph ........... TR7. ...................T

Triumph ........... TR8. .................. U

Triumph Other - Roadster, Herald, 2000, Vitesse. ..P

Buses/Trucks/Taxis . . . . . . . . . . . . . . . . . . . . . . . . VV

TVR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AA

MM

TREES


Welcome to the 35th annual British Car

Day® and the Souvenir Programme issue

of the Toronto Triumph Club’s awardwinning

magazine, Ragtop.

This year we are celebrating eight

anniversary cars on the show field,

ranging from the 1948 introduction of the

Series I Land Rover through to the 1978

introduction of the Triumph TR8 roadster.

As well as highlighting these featured

British car models, we have also reviewed

a number of other British marques and

models with a significant anniversary this

year, examples of which (most but not

all) can be found on the show field today.

This year also marks the 80th anniversary

of the establishment of Sunbeam-Talbot

(1938) under the Rootes Group brand,

although the company had traded

independently from 1902 under the name

of Clément-Talbot Limited; and the 70th

Welcome to British Car Day

Important Information, Times & Events

7:00 am Gates open for Sponsors and Vendors.

8:00 am Gates open for Show Cars and Flea Market vehicles.

9:00 am Vendor Area / Flea Market opens, Park Gates open for spectators.

10:00 am Things to do:

• Please take the time to visit Sponsor Street and see what our terrific sponsors have on

display. Sponsors for this year include Exotic Motorworks, Crescent Oil, visit Oakville,

Hagerty, Lant, Autoglym and Edward Jones.

• Check out our anniversary cars: Land Rover S1 (70 years), Austin A40 Farina, Austin

Healeys 100-6 & Sprite (60 years), Triumph TR6, Morgan Plus 8 and Jaguar XJ6 /

Sovereign (all 50 years).

• Drop by The Friends of Bronte Creek for a coffee.

• Elsewhere on the field Oakville Lions will be selling burgers, hot dogs & pop to help

fund their many charitable endeavours.

• Other food vendors are spread around the field too so you won’t go hungry!

• Visit the Toronto Triumph Club tent to buy a T-shirt, BCD Programme or poster.

Annual memberships are $40 p.a.

• Don’t forget to visit Vendor Village where you can shop for your LBC and much more.

• Check out all those wonderful cars and chat with the owners.

• Enjoy the sounds of Brit music brought to you by Jan’s DJ.

1:00 pm Voting closes for Participants’ Choice awards.

• Please submit your completed ballot no later than 1 p.m.

2:00 pm Awards and Charity Presentations

• Charlie Conquergood Award presented by Sandy McCrea.

• Awards presentation for Participants’ Choice judging. You must be present to collect

an award.

• Best of Show Judges’ Award presentation.

3:00 pm Closing comments.

SEE YOU AGAIN NEXT YEAR

Sunday, September 15th, 2019

anniversary of Land Rover and Bond Cars

(1948), with Land Rover being the only

surviving manufacturer today.

British Car Day usually presents a truly

A to Z of former and current British car

models and marques, some from the glory

days prior to the Second World War while

most of the classics you will see today

were manufactured during the 1950s, 60s

and 70s which spanned the recovery years

after the War through to the near demise

of the British car industry during the

1980s, while the more recent models, from

Jaguar, Land Rover, Lotus, Morgan, MINI,

Rolls Royce, Bentley and McLaren, are fine

representatives of the modern revival of

the British motor industry.

Bringing British Car Day to Bronte each

year takes many hundreds of volunteer

hours from the members and immediate

family of the Toronto Triumph Club, as well

as others from some of the participating

British car clubs and from outside friends and

supporters, as well as by the staff of Parks

Ontario. We also gratefully acknowledge the

financial support of our sponsors and the

participation of our vendors.

The Toronto Triumph Club Executive

and the Organising Committee hope you

enjoy this year’s British Car Day. If you

aren’t presently an owner of a classic or

current British vehicle, we hope that the

cars, trucks and motorcycles you see on

display today will inspire you to become

involved in this great hobby.

Have a great day and thank you for

participating at Bronte!

Terence McKillen

Editor Ragtop Magazine

Editor@TorontoTriumph.com

Dave Sims

BCD Chairman

President@TorontoTriumph.com

British Car Day Committee

Chairman/Park Liason: Dave Sims

Volunteer Co-ordinator:

Sponsorships:

Advertising Sales:

Vendors:

Event Promotion:

Financials:

Field Layout:

Computer Services:

Programme Editor:

British Car Day Programme

Editor:

Assistant Editor:

Sub Editor:

Art Director:

Advertising Sales:

Ron Etty

Frank Manning

Dave Sims

Frank Manning

Warren Beech

Al Benvenuti

Clive Huizinga

Johan Aaltink

Keith Stewart

Terence McKillen

Terence McKillen

Sean Doherty

Alison Postma

Michael Cleland

Frank Manning

“British Car Day ® ” is the registered trademark of the Toronto Triumph

Club Inc. This programme and its contents may not be reproduced or

distributed by any means without permission of the TTC. Most articles

and photography contained herein have been supplied by various

car clubs and are credited as such, where appropriate. This material

remains their property and reproduction is expressly forbidden, except

by permission from them and the TTC.

Printed by Printwell Offset, Brampton, Ontario.

Copyright © 2017 by the TTC.

British Car Day Programme • September 16, 2018 www.BritishCarDay.com BCD 7


Triumph

TR6 & TR8

We take a look at the best-selling and last of the traditional Triumph Roadsters celebrating 50 years

and its later iteration, the final Triumph convertible –celebrating 40 years in 2018

by Terence McKillen • Photographs by Dave Sims & Terence McKillen

Introduced a decade apart, the TR6

was the last of the line of body-on-frame

Triumph Roadsters, a series of models

that began with the TR2 back in 1953 and

reached its final evolution with the 150

bhp fuel injected, in-line, six cylinder TR6

(UK and rest of world markets only). The

TR8, like its smaller engined sibling, the

TR7, were of unibody construction and,

like the TR6, were designed specifically for

the North American market. If Triumph’s

standard model naming protocol had

been followed, the TR8 should have been

named the TR7A or TR7B but with the

availability of the Rover (ex-Buick) small

block V8 engine (3.5 L), the designation

TR8 was too good to pass up. Both cars

were acknowledged, in their day, with

acclamation. The TR6 was dubbed the ‘last

of the hairy-chested British sports cars’

and has been a firm favourite for 50 years

while in 1980, Car & Driver commented

that the TR8 represented, “nothing less

than the reinvention of the sports car.”

The TR6

The Triumph TR6 ranks as one of the

most popular British sports cars ever

made. Introduced in 1968, it was

basically a re-skinned TR5, complete

with fuel-injected (not North American

markets), six-cylinder engine mounted

to an IRS chassis. Long-time Triumph

designer, Giovanni Michelotti, was

unavailable at the time so German firm

Wilhelm Karmann GmbH was retained,

producing a sharp redesign but cleverly

utilising the same body tub. Many saw

the ‘Six’ as the last of a breed of macho

British sports cars, and as such was a

fitting replacement for the likes of the

Austin Healey 3000, which had ceased

production in 1968, just before the

TR6’s release.

In period, more TR6s were

produced than any TR model

before it. The last fuel-injected TR6

was made in February 1975, while

production of the ‘Federal’ car continued

on in carburetted format and with everincreasing

emissions strangulation until

July 1976, although in fairness Triumph

managed to hold on to an output of 104-

106 bhp throughout. When it was finally

replaced by the TR7, 94,619 examples

of the Six had rolled off the Canley

production line. A contemporary road test

noted “the protesting creaks and groans

from a chassis which still does not feel

completely rigid on really rough roads.”

Although the Karman designed

body was different from the preceding

TR5 and 4 models, it cleverly was not

as different as first appearances might

suggest. The TR6 essentially received new

front and rear sections while the centre

section remained as the old TR4/5/250.

The German studio redesigned the TR6

to utilise many of the existing body

pressings. The external boot and bonnet

shapes were changed significantly

resulting in more luggage space, however,

the existing scuttle, doors and inner

panels were retained.

The front and back had a more

squared-off look with a matte-black rear

valance

and with

the headlights

moved out to the wing edges,

resulting in a more aggressive appearance

and finally shedding the rounded design

of the earlier TRs. Triumph retained the

2.5 litre in-line six-cylinder engine and

added a front anti-roll bar and wider (5½

J) wheels, the latter giving the car a lower,

leaner look. The contemporary advertising

by Triumph claimed that the “TR6 beats

any previous TR for road holding, and

that’s really saying something.”

In the cockpit, the facia

and trim followed that of the

TR250 except the ammeter

became a voltmeter and the

instruments changed from

the needle hanging down

to being upright and bezels

went back to being chromed.

The ignition key migrated

from a central position on

the facia to the lower side

of the steering column as

a steering lock was added.

Seating

was improved

with contoured and

adjustable bucket seats

with headrests provided

in the Federal specification

models. For some reason, the fuel tank

got smaller, with only a 43 litre capacity

compared to the 53 litres of the TR4A.

The UK CP series (with PI), produced

from 1969 to 1972, had a nominal 150 bhp

output at 5500 rpm. The corresponding

North American models, the CC series

(twin carb) had a nominal output of 106

bhp at 4900 rpm. The 1973 to 1976 UK

BCD 8 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

Ragtop I Summer I 2013 www.TorontoTriumph.com 9


TRF Wishes You a Great Day

We are hoping you have great weather and a good turnout for British Car Day.

As Jack McGahey has said, “We come together for the cars, but we stay for the

people.” This is something that does not change for us at The Roadster Factory

with regard to national politics. Our relationship with Toronto Triumph Club goes

back a long way, and we hope it will last forever.

Parts Catalogues

Most of The Roadster Factory’s parts

catalogues are found on our web site, but

we are in process of publishing a new “TRF

Shopping Guide.” It is also found on the

web site, but we will send paper copies to

the club when it comes out in September.

Email Newsletters

Our Philosophy

TRF arranges to manufacture as

many parts as possible, actually a

large number for a small company.

It is our goal to make parts that look

like original Triumph parts and

function as well as they did or even

better in some cases. Concours

enthusiasts like our parts because

they look right. Hard drivers like

them because they are always the

best we can offer. We never sell a

part to a customer that we would

not use on our own cars.

TRF transmits two newsletters every week. They offer short and long term

sales and sometimes special shipping. They also promote our hobby generally and

provide various insights and historical perspectives. If you don’t currently receive

the newsletters, please subscribe on our home page. You can easily unsubscribe

later if you wish...

“Thanks to Canada for Continuing to Stand up for

Human Rights Worldwide”

The Roadster Factory, 328 Killen Road, Armagh, PA 15920, U.S.A.

Telephone 800-234-1104 • Fax 814-446-6729

www.the-roadster-factory.com or at www.trfweb.us

models (with PI) had the power output

reduced to 125 bhp at 5000 rpm to meet

European emissions regulations while the

corresponding Federal cars produced 104

bhp at 4500 rpm. To Triumph’s credit, they

attempted to keep the Federal model’s

power output consistent throughout

which they almost achieved despite some

extra weight gain, more complex bumpers

and door inserts and yards of rubber

tubing being added along the way.

Contemporary road test numbers for

the UK TR6 indicated a zero to 60 mph (97

km/h) time of 8.2 seconds and a top speed

of 119 mph (190 km/h), while the federal

cars achieved 0-60 mph in 10.7 seconds

and a top speed of 110 mph (177 km/h).

Some of the progressive changes

made to the TR6 included the change in

1970 of the windscreen frame from body

colour to black, and a change in cooling

hoses from ‘bumble bee’ black-yellow

to green colour as well as the air intake

flap on the cowl being replaced with a

plastic grill. In 1972, the compression

ratio was dropped from 8.5:1 to 7.75:1, in

the UK cars and in 1973, the Union Jack

decal replaced the TR6 logo on the rear

wing of the Federal models. In 1974, new

interior trim included centre door pulls

while in 1975 rubber bumper overiders

were introduced to the Federal models

and the front bumper was raised with

the front indicator lamps moved under

the bumper and an air injection system

introduced.

The TR6 featured a four-speed allsynchromesh

manual transmission

with optional overdrive initially using a

Laycock-de-Normanville A-type which was

replaced by the J-type unit for 1973. The

TR6 also continued with the semi-trailing

arm independent rear suspension, rack

and pinion steering, 15-inch wheels, pile

carpet in both cockpit and trunk which

was now fitted with a courtesy light.

Braking was accomplished by servoassisted

disc brakes at the front and drum

brakes at the rear.

In addition to overdrive, options

included a steel hardtop, vinyl tonneau

cover, AM or AM/FM push-button radio,

wire wheels, cigarette lighter, luggage

rack, driving/fog lamps, rubber floor mats,

walnut gear shift knob, Koni adjustable

shocks, striping kit, and in the U.S., air

conditioning. Michelin 185 SR-15s or

Goodyear G800s were the standard tyres

of the day but most owners now run on

205/70R15 radial tyres.

The TR8

The TR7/8 combination was one of the few

Triumphs that didn’t evolve directly from

an earlier model and shared no DNA with

any of the earlier roadsters. The wedgeshaped,

unibody design was a completely

new departure for a Triumph roadster

and, like the larger Triumph Stag, was

specifically focused on North American

sales. Contemporary Triumph advertising

promoted the TR8 in North America as

the “English Corvette”. The monocoque

body provided welcome rigidity that was

missing in all of the predecessor Triumph

roadster models.

Plans for a V8-engined car were on the

design table from the very beginning of

the TR7 project but labour unrest, engine

availability and other factors delayed its

introduction until 1978. Final styling of

the ‘Wegetarians’ was completed in 1971

under Harris Mann, a stylist working out

of the Austin-Morris design studio rather

than the Triumph division. The front

independent suspension used coil spring

and damper struts and lower single link

at the front, and at the rear was a fourlink

system, again with coil springs. The

suspension was adapted from the Rover

British Car Day Programme • September 16, 2018 www.BritishCarDay.com BCD 11


"Keep‘em On The Road"®

3500. Front and rear anti-roll bars were

fitted and the car was provided with front

disc brakes and drums at the rear.

The Rover V8 engine began

life as the Buick 215, an

all-aluminium engine

introduced in 1960.

The compact engine was

light, at just 144 kg (318 lb), and

capable of high power outputs. Rover

purchased the rights to the engine in

1964 and following further in-house

development, introduced the 3,528 cc

engine for the Rover 3500 (P6), the Rover

SD1 and various Land/Range Rover

models. Shifting the Triumph-built five

speed transmission is easy, once warmed

up. When cold, the box has a somewhat

difficult 1-2 shift. Careful lubricant

selection has alleviated this, as the factory

specified too heavy an oil for the built in

pump to circulate. The 3.08:1 differential

ratio makes highway cruising comfortable.

In 1980, two Stromberg carburettors

were standard but Bosch fuel injection

was later required for the California

market. By 1981, all TR8 cars being

delivered to the U.S. market had a

Bosch L-Jetronic fuel injection system

with a specially designed Lucas fuel

injection computer. Instrumentation is

comprehensive and can be seen clearly

through the top part of the small padded

steering wheel. Switches and controls are

easy to locate and use.

The TR8 came well equipped with

extras and options. Power steering was

standard. The heating/cooling system

was outstanding in comparison to most

British cars of its day, being able to keep

the car comfortable in both summer and

winter conditions.

The TR7/TR8 model production had

a very chequered production history.

There were three factories involved in the

production run from 1975 to 1981, initially

at Speke, then Canley and finally at the

Rover plant in Solihull. On occasion, cars

were being assembled in two factories at

the same time, resulting in better quality

build control at one over the other. It is

reported that cars assembled at Speke

suffered from significantly more problems

than cars produced at Canley or Solihull.

Our TR8 was provided by Brad

Reynolds of the Toronto Triumph Club.

Brad’s car is a 1981 example in metallic

green over tan with five-speed manual

transmission. Goodyear G800s were the

factory supplied tires, on 13 x 5.5 inch

vented cast alloy rims but most owners

now run on 185/70R13 radial tyres.

The car feels very solid especially

compared to the TR6 and earlier

roadster models because of the unibody

construction. Brad’s engine bay and

bodywork are in good shape, having

been repainted in 2010. The instruments

on the dash panel are easy to read but

gone are the wooden panels fitted on

Triumph’s earlier roadsters. The unibody

construction and the shortest wheelbase

of any TR roadster, provides the TR8 with

great agility. The Rover V8 emits a great

sound under acceleration and has good

low-end torque and the car is a joy to

power around corners. Everything seems

to come together providing for a great

deal of fun.

The original fuel injection has been

swapped out of Brad’s car in favour of a

4-barrel Holley carburettor with a very

neat Edelbrock pancake air canister. Brad’s

car is pretty much stock excepting the

Holley carburettor, and he has added an

Offenhauser 4-barrel, dual port intake

manifold and Bilstein adjustable struts.

The power output varies depending

upon the source of the data but it seems

that the TR8 in standard Federal trim

developed around 137 bhp at 5,000 rpm,

sufficient to achieve a top speed of 120

mph (190km/h) and acceleration from

0-60 mph (100km/h) of about 9 seconds

which is comparable to the V8 Triumph

Stag and significantly better than a

normally aspirated Federal TR6. At 60 mph

(100km/h) in fourth gear the tachometer

is reading 2,700 rpm and in fifth it drops to

2,300 rpm for very comfortable highway

cruising. Fuel consumption is a relatively

thirsty 21-22 mpg.

TR8 Coupé

It is a not a particularly well known fact

that the Triumph factory produced 145

pre-production LHD TR8 coupés for

evaluation in the United States, powered

by the Rover V8 engine, prior to making

the commitment to go ahead with the TR8

convertible. The cars were well received

by U.S. dealers and Triumph subsequently

decided to put the TR8 into production.

A further number of production coupés

(somewhere around 100 to 120 units)

were shipped to the U.S. in 1979 and 1980,

immediately prior to the introduction of

the TR8 convertible. Currently, these TR8

coupés are as rare as hen’s teeth.

Conclusion

Both these cars are brilliant classic models

and a reflection of the great design and

engineering thought that was emanating

from Triumph in late 1960 into the 1970s

despite the deteriorating business world

in which the development and production

teams were operating. Both cars deserved

to succeed in their targeted market

segments, and the TR6 certainly did, but

what a great pity the “reinvention of the

sports car” hit the proverbial brick wall

before it could reach a wider market. Only

an estimated 2,750 TR8s were built over the

three year production run. BCD

Parts and Accessories for

TR2, TR3, TR4, TR4A, TR250, TR6, TR7, TR8, GT6, Spitfire

VictoriaBritish.com (800) 255-0088

©2016 Long Motor Corp.

BCD 12 www.BritishCarDay.com September 16, 2018 • British Car Day Programme


Aston Martin

DB4

-60 Years

Auto

Hibernation

The DB4 was the fourth grand

tourer produced by Aston Martin,

under the ownership of David Brown,

from 1958 until 1963. Technically, it

was a development of the DB Mark III it

replaced, but with a completely new body.

The DB4’s design formed the basis for later

Aston Martin classics, such as the DB4 GT

Zagato and the Lagonda Rapide 4-door

saloon. It was eventually replaced by the

Aston Martin DB5.

Brown had made his fortune in farm

tractors and transmissions and proceeded

to build a well-known line of Aston Martin

sports cars, starting with the Aston DB1

(1948-50). However, the DB1 was just a

low-volume interim car, and Brown began

producing really serious sports cars with

the faster, sleeker DB2 model (1950-53). It

was a race winner trimmed like a Rolls-

Royce, as were subsequent Astons. Aston

Martins were expensive cars built mainly

for gentlemen, although a young rock star

called Mick Jagger owned one in the 1960s.

It was the subsequent model, a

1964-65 Aston Martin DB5 driven by

James Bond in the first Bond movies,

that introduced the Aston Martin brand

to most North Americans. Aston Martin’s

history actually dates back to 1917, but

auto racing enthusiast Brown bought

the financially troubled Aston Martin

company to have, as he lightheartedly

put it, “a lot o’ fun.” The first prototype

Aston Martin was partly developed by

Lionel Martin, and the Aston part of the

company’s name was derived from Aston

Clinton, Buckinghamshire, which used to

host a hillclimb event (now known as the

Chiltern Hills Vintage Vehicle Rally).

About 1,204 DB4s were produced

over its five-year production run. The

lightweight superleggera (tube-frame)

body was designed by Frederico Formenti

of Carrozzeria Touring in Milan, and it

caused quite a sensation at the 1958

London Motor Show. Although the design

and construction techniques were Italian,

the DB4 was the first Aston to be built at

the company’s Newport Pagnell works in

Buckinghamshire. Every major part of the

DB4 was new, with a new frame designed

in six weeks which went on to be used

through the 1960s and 1970s.

The 3.7 litre engine was designed by

Tadek Marek, a Polish engineer, who had

studied at Berlin’s Technische Universität

before joining Fiat in Poland and also for

General Motors. He moved to England

in 1940 to join the Polish Army in exile

and in 1949 joined the Austin Motor

Company, eventually joining Aston

Martin in 1954. There he designed three

engines – developing an alloy straight

six-cylinder for the Aston Martin DBR2

racing car (1956), later refined for the DB4;

redesigning the company’s venerable

straight six-cylinder Lagonda (1957); and

developing the Aston Martin V8 (1968).

The DB4’s engine was prone to

overheating initially, but the 240 hp

produced by the twin-SU carburetor

version made buyers forgive this

unfortunate trait. Servo-assisted disc

brakes were fitted all-round. The

independent front suspension used

ball-jointed wishbones, coil springs and

rack-and-pinion steering. The live rear axle

also used coil springs and was located by

a Watt’s linkage.

A car tested by The Motor magazine in

1960 had a top speed of 139.3 mph (224.2

km/h) and could accelerate from 0-60

mph (97 km/h) in 9.3 seconds. The test car

cost £3,967 including taxes. The DB4 could

do 0-100 mph and stop in 27 seconds -

sensational for the late 1950s and early

1960s. No American car, regardless of

power rating, could match that feat, which

Aston proudly advertised.

There were five “series” of DB4. The

most visible changes were the addition

of window frames in Series II and the

adoption of a barred grille in Series IV.

The Series III cars differed from the earlier

ones in having taillights consisting of

three small lamps mounted on a chrome

backing plate. Earlier cars have singlepiece

units and the last Series V cars of

September 1962 have similar taillights

but recessed. The Series V also has a taller

and longer body to provide more interior

space, though the diameter of the wheels

was reduced to keep the overall height

the same. The front of the Series V usually

was more aerodynamic as already used

on the Vantage and GT models, a style

that was later carried over to the DB5

cars. A convertible was introduced in

October 1961. BCD

By

Parkfield Motor Cars Ltd. est. 1974

Fully Insured, Free Standing 22,000 sq. ft.

Building with No Columns or Posts

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• Seasonal Complimentary Chauffeured

Livery Service Available

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Contact Chris Sas at 416-720-4133 or 905-833-4336

email: chris@saspark.com

www.autohibernation.ca

BCD 14 www.BritishCarDay.com September 16, 2018 • British Car Day Programme


Austin

A40 Farina

-60 Years

by John McLaine

The Austin A40 Farina was a midsized

family car introduced by Austin in

saloon format at the 1958 London Motor

Show and in the Countryman (estate)

version the following year. Although

usually referred to as the A40 Farina,

to distinguish it from previous models

bearing the A40 name, it was badged

simply as the Austin A40. It was also

produced in and for other markets, mainly

exports to Commonwealth countries

in CKD format but also built in Italy by

Innocenti, who contemporaneously and

subsequently built Minis and Allegros

under licence. The A40 was introduced at

a time of growing prosperity in the UK,

when families were acquiring a car for the

first time or acquiring a second family car

for mom and the older teenagers to share.

Although it is often overlooked in the

history of BMC, the Austin A40 was an

important model. It marked a transition

or turning point in the evolution and

direction of BMC’s automotive designs. It

was the first post-WWII Austin to be styled

without input from Ricardo ‘Dick’ Burzi,

the Argentinian designer who had moved

over to Austin’s design team from Lancia

in 1929. More importantly, it presaged the

fashion in Britain for employing Italian

design houses to style regular family

cars rather than just exotic models; in

the case of the A40, Battista Farina of the

Pininfarina Studio was employed while

Triumph engaged Giovanni Michelotti

for the contemporary Herald models.

It also was the last rear-wheel drive

small car introduced by BMC before the

introduction of the front-wheel drive

Austin

and

Morris Minis a

year later, in 1959.

Initially

conceived to

replace the ageing

A35, the A40

emerged as a cleanstyled

two-door, two-box design. Under

the bodywork, the same A-series engine

that powered the A35 and the Morris

Minor was used, and the running gear

was absolutely conventional, despite

the innovative styling. It used the A35’s

underpinnings, including the dubious

hydro-mechanical brakes.

The Countryman hatchback appeared

a year later in October 1959, and differed

from the saloon in that the rear window

was now a horizontally-split tailgate

having a top-hinged upper door and

bottom-hinged lower door – actually a

small estate car. Individual seats were

fitted in the front, with a bench at the

rear that could fold down to increase

luggage capacity. Options included a

heater, radio, and windscreen washers.

The gearshift was floor-mounted and

the handbrake positioned between

the seats. The door windows were not

opened by conventional winders, but

pulled up and down using finger grips.

The Countryman design presaged the

advent of hatchbacks that would become

dominant in the industry 15 or more years

later. In Italy, Innocenti went a step further

and added a single-piece tailgate, calling

it the Combinata. (I have fond memories of

setting off on camping and canoeing trips

with friends in a new 1962 A40 Countryman.

The car was quite capable of hauling all

the necessary paraphernalia for a weekend

under canvas together with a couple of

kayaks strapped to a roof rack – Ed.)

An A40 Farina Mark II was introduced

in 1961. It had a 3.5 in. longer wheelbase

which served to increase the passenger

area in the back and the front grille and

dashboard were redesigned. The Mark

II had more power (37 hp) and an SU

replaced the previous Zenith carburettor

but was otherwise similar mechanically.

An anti-roll bar was fitted at the front.

The 948cc engine was replaced in the

late 1962 by a larger 1,098cc version with

an output of 48 bhp. The A40 shared

this engine with the Morris Minor. An

improved gearbox was fitted to the A40

at the same time although still sans

synchromesh on first gear.

Further changes were minimal. However,

in 1964 a new fascia with imitation wood

veneer covering was fitted. This version of

the model remained in production until

British Car Day Programme • September 16, 2018 www.BritishCarDay.com BCD 17


Creative Commons

1967. The brakes

also became fully

hydraulic, replacing

the semi cableoperated

rear system

that the Mark I had

inherited from the

A35. Nevertheless,

the introduction at

the end of 1962 of

the similarly sized

Morris 1100, followed

by an Austin-badged

counterpart a year

later, left the A40

looking cramped on

the inside and outclassed in terms of road

holding and ride.

A deluxe version tested by The Motor in

1958 had a top speed of 66.8 mph (107.5

km/h) and could accelerate from 0–50

mph (80 km/h) in 19.5 seconds. A fuel

consumption of 38 miles per gallon (7.4

L/100 km) was recorded. The test car cost

£689 including taxes.

Believe it or not, the

A40 Farina played a

very significant role in

British saloon car racing

over the years, starting

most notably when

Doc Shepherd secured

the British Saloon Car

Championship in 1960.

Race-prepared cars

frequently achieved

more than 70 bhp

from the A-Series

engine.

The production run ended in

November 1967 after approximately

342,000 had been built in the UK (plus

67,207 in Italy as the Innocenti A40). As

the BMC 1100/1300 range established

itself as the UK’s top seller, the newer

more space-efficient ADO16 took sales

away from the A40. In its last year, only

12,000 A40s were built. The last of the A40

The Austin Motor Company was one of

England’s earliest car manufacturers, founded by

Herbert Austin in 1905 with its factory at

Longbridge near Birimingham, and merging with

Morris Motors Ltd in 1952 to form the British

Motor Corporation. The A40 ‘Farina’ was actually

one of the last Austin-badged cars; other

Longbridge models wore differing marque badges

denoting their levels of equipment and trim.

The new “baby Austin” was in development between 1955–58 and was designed

by the Italian stylist Battista Pininfarina. It was launched on 18th September 1958

and the standard model (heater and extra trim not included!) cost £676 7s 0d. The

Mk 1 was propelled by the wonderfully compact 948 cc A-series engine (which

grew from a design originated in the late 1940s by Eric Bareham). It returned an

average of 45 mpg, did 0–60 in 35.6 seconds (!) and could reach 73 mph.

A ‘Countryman’ version of the saloon (with top-hinged rear window – arguably

one of the first “hatch-backs” in UK mass-production) was announced in

September 1959 and, two years later, the Mk 1 models were restyled into the Mk 2

which (later to have 1098cc engines) continued in production until 20th November

1967, by which time a grand total of 342,180 A40 Farinas had been built.

Today the A40 Farina Club Ltd estimates that less than six hundred of the little

cars now exist but they still represent economical classic motoring. The Club was

founded in 1979 and has almost 400 members around the world. Annual subscription

is just £17.50 and technical advice is always available, plus the Club has a thriving

spares supply service combining top-quality components with sensibly low prices,

while steadily expanding their list of remanufactured obsolete items unavailable

elsewhere.

Farina News, a 42-page A5 full-colour magazine is published quarterly, while

several friendly meetings are organised during the year. Many members attend various

car shows while others are enthusiastic race or rally participants (specially-prepared

A40s can be very, very quick!)

For further details do please contact us either by post to 36 Wood End, Banbury

OX16 9ST, e-mail us to info@A40FarinaClub.co.uk or else feel free to visit our

website at www.A40FarinaClub.co.uk or find our official club page on facebook.

thanks for your interest

production

run enjoyed a final burst of

publicity as Unit Beat ‘Panda’ cars for

Birmingham City Police. The UK based

A40 Farina Club now estimates that less

than four hundred of these unique little

cars exist world-wide (a one-tenth of one

percent survival rate). BCD

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BCD 18 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

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Morgan

Plus-8

– 50 Years

by Norm Hendrycks

The history of the Morgan Plus-8

using the Rover 3.5L V8 engine is well

documented in the book titled “Morgan

- First and Last of the Real Sports Cars”

by Gregory Houston Bowden. The first

Morgan Plus-8 had chassis number R7000

and the last was chassis number R13233.

The total Plus-8 chassis numbers allocated

was 6,233 but 31 were never built. There

were five duplicate chassis numbers

leaving the total number of Plus-8 (Rover)

manufactured from 1968 to 2004 at 6,207.

The concept of the Morgan Plus-8

began in May of 1966 and in 1967 Morgan

was ready to fit the Rover V8 engine into

the chassis of the Plus-4. The first Morgan

Plus-8 was produced in October 1968 and

the last one was in May 2004.

The body of the first production run

had to be widened by two inches to

accommodate the wider tires used on

the Plus-8. This was accomplished by

widening the wings by one inch on either

side. The body was also lengthened by

two inches

From 1968 to 1972 the Plus-8 had the

Rover 3.5L V8 with

a 10.5:1 CR,

184 BHP at 5200rpm, and used the Moss

gearbox 4-speed manual transmission

with synchromesh on 2nd,3rd,and 4th.

The carburettors were twin SU type HS6.

From 1972 to 1977 the Plus-8 Rover V8

engine was reduced to 9.25:1 CR and used

the Rover 3500s 4-speed all-synchromesh

manual transmission, which required a

modification of the chassis to accept the

new transmission.

From 1974 to 1992 all imported Morgan

Plus-8s to the United States were converted

to propane by independent dealers in

order to pass the U.S. emissions regulations.

From 1977 to 1995 the Plus-8 Rover

V8 compression ratio was raised to 9.35:1

and used the Rover LT77 5-speed allsynchromesh

manual transmission which

required a further widening of the body

in order to fit the new transmission and

changes in tyre size.

In 1981 the engine’s twin carburettors

were changed to Stromberg CD175.

In 1990 the 3.9L

version of the

Rover engine was fitted with Lucas fuel

injection.

In 1995 the Rover R380 - speed allsynchromesh

manual transmission was

introduced which was used until 2004.

In 1996 the Rover 4.6L engine became

an option.

In May of 2004 production of the Morgan

Plus-8 using the Rover engine stopped with

the last chassis number R13233.

In all, the Morgan Plus-8 grew from

57.5 inches in 1968 to 67 inches in width

by 2004 and the Rover engine size

increasing from 3.5L to 3.9L to 4.6L.

In 2012 a new Morgan Plus- 8 was

introduced powered by a 4.8L BMW V8.

In 2014 Morgan announced a Limited

Edition run of 60 Plus-8s.

My 1969 Morgan Plus-8 Chassis # R7077

My Morgan Plus-8 was purchased from

the factory in Malvern, Worcestershire

on December 23, 1968. It came off the

assembly line and was test driven on the

19th of May 1969 by Charlie Curtis. It left

the factory on 23rd June 1969. I received it

on July 26, 1969, delivered through Metro

Motors in Windsor, Ontario. I ordered

my Plus-8 in black with red interior, but

received it in gray primer with black

interior. I was informed that I could have it

painted the colour of my choice.

The standard 1968 finishes for

Morgans was Westminster Green,

Crimson, Indigo Blue, Orange Chrome or

Broken White. WOW! Alternative colours

were at an extra charge of £15. A rear

bumper was an extra £5, seatbelts - lap

and diagonal, an extra £9.1s.

There was an interesting statement

in the original brochure which read,

“Powerful yet docile, you can sing up

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BCD 20 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

British Car Day Programme • September 16, 2018 www.BritishCarDay.com BCD 21


to seventy mph in 7.5 seconds or start

from standstill in top gear, as a test of

strength”. It has been stated that the

suspension was so stiff that if you drive

over a Canadian quarter you could tell if

it was heads or tails.

After a short pre-delivery discussion

with Doug Ellis of Metro Motors, we were

on our way home. Keep in mind that

when driving a Morgan there is always an

adventure associated with it. I was having

an exciting time driving while my friend

George was reading the Owner’s Manual

giving me details as we travelled along. No

more than 40 miles or so from Windsor we

heard some funny noises; a grinding noise

from the rear axle every time we turned

a corner. “George, what was that?” I asked

“I don’t know,” was George’s reply, “There

is nothing in the manual about that.”

We stopped and called Metro Motors.

We were reassured that it was only the

Salisbury Limited Slip differential breaking

in and there would be no problem. We

set off again somewhat assured that

there would be no more surprises. We

were on our way again, top down, wind

in our hair, George still reading the

Owner’s Manual. Just past London we saw

potential rain clouds so we stopped under

an overpass to put the top up and install

the side curtains. The Manual refers to

the convertible top as “The Hood”. On our

way again, we were greeted with a steady

rainfall and we soon realize that there

is limited protection in the car with the

“Hood” up. Wet outside and wet inside and

no defroster. The defrosters were installed

in later years. We used whatever we had

on hand to keep the windshield inside

clear and with not a lot of dry clothes

available it was difficult. However, after a

lot of laughs we made it home.

I decided that the Morgan Plus-8 was

to be painted “Smokey Gray” to match

the colour of the Owner’s Manual. Not a

good colour for dawn and dusk driving,

as I soon discovered. Some years later

the car was repainted with a red body

and black wings. It was at this time that

I detected some wood deterioration

caused by retained water in the padding

material under the vinyl interior covering.

I purchased some Belgian Ash and made

new wood chassis parts to replace the

deteriorated wood. I decided to leave

the new wood exposed so it could dry

when it got wet. I like it better, no more

moisture problems. The mechanical fuel

pump was replaced with a Carter P4070

electric fuel pump.

With having three children, I had to

store the car for a few years but now the

Morgan is back on the road.

It is an interesting car with an

interesting history made by a familyowned

business in a small English town.

It has maintained the “Morgan Shape”

with little to no change in the body shape,

which was introduced in 1935 when the

first 4-wheel car was produced. BCD

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BCD 22 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

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13-08-30 5:30 PM

British Car Day Programme • September WWW.DRAKESBRITISHMOTORS.COM

16, 2018 www.BritishCarDay.com BCD 23


Land Rover

Series 1 (LR 1) – 70 Years

Staff Report

I’m not an expert on the Land Rover

marque but even the most basic research

would not dispute that the brand and

early model is regarded as an enduring

British icon. You have probably seen

images of the Queen, in her wellies

and headscarf, piloting her Land Rover

across the countryside at Balmoral or

Sandringham. Indeed, the Land Rover was

granted a royal warrant by King George VI

in 1951, only three years after the vehicle

was first launched. In preparing this

revue I have drawn heavily on input from

Wikipedia and the Ifixit and Land Rover

FAQ websites.

The initial design was scratched out on a

Welsh beach in 1947 by Maurice Wilks who

at the time was chief designer at the Rover

Company. He collaborated with his brother

Spencer, Rover’s managing director, on

the project. Maurice had been using a

Willys Jeep for light utility on his farm in

Newborough, Anglesey and was pleased

with the Jeep’s usefulness but found that

parts were very difficult to acquire and only

available in bulk from military surplus. He

thought there would be a market niche

that Rover could step into with a similar

vehicle, so he and Spencer set about

building a prototype. The project was

simply called Land Rover (the terms “Series”

and “Defender” are retroactive and only

introduced in the 1990s). The prototype,

later nicknamed Centre Steer, was built

on the Jeep chassis and axles coupled to a

Rover car engine.

In April 1948, the Land Rover was

officially launched, at the Amsterdam

Motor Show to a positive reception.

Three thousand production models were

produced for 1948 and approximately

182,000 vehicles were produced until the

introduction of Series II in 1958. The early

choice of colour was determined by a

surplus of military aircraft cockpit paint,

so vehicles only came in various shades of

light green; all models until

recently feature sturdy

box section

ladder-frame

chassis. The

use of

simple

body panels

made from

light alloy

and a chassis fabricated from

off-cuts avoided the use of rationed steel

and the need for complex and expensive

press tools. Early vehicles were field-tested

at Long Bennington and designed to be

field-serviced. Fourty-eight prototypes were

produced during development at Rover’s

Solihull facility that first year.

Rover quickly realised that this ‘stop

gap’ product was set to outsell its other

vehicles – and by the end of 1948 was

exporting the Land Rover to nearly 70

countries. The U.S. received their first Land

Rovers the following year.

During the life of the Land Rover many

different engines have been fitted. The

inlet-over-exhaust petrol engines (“semi

side-valve”), in both four- and six-cylinder

variants, which were used for the Series I

Land Rovers, and which had their origins

in pre-war Rover cars had a displacement

of 1,600 cc. In 1951, Land Rovers received

2.0L motors to replace the 1.6L powerplant.

The 1,997 cc Petrol, inlet-over-exhaust

Series I engine, carried over for the first few

months of Series II production.

In 1950, changes were made to the

original Land Rover design, which included

larger and more powerful headlamps that

shone through apertures in the grill, and

a hard-top. The four-wheel system was

modified to shift dynamically, with drive to

the front axle in high range being activated

by pressing down on one lever, while low

range was selected by pulling another lever

rearward. In selecting low range, four-wheel

drive was automatically engaged.

Then, in 1953, to increase the

load space area, the wheelbase

of the Land Rover

was extended to

86 inches. A new

long-wheelbase

pickup version and

a Station Wagon were

introduced and well

received.

1956 saw more tweaks to the size of

the platforms with the introduction of

a 10-seater, 107-inch wheelbase Station

Wagon. Other wheelbases were extended

to 88 and 109 inches to make room for a

new diesel engine under development.

One of the last major improvements to

the “LR1” came in 1957 with the introduction

of the 2.0L overhead valve diesel engine.

This engine has endured and evolved over

the years to become the 300 TDi turbodiesel,

which remains in production today for some

international markets. In 1965 Rover acquired

from General Motors an alloy 3.5 L V-8 engine

which after further design changes in Solihull,

went on to power many subsequent Rover,

Land Rover and Range Rover models as well

as the Triumph TR8 and Morgan +8.

Various Land Rover models have been

used in a military capacity, most notably

by the Australian Army and British Army

which purchased a trial batch of Series

I Land Rovers in 1949. The earliest Land

Rovers were found to complement the

Austin Champ very well. The Land Rover

was cheaper, lighter, consumed less fuel,

and was ideal for behind-the-lines transport

duties. However, the Champ was better

suited as a front-line combat vehicle.

Military modifications may have included

“blackout” lights, heavy-duty suspension,

uprated brakes, 24 volt electrics, convoy

lights, electronic suppression of the ignition

system, blackout curtains and mounts for

special equipment and small arms. BCD

British Car Day Programme • September 16, 2018 www.BritishCarDay.com BCD 25


416.871.2358

9 Forster Park Drive

Oakville, Ontario Canada L6K 1Y5

info@winslowdelaney.com

www.winslowdelaney.com

Austin

America

– 50 Years By Mark Margetts

Todd Miller of the Austin America

Club has kindly authorized the publication

of this short history of the Austin America.

The Austin America was a special version

of the two-door Austin 1300 (ADO 16).

Approximately 59,500 of them were made

exclusively for export to the USA and were

sold from 1968 to 1972. The Americas

were intended to compete directly with

the highly successful VW Beetle and

throughout the sales, the marketing

campaign advertised them as, “the perfect

second car.” One ad compared the road

holding stability of the two by showing

an image of the Beetle as a kite and the

America as a brick.

The Austin America was available with

either a 4-speed all synchromesh, manual

transmission or with an Automotive

Products 4-speed automatic transmission.

The automatic transmission could be

shifted manually, or left in “Drive” to shift

on its own. All models had a single HS4

(1½”) SU carburettor and a smog pump to

meet emission standards.

A sad reputation

Unfortunately, most of the cars were

plagued with numerous mechanical

problems and in damp climates, severe

rust. In the U.S., they suffered from being

underpowered and not able to withstand

the fast freeway driving to which the

American consumer was accustomed. Since

the automatic transmission version was

heavily advertised and sold, it subsequently

failed most often. Like the manual

transmission, the automatic, also being the

oil pan, ran in the engine oil. This made it

extremely susceptible to failure and many

of the automatics were in for transmission

repairs while still under warranty.

Since the engine and transmission

shared the same oil, and sat one on top

of the other, when one failed, it often

caused problems and damage to the

other. The cars gained a reputation for

being unreliable and they soon paled

in comparison to the VW’s, Hondas,

Datsuns and Toyotas of the time. With

an original sales price of between $1,900

and $2,200, it was probably difficult

to justify the expense of rebuilding an

engine or transmission after a serious

failure, when the car was only a few years

old. A testament to this is the number of

Americas that used to be in the wrecking

yards with less than 50,000 miles on the

odometers.

Fate of a great car

The final fate of many Americas was as

engine donors for the Mini enthusiasts

who were looking to replace their smaller

engines with a 1275cc engine. The bodies,

which didn’t share anything in common

with their little brother Minis, were then

scrapped at the wrecking yard.

Today, very few Americas remain. Of

those that are left, even fewer are still

on the road and fewer still are driven

regularly. A sad fate for a car that, along

with the Mini, is credited with being the

first mass produced front-wheel drive

passenger car. And, a car that ultimately

set a design standard by which “economy”

cars still follow. BCD

Thanks to Todd Miller of the Austin America

Club (www.AustinAmericausa.com).

London Trading Post

Classic British Countrywear

www.londontradingpost.ca

Spencefield House

189 County Rd 49

Bobcaygeon, ON K0M 1A0

Tel/Fax: (705) 738-1956

Open most weekends

Sat. 10am-3pm Sun. 11am-3pm or by appointment

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J.D. AUTO SERVICES

British & European SPORTSCARS

Josip (Joe) Dukova

Austin-Healey

SPRITE

– 60 Years

by Ron Redshaw

Rexdale Blvd.

301 Rexdale Blvd. Unit C,

Etobicoke, Ont. M9W 1R8

TEL: (416) 746-1048

Martin Grove

BRITISH CAR

REPAIR SHOP

l TRIUMPH

l MG

l LOTUS

l JAGUAR

May 20, 2018 marked the sixtieth

anniversary of the launch of the Austin-

Healey Sprite. The Sprite became a sales

success for British Motor Corporation,

filling a void in the sports car market for

an affordable sports car aimed at the baby

boomer generation. Those who know

British sports cars will be familiar with

the Sprite. Sprite owners have included

George Harrison, David Letterman, and (of

course) Jay Leno, while the racing world’s

who’s who have competed in Sprites both

in rallies and at the track. On the field

today you can expect to see about two

dozen Sprites as well as a complement of

‘sister’ MG Midgets.

In the winter of 1956 a meeting took

place between Donald Healey and BMC

director Leonard Lord. Lord wanted

a low-cost sports car to replace the

Austin7 Nippy and Austin Ulster models

of the 1930s. Donald took this request

to the Healey works

in Warwick and

met with his son

Geoff and the

small Healey

team. This team

had previously

conceived and

developed the

Austin-Healey 100.

They were given two

constraints: minimize

the cost and use existing

BMC spec parts. The team used the stateof-the-art

D Type Jaguar and Porsche 356

as models even though they were working

to a strict budget.

The BMC directives required that,

where possible, existing BMC parts were

to be utilized. The Austin A35 A-series

948cc engine, gearbox, front suspension

and rear axle, along with the Morris Minor

rack-and-pinion steering were specified.

The combination MGA brake and clutch

master cylinders were used. While the

front brakes were A35 standard, Geoff

Healey contacted Lockheed to develop a

superior rear drum brake setup.

Barry Bilbie, the Healey chassis

designer, working with Gerry Coker, the

body designer, came up with a unibody

platform based on the size of the BMC

components. This chassis featured

compactness and structural strength all

contained within the wheelbase. Gerry set

about designing a car that would be as

light, uncomplicated and cost-effective as

possible. His proposal was to eliminate

the boot lid, which saved both cost

and weight, and to integrate a full front

bonnet lift-up to save weight and provide

easy access. While the bonnet is not light

it is appreciated by both owners and

racers for its ease of access.

The car features a tip of the hat to the

Ferrari Testarossa and its sibling Austin-

Healey 100 but was to contain several new

features. The original oval grille, inspired

by the 100S Healey, looked a bit dull so a

piece of chrome was added above. To have

a clean shape Coker proposed concealed

headlamps. These were later deemed too

expensive and abandoned. Gerry Coker

departed the Healey company in January

’57 to work for Chrysler in the United

States. Les Ireland, who had worked with

Donald Healey before the WWII took over

the final body design responsibility. The

Sprite’s appearance was subsequently

changed; the concealed headlamps

were replaced with “Frogeye”

(“Bugeye” in America) lamps.

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John Thompson Motor Pressings

was hired to produce two prototype

chassis. The welded chassis comprised

of 55 simple pressings. The two tubs

were delivered six weeks after the order.

The first was built up as a rolling chassis

primarily for engine testing. Panel Craft

were contracted to provide a single body

which was mated to the second chassis.

This was assigned to Lucas to develop the

electrics including a mechanical pull start

starter solenoid.

The car featured exterior hinges,

“cheapened” Healey 100 seats, a twincarb

setup from MG and the technically

interesting quarter-elliptic rear springs

and torque reaction arms. Armstrong

dampers were fitted. Again this was

done in the name of cost minimization

and simplicity. In keeping with the

“poor man’s Ferrari” motif the car was

painted in Dockers Carmine, a bright

red. This car was presented to George

Harriman, deputy chairman of BMC, on 31

January 1957. Leonard Lord first saw the

completed car on February 20, 1957. Both

Harriman and Lord approved the Sprite

for production and agreed on conditions

for manufacture. While the prototype was

close to the final product a few further

modifications were required. The Austin

designation for the car was AN5. The

projected selling price was GBP 450.

BMC assigned final assembly to the

MG factory in Abingdon. At this time the

engine development was entrusted to Ed

Maher of MG. He was assigned the task

of developing the 34 bhp A35/Morris

Minor motor for the Sprite. The engine

was improved to develop 43 bhp through

revised camshaft, improved bearings and

twin 1 1/8 SU carburettors.

Production logistics saw the chassis

from John Thompson delivered to Pressed

Steel where the body was mated, then off

to Morris Motors’ paint shop in Cowley

before reaching Abingdon. The motors

were assembled in the Morris Motors’

engine works at Coventry. Subcontractors

such as Lockheed and Lucas delivered

directly to Abingdon.

Donald Healey decided to introduce

the Austin-Healey Sprite on 20 May 1958

in Monte Carlo at the Monaco Grand

Prix weekend. This was to ensure ideal

conditions, a full motoring press, access

to ideal roads and sunny weather. Cars

were made available to members of

the press and received rave reviews –

of particular note were the handling,

performance and mileage.

While production was announced

on May 20, 1958, assembly had actually

started on March 31st. Cars were rolled

out across the world but, unlike the earlier

Austin-Healey, no preference was given to

the North American market. Production

for the Mark I Sprite totalled 49,901. This

included knocked down kits for Australia.

Production of the Mark I ceased on

December 21, 1960.

The Sprite was an immediate

sales success. Its low initial price and

sporting characteristics brought with

it a clamouring for more add-ons and

go-faster bits. The basic car came without

rev counter, windscreen washer, tonneau

cover, heater or front bumpers and

rudimentary side curtains. Some items

were standard for export markets. Soon

both BMC and aftermarket suppliers were

making accessories specifically for the

Sprite. Donald Healey Motor Company

and Speedwell Performance Conversions

were in the forefront of these suppliers

offering a hardtop, side-screens, engine

tuning kits, improved front brakes and a

host of cosmetic options.

No story about the history of the

Sprite would be complete without

mention of John Sprinzel. Sprinzel

started racing in an Austin A35 in the

spring of 1957. As a result of his efforts

to tune the A35, Speedwell Performance

Conversions was established. Speedwell

was at the forefront of A-series engine

development and was a natural for the

newly-introduced Sprite. Sprinzel was

able to obtain a Sprite from the first batch

of production and at once began to

prepare it for the 1958 Alpine Rally, held

in July. Sprinzel’s Sprite came first in class

beginning the long series of successful

Sprites in competition.

In 1958-59 Speedwell developed

a new-style bonnet, a coupe, as well

as engine and suspension tuning.

Sprinzel joined the Donald Healey

Speed Equipment Division in 1960.

While employed by the Healey company

Sprinzel developed the “Sebring Sprite”.

Sebring Sprites featured wire wheels,

disc brakes, uprated to almost 1000cc

engines and a defining wood-rimmed

steering wheel. Sprinzel then purchased

the London inventory of Healey Speed

Equipment and set up on his own as John

Sprinzel Ltd. Sprinzel Limited developed

the Sebring Sprite concept adding

additional equipment and building

purpose-built competition cars. These cars

featured a revised front styling and a full

aluminum body, produced by Williams

and Pritchard. Sprinzel was not alone –

there were other companies doing similar

work. Therefore not all Sebring Sprites are

“Sebring” Sprites.

In May 1961 the new Mark II Austin-

Healey Sprite was introduced. While much

the same beneath the skin, the new car

featured the “square body” shape that was

to define Sprites from that day forward.

At the same time MG introduced the new

MG Midget, a Sprite clone. Production of

Sprites and Midgets went along side-byside

through the 1960s. Both cars were

selling in almost equal numbers. During

this time the cars gained larger engines,

from the 948cc through 1098cc to finally

1275cc. Windup windows and improved

creature comforts were developed as

upgrades were introduced during the

decade. With the termination of the

Healey contract Austin-Healey Sprite

production ceased on December 31,

1970. A further 1022 Austin Sprites in

1971 completed Sprite production, which

totalled 129,362.

While the distinctive shape of the Mark

I Sprite is most memorable, more “square

body” cars were produced. Square body

cars, along with the Midget twins, earned

the name “Spridgets”. The nickname has

stuck, but 60 years ago it was just a Sprite

that moved on the open road and began

the tradition of ‘Spritely Motoring”. BCD

BCD 30 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

BUILDING

CHARACTER

SINCE 1948.

Want to prepare a young person for life in the real world?

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Jaguar

XK 120

– 70 Years

by Terence McKillen

Phone: 289.738.2035

Website: KlearKustoms.com

205 Cross Street East, Dunnville, Ontario

The Jaguar XK120 sports car was

manufactured by Jaguar between 1948

and 1954. It was the company’s first

sports car since the introduction of the

SS 100 which ceased production in 1940.

The XK120 was launched as an open

two-seater or roadster form at the 1948

London Motor Show as a testbed for

the new Jaguar XK engine. The display

car was the first prototype and looked

almost identical to the production cars

except that the straight outer pillars of

its windscreen would be curved on the

production version. The roadster caused

a sensation, which persuaded Jaguar

founder and Chairman William Lyons to

put it into production.

Beginning in 1948, the first 242 cars

were wood-framed open two-seater

bodies with aluminium panels. Production

switched to the heavier all-steel body

in early 1950. The “120” in the name

referred to the aluminium car’s 120 mph

(193 km/h) top speed, which made it the

world’s fastest production car at the time

of its launch. In 1949 the first production

roadster was delivered to Hollywood film

actor, Clark Gable.

The XK120 was ultimately available

in three body styles, first as an open

two-seater; then also as a closed, or fixed

head coupé (FHC) from 1951; and finally

as a drophead coupé (DHC) from 1953.

A smaller-engined version with a 2-litre

4-cylinder engine, designated the XK100,

intended for the UK market was cancelled

prior to production.

In May 1949, on the Ostend-Jabbeke

motorway in Belgium, a prototype

XK120 timed by the officials of the Royal

Automobile Club of Belgium achieved an

average of runs in opposing directions of

132.6 mph with the windscreen replaced

by just one small aero screen and 135 mph

with a passenger-side tonneau cover in

place. In 1950 and 1951, at a banked oval

track in France, XK120 roadsters averaged

over 100 mph for 24 hours and over 130

mph for an hour, and in 1952 a fixed-head

coupé took numerous world records for

speed and distance when it averaged 100

mph for a week.

The first roadsters, hand-built with

aluminium bodies on ash framing

mounted on a steel chassis, mostly copied

from the Jaguar Mark V chassis using

many of the same parts, were constructed

between late 1948 and early 1950. To

meet demand, and beginning with the

1950 model year, all subsequent XK120s

were mass-produced with pressed-steel

bodies. They retained aluminium doors,

bonnet, and boot lid. The DHC and FHC

versions, more luxuriously appointed than

the roadsters, had wind-up windows and

also wood veneers on the dashboard and

interior door caps.

With alloy cylinder head, hemispherical

combustion chambers, inclined

valves and twin side-draft SU carburettors,

the dual overhead-cam 3.4 L straight-6

XK engine was comparatively advanced

for a mass-produced unit of the time.

With standard 8:1 compression ratio it

developed 160 bhp using 80 octane fuel.

Most of the early cars were exported

while a 7:1 low-compression version with

reduced performance was reserved for the

UK market, where the post-war austerity

measures restricted buyers to 70 octane

petrol. The XK engine’s basic design, later

modified into 3.8 and 4.2 litre versions,

survived well into the late 1980s and

powered the subsequent E-Type models.

All XK120s had independent torsion bar

front suspension, semi-elliptic leaf springs

at the rear, recirculating ball steering,

telescopically adjustable steering column,

BCD 32 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

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and all-round 12-inch drum brakes which

were prone to fade. Some cars were fitted

with Alfin (ALuminium FINned) brake

drums to help overcome the fade.

The roadster’s lightweight canvas top

and detachable sidescreens stowed out of

sight behind the seats, and its barchettastyle

doors had no external handles;

instead there was an interior pull-cord

which was accessible through a flap in the

sidescreens when the weather equipment

was in place. The windscreen could be

removed for aeroscreens to be fitted.

The drophead coupé (DHC) had a

padded, lined canvas top, which folded

onto the rear deck behind the seats when

retracted, and roll-up windows with

opening quarter lights. The flat glass twopiece

windscreen was set in a steel frame

that was integrated with the body and

painted the same colour.

Dashboards and door-caps in both the

DHC and the closed coupé (FHC) were

wood-veneered, whereas the more spartan

roadsters were leather-trimmed. All models

had removable spats (“fender skirts” in

America) covering the rear wheel arches,

which enhanced the streamlined look. On

cars fitted with optional centre-lock wire

wheels (available from 1951), the spats were

omitted as they gave insufficient clearance

for the chromed, two-eared Rudge-

Whitworth knockoff hubs. Chromium-plated

wire wheels were optional from 1953. When

leaving the factory it originally fitted 6.00

× 16 inch cross ply tyres on 16 × 5K solid

wheels (Pre–1951). Later cars could also

specify 185VR16 Pirelli Cinturato tyres as a

radial option.

In addition to wire wheels, upgrades

on the Special Equipment, or SE, version

(called the M version for Modified in the

3.5” x 2.5” | Maximum Font Size: 30 pt

United States) included increased power,

stiffer suspension and dual exhaust system.

The Motor magazine road-tested

an XK120 roadster in November 1949.

This pre-production car, chassis number

660001, road-registered as HKV 455, was

the first prototype built. It was also the

1948 London Motor Show display model,

and had been driven by Prince Bira in the

1949 Silverstone Production Car Race.

When tested, it had the 8:1 compression

ratio, was fitted with an undertray, and ran

with hood and sidescreens in place. The

magazine reported a top speed of 124.6

mph (200.5 km/h), acceleration from 0–60

mph (97 km/h) in 10.0 seconds and fuel

consumption of 19.8 miles per imperial

gallon (14.3 L/100 km; 16.5 mpg US). The

car as tested cost £1263 including taxes.

12,055 XK120s were manufactured

during the six year production run. BCD

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we’ve got you covered.

JaguarXJ

– 50 Years

by J. David Smart

Fabric and upholstery for Cars, Trucks,

Motorcycles, RVs & Boats all under the same roof.

• Seat and Carpet Repair

• Seat Covers (leather, vinyl or cloth)

• Interior Restoration; Domestic & Foreign

• Convertible Top Repair & Replacement

• Boat Seats, covers and tops

1033 Speers Road,

Oakville, L6L 2X5

647-343-6310

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Apple Auto Glass ® is a registered

trademark in Canada of Belron S.A.

and its affiliates

The introduction of the XJ model

on September 26, 1968 was met with

acclaim from the motoring public, as well as

being voted Car of the Year due to its styling,

performance, handling, interior design

and price. It was also the most important

car launched by Jaguar since it replaced a

number of other models, namely two Mark

II derivatives, two S-Type derivatives, two

420 derivatives plus the Daimler versions

of some of these models. This XJ reflected

the company’s new strategy having only

one saloon platform in the line-up; a policy

that lasted until the introduction of S-Type

launch in 1998. This one-model policy was

critical to the survival of the company in the

1970s and beyond.

Since the launch of the original XJ6,

Jaguar has made six generations of XJ series

saloons, which among them have reached a

total production figure of over 800,000 cars

– in other words, more than half of all Jaguars

ever built are XJ models. The original model

was the last Jaguar saloon to have had any

input from Sir William Lyons, the company’s

founder. The car was variously called the

Jaguar XJ6, Jaguar XJ12, Daimler Sovereign,

and Daimler Double-Six. The Daimler versions

were launched in October 1969.

In 1973, which was available with Jaguar’s

V-12 beginning in May of 1975, and the

Series III in 1979. The Series II models were

known for their poor build quality, which was

attributed to Jaguar being part of the British

Leyland group and to problems inherent

in the design of certain Lucas-sourced

components. The Series III with the XK in-line

6 cylinder double overhead cam engine was

produced until May 1987. The XJ Series III

carried on into the 1990’s in V-12 form only.

Power-assisted steering and leather

upholstery were standard on the 2.8

L Deluxe and 4.2 L models and air

conditioning was offered as an optional

extra on the 4.2 L. The original specification

of the key mechanical components of the

Series I were as follows:

ENGINE: Jaguar XK 4.2 litre, DOHC in-line 6

cylinder engine producing 173 hp

utilizing twin SU carburetors

TRANSMISSION: Borg Warner Model 35 automatic,

three-speed

SUSPENSION: Fully independent front and rear

suspension with coil springs, subframe

mounted

STEERING: Power assisted rack and pinion

BRAKES: Girling disc brakes all round

Wheels: 15 inch rims, Dunlop E70 VR tyres

PRODUCTION: All models, include Daimler 4.2 and V-12

Series I: 75,517 units

Series II: 80,025 units

Series III: 69,975 units

Other XJ Models

After XJ Series III production ended, the XJ

model designation carried on through four

redesigned models, including the current

offering. A new six-cylinder engine was

introduced in 1987 with the replacement

of the Series III until it was replaced by a

new Jaguar V-8 engine in 1998. The rather

square shaped 1987 model was revised in

1995 with a modified body shell, returning

to a style more reminiscent of the Series I. In

2004, an aluminum bodied XJ-8 appeared,

styled very closely on the original Series I

body shell, as well as providing a much more

traditional Jaguar interior. With the demise

of this model in 2009, much of Jaguar’s

traditional styling and DNA has

been lost.

An Owner’s Assessment

In May of 1991, I acquired a 1985 Jaguar

Series III Sovereign with 101,387 km

on the clock for $19,620.50. Minor

modifications to this car include the

plating of all parts under the bonnet

that were originally cad plated, the

changing of the headlamp system to

U.K. configuration, installing a VDP wood

interior and replacing the original wheel

badges with later factory parts.

The best features of this model are

the traditional Jaguar styling, interior

appointments and ride quality, along with

Jaguar’s famous XK engine; an engine that

was so good, it remained in production

from its introduction in 1949 until 1986.

The worst feature of this model is

the poor acceleration resulting from

the choice of the Borg Warner 3-speed

automatic transmission and the poor

frequency of repair record.

The car has now covered 265,280 km

with only routine engine maintenance.

However, every other major component,

including front and rear suspension,

transmission, differential, A/C system,

as well as the radiator, the heater core,

cruise control and radio, has been

rebuilt or replaced. Was it worth all of

this expense, which over the years has

exceeded the original purchase price?

I would answer this way: I also have a

Series II E-Type roadster that has travelled

40,000 miles and a 2004 XJ-R that has

covered 53,000 km. If I had to sell two of

these cars, it would be the 1986 Series III

Sovereign that I would keep. BCD

BCD 36 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

British Car Day Programme • September 16, 2018 www.BritishCarDay.com BCD 37


Austin-Healey

100-6

Meet Davin, OUR PARTS FINDER

“SEARCHING FOR HARD-TO-FIND PARTS

IS A LOT LIKE PEELING AN ONION. YOU GO

ONE LAYER AT A TIME AND TRY NOT TO CRY.”

CLASSIC CAR INSURANCE

800-922-4050 877-922-9701 | HAGERTY.COM | HAGERTY.CA | LOCAL AGENT

When your claim requires finding some automotive needle

in a haystack, Davin’s your man. He has one job here at

Hagerty: when a client needs a replacement part, he finds

it. And though that sometimes involves hours of searching

and frustration – maybe even a few tears – he wouldn’t

trade his job for anything in the world. It’s that kind of

passion that makes him perfect for Hagerty, and makes

Hagerty perfect for you.

Hagerty. We may sell insurance but we live classics.

BCD 38 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

– 60 Years

Although the

Austin-Healey

100 (BN1) was

released in 1953, the

100-6 two-seat (BN6

model) was introduced

60 years ago in 1958. The original AH

100 was developed by Donald Healey

to be produced in-house by his small

Healey Car Company using Austin A90

Atlantic mechanicals. The 100-6 fitted

time-wise between the original Austin-

Healey 100 and the subsequent Austin-

Healey 3000, giving BMC a fifteen-year

production run with one of the first

post-war British sports cars, along with

the MGA/MGB models.

The “100” was named by Healey for the

car’s ability to reach 100 mph (160 km/h)

while the suffix 6 represented the 2,639 cc

in-line six cylinder Austin C-Series engine;

its successor, the better known Austin-

Healey 3000, was named for the 3-litre

displacement of its engine while the

original AH 100 was powered by a 2,660

cc in-line four cylinder engine.

There were two model designators

for the AH100-6, the 2+2 BN4 introduced

in 1966 and our anniversary model, the

2-seat BN6 model.

Production of

the Austin-Healey

100s was finished at

Austin’s Longbridge

plant alongside the Austin A90 and

based on fully trimmed and painted

body/chassis units produced by Jensen in

West Bromwich. In late 1957, production

was transferred from Longbridge to the

MG plant at Abingdon. A total of 14,436

100-6s were produced before production

ended in 1959.

The 100-6 featured a 2 in. longer

wheelbase than the original AH 100, the

more powerful straight-six engine and

body lines that were slightly streamlined,

including a smaller, wider radiator grille

placed lower, an air scoop added to the

bonnet, and the windscreen was fixed.

A BN6 tested by The Motor magazine

in 1959 had a top speed of 103.9 mph

(167.2 km/h) and could accelerate from

0-60 mph (97 km/h) in 10.7 seconds. Fuel

consumption of 20.8 miles per gallon (13.6

L/100 km) was recorded. The test car cost

£1,307 including taxes.

The cars used a tuned version of

the BMC C-Series engine which at first

produced 102 bhp increasing to 117 bhp

in 1957 by fitting a revised manifold and

cylinder head. An overdrive unit was an

option rather than a standard fitting.

Despite the names, the Austin-Healey

100-6 has more in common with its

subsequent sibling, the Austin-Healey

3000 than with the original Austin-

Healey 100, both mechanically and in

appearance. Together, the AH100, the

AH 100-6 and the AH3000 are referred to

as the “Big Healeys”, distinguishing them

from the smaller Austin-Healey Sprites

and Jensen Healeys. BCD

British Car Day Programme • September 16, 2018 www.BritishCarDay.com BCD 39


Motor Oils

Special article

by Peter Marie

If I’m asked what’s the best 20W-50

oil to run in my classic British sports car? My

answer is the best 20W-50 is a 5W-50! If a

30-grade was specified, a 0W-30 or 0W-40

would likely be the best choice today. These

oil grades were not available back in the day

but would have been specified, if they were.

A mineral 20W-50 grade is technically

obsolete and hasn’t been recommended

by any auto manufacturer in North America

and Europe for almost thirty years. Porsche

now recommends their current OEM

0W-40 grade oil for all their water-cooled

models, going back 40 years. They have also

developed their own brand, “Classic Motoroil

20W50” for Porsche air-cooled cars of up

to 2.7 litres, going back to the first Porsche

356 built in the late 1940s. However, it’s not

a true SAE 20W-50 and Porsche doesn’t

label it as such and gives no API or ACEA

certifications. It has been independently

analyzed and it is actually a GP III synthetic

oil, likely a 10W-50. Why would Porsche

market it as a “classic mineral 20W50”

when in fact they’ve developed a superior,

modern synthetic oil as the best oil for their

older engines? It’s all about marketing and

they are fully aware of the myth that old

vehicles require old tech motor oils and

Porsche knows it wouldn’t sell very well if it

was correctly labeled.

Older Multi-grade Oils

The old mineral oil grades like 20W-50 have

retained a certain cachet with classic car

owners that transcends any technical merit

they once had. Motor oil has improved

dramatically in the past 40-50 years, and

continues to improve. The early multigrade

oils of the ‘60s and ‘70s, and even

‘80s, were very shear-prone, meaning they

didn’t retain their hot viscosity rating for

long, and after as little as 1,000 miles that

20W-50 was at best a 20W-40, if not a 20W-

30. In many driver’s handbooks of the day,

the 20W-50 grade was given the same high

temperature protection as a straight 40

mono-grade oil which was often preferred

for sustained high speed driving in the

summer months.

Today, most 20W-50s are more shearstable

and often are formulated at the

heavier end of the 50-grade range. It is

a common misunderstanding that the

SAE grade of an oil is its viscosity but it is

important to understand that any grade

has a range of possible viscosities. A SAE

50-grade oil must have a new kinematic

viscosity between 16.30 and 21.89

centistokes (cSt) measured at 100ºC. The

kinematic measure of viscosity is simply how

fast oil flows under the force of gravity alone.

Castrol Classic XL 20W-50 has viscosity

characteristics similar to oils of yesterday

and its kinematic viscosity at 100ºC (KV100)

is 17.3 cSt with a viscosity index (VI) of 120.

Most of today’s 20W-50s have KV100 specs of

at least 18 cSt and often at 19-21 cSt but the

simple kinematic viscosity (KV100) measure

does not always represent the viscosity of

oil in a running engine. Under pressure and

stress, such as in the rod bearings under

load, viscosity can vary depending on the

oil’s chemistry. The main culprits here are the

polymer viscosity index improvers (VIIs), used

to create multi-grade oils.

The problem with these polymer VIIs

(thickeners) is that they undergo what’s

known as temporary shear, reducing their

effective viscosity. But once the stress on

the oil is removed, such as when oil exits

the bearings, of a running engine, the

polymer VII containing oil will return to its

original kinematic viscosity.

Viscosity - All Manner of Confusion

As the KV100 spec does not precisely

represent the oil’s actual operating viscosity

in an engine, the Society of Automotive

Engineers (SAE) began in 1977 to develop a

better hot operating temperature viscosity

measurement, and by the mid-80s, the

High Temperature High Stress (HTHS)

viscosity measure had been established.

It is measured at 80ºC, 100ºC and 150ºC in

centipoise (cP) units of viscosity. HTHSV was

supposed to replace the KV100 spec but

because it’s an expensive measurement to

perform, it is not common. Consequently,

we now have two high temperature

viscosity measures, creating all manner of

confusion, even amongst tribologists, oil

formulators and end users.

The HTHS viscosity measure at 150ºC

is now the standard measure of an oil’s

high temperature viscosity. HTHSV is

sometimes referred to as “bearing viscosity”

as it correlates precisely with an engine’s

oil pressure. Despite the high 150ºC temp,

if two oils have similar VIs, the oil with the

lower HTHSV will be progressively lighter

down to at least 0ºC (32ºF).

A typical 20W-50 today will have a HTHSV

of about 4.8 cP. The HTHSV of oils made back

in the ‘60s and ‘70s, were probably in the

4.4-4.7 cP range for fresh virgin oil. So where

does one find the HTHSV, KV100 and other

spec’s for a motor oil? Unfortunately not on

the bottle label where it belongs, but only

on the oil companies’ websites - Product

Data Sheet (PDS), Technical Data Sheet (TDS)

or sometimes just Typical Properties data.

While the KV40 and KV100 specs are always

provided, the HTHSV spec is not always

listed.

Most 20-grade oils have a narrow

HTHSV range from 2.6-2.8cP with most at

the 2.6cP minimum for the grade.

Thirty-grade oils range from the 2.9cP

minimum to 3.5cP with a few specialty

oils as high as 3.8cP; while 40-grade oils

start at about 3.6cP for some 0W-40s and

5W-40s; and is typically 4.3cP for a GP II

15W-40 and can be as high as 4.7cP for

some specialty 5W-40 and 10W-40s such

as from Red Line. The 50-grade oils have

a very wide HTHSV viscosity range from

about 4.0 cP to 6.2 cP.

A common complaint amongst 20W-50

users, who may have changed brands of

the “same viscosity grade”, is that their

oil pressure now consistently reads high.

They have incorrectly assumed that since

the grades are the same, so is the viscosity

and conclude that something within the

engine is the problem when the cause is

the choice of oil brand.

An oil’s viscosity index (VI) is the

second important attribute of an oil’s

viscosity. All motor oil thins out when

it gets hot and thickens up when it

cools. VI is an indication to what extent

viscosity changes with temperature at

typical operating temperatures. It’s a

dimensionless number derived from the

kinematic viscosity measured at 40ºC and

100ºC. The SAE developed it before multigrade

oils were invented and chose a VI of

100 which was just out of reach of the best

solvent refined GP I mineral oils of the day

from which to rank motor oils.

For example, a 40-grade oil from the ‘60s

such as Castrol Classic XXL 40 had a VI of

95 which was considered very good at the

time. So when the first multi-grade 20W-

50 came to market in the late ‘50s, its VI of

nominally 120, was considered a lubrication

break-through. Today however, if a finished,

fully-formulated engine and transmission

oil doesn’t have a VI of at least 170, it’s below

average. The better synthetic oils will have

VIs in the 180s with the most advanced

over 200 and approaching 230. This is

accomplished by using high VI synthetic

base oils plus newly developed very high VI

polymer viscosity index improvers (VIIs).

Oil Classification

Mineral or conventional oil are base oils

refined from crude oil and are categorized

into three groups by the American

Petroleum Institute (API):

Group I oils are solvent-refined, which is

the simplest refining process. Motor oil from

the 1960’s and earlier was made this way.

Group II oils are refined to a greater

extent using a hydrogen–treating process

developed in the early 70’s. This makes up the

bulk of the so-called conventional motor oils

sold today. The VI of these oils is up to 120.

Group III oils are hydro-cracked oils

refined to the greatest extent resulting in

very pure oils with a VI above 120. Even

though these still refined from crude

oil, the best of these have performance

characteristics that can match that of more

expensive GP IV synthetics for a fraction

of the price. GP III based motor oils started

to be available in the early 1980s. In NA

finished oils made from GP III stocks can be

called “synthetic” and therefore that’s what

most OTC oils advertised as synthetic are

formulated with.

Group III+ Recently, a new type of base

oil derived from natural gas (gas-to-liquid

or GTL) falls into the GP III camp and have

exceptional properties including very high

VIs and low volatility.

Group IV are synthetic oils of

polyalphaolefins (PAOs) chemistry and are

made from a process called synthesizing.

They have exceptionally good cold-flow

properties plus very low oxidative rates at

high temperatures.

Group V oils are all other synthetic

base oils including esters, such as diester,

polyolester and complex esters. The best of

these can handle extremely high temps in

addition to possessing very good cold-flow

properties plus having very high VIs. They

are polar in nature, meaning they actually

will bond to metal. They are often blended

with PAOs to formulate the highest

performing motor oils at a premium price.

Anti-wear (AW) additives

All motor oils contain anti-wear

additives that minimize wear during

boundary lubrication. The most common

and least expensive of these is zinc

dialkyldithiophosphate (ZDDP). It’s called

a Zinc (Zn) additive but it is primarily

the phosphorus (P) in the molecule that

bonds under heat and pressure to ferrous

wear-surfaces and acts as a sacrificial wear

element instead of the metal itself. How

much ZDDP is necessary for a particular

engine especially with regard to older

engines with flat tappet push rods? API

SM and SN 30-grade and lighter oils are

restricted to no more than 800 ppm of P to

maximize the life of the catalytic converter

on more modern vehicles. Using a higher

ZDDP oil may have some merit in a newly

rebuilt engine but in my experience 1,000-

1,100 ppm of P is fine once an otherwise

stock engine is broken-in.

Personally, I never chose oil based on

its ZDDP level but rather its viscometrics.

Since I use light SM and SN 0W-20 and

0W-30 grades in some of my older cars, I

do in some cases use a ZDDP supplement

like Red Line Break-In Additive to raise

the P level to 1,000 ppm or so in oils that

use ZDDP as the principal AW agent. One

bottle is good for 4 or 5 oil changes.

Winter Rating

The number before the W in a SAE oil

grade is the winter rating. The smaller the

number, the farther below freezing an oil

will still be able to pump. 0W-XX, the lowest

rating, simply means that the oil still has

borderline pumping ability at -40 degrees.

SAE, API and ACEA rules require the

lowest winter rating that an oil can pass to

be stated in the oil’s grade. For example,

if a synthetic 50-grade oil passes the test

for a 10W it’s supposed to be labeled SAE

10W-50. If it passes the test for a 5W a

SAE 5W-50 label is what’s required. Some

formulators do work around this rule for

marketing purposes (e.g., Porsche 20W50).

Users will often mistakenly choose

an oil grade based on the winter rating,

rationalizing that they don’t need a 5W

let alone a 0W oil because they won’t

be starting their car at anywhere near

those cold temperatures. What they don’t

appreciate is that the move to 5W-50, 5W-40

0W-40, 0W-30 and 0W-20 synthetic grades in

BCD 40 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

British Car Day Programme • September 16, 2018 www.BritishCarDay.com BCD 41


ecent years has little to do with formulating

an oil that will allow an engine to crank

at -30ºC or -35ºC but rather the pursuit

of an oil with a higher VI and therefore it

will be lighter at all start-up temp’s. The

highest VI oils in the lighter oil grades will

automatically have a 0W winter rating. For

example, the most advanced race oils have a

0W rating which has nothing to do with any

extreme cold temperature performance but

rather is the result of selecting high VI base

oils and high VI VIIs. An example of this is

Mobil 1’s 0W-50 racing oil.

Synthetic Oil Advantage

A traditional 20W-50 has a VI no higher

than 120 so when you see some 20W-50s

today with a VI in the 130s and even 140

they are using some higher quality GP II

base oils and/or even some GP III base oils

in their formulation. So while they don’t

have all the advantages of full synthetics,

they are an improvement over traditional

20W-50s. A good example of this is Kendall

GT-1 20W-50 (HTHSV 4.9cP, 139 VI) that’s

inexpensively priced.

How does a 20W-50 compare to a

straight 20-grade at a less extreme cold

start-up temperature of say (0ºC/320F)?

Using Castrol GTX 20W-50 (VI 125, HTHSV

4.8cP) as an example, it is over 3 times

heavier. In fact it has about the same

viscosity as a straight GP II 40-grade oil. At

room temperature the straight 40-grade

is about 10% lighter and that’s compared

to one of the “lighter” 20W-50s like GTX.

As far as your engine is concerned, it’s a

40-grade oil in the sump at more typical

start-up temps or even heavier.

Compare that 20W-50 to a high VI

synthetic with a similar (HTHS) viscosity,

e.g., PAO based Amsoil 5W-50 (VI 184). It is

35% lighter at room temperature; at 10ºC

(50ºF) it’s 45% lighter and at 0ºC (32ºF) 55%

lighter. But in the parts of an engine where

the oil gets very hot such as in the ring belt,

this 5W-50 will be more viscous since its

rate of viscosity loss with increasing temps

is lower, yielding greater high temperature

protection. A heavier high-VI synthetic is

the PAO/POE based Red Line 5W-50 (HTHSV

5.0cP, 186 VI) and a lighter example is the GP

III based Mobil 1 5W-50 (HTHSV 4.4cP, 180 VI)

available at Crescent Oil.

If you can run a lighter 5W-50 or even

a 0W-40, the advantages are even more

pronounced because of the reduced oil drag

on start-up and during the warming-up

period. Having the lowest oil drag possible

can completely transform an engine’s

driving characteristics - easier starting

of course, with less choke necessary to

maintain a cold idle. And since the viscosity

thins out at a lower rate on warm up, idle

speed will be less affected. The engine

will rev more easily with less throttle. On

balance, the car will be more pleasant to

drive – well worth the higher price of a high-

VI synthetic oil in my opinion.

Using Your Oil Pressure Gauge

You may think selecting the correct oil

viscosity for your classic car is complicated.

Actually it’s rather easy since most LBCs

come equipped with an oil pressure gauge

(OPG). The OPG has many useful functions

including being a viscosity meter. The

OPG actually measures back-pressure or

the oil’s resistance to flow through the

engine, consequently the heavier the oil,

the higher the oil pressure (OP) reading.

The OP reading can therefore be a proxy for

operational viscosity in a running engine.

It is the bottom line that takes everything

that can affect an oil’s dynamic viscosity

into consideration, including the condition

of the engine bearings and the condition of

the oil itself such as shear, fuel dilution and

the biggest factor, oil temperature.

Auto manufacturers and engine tuners

provide a minimum and maximum safe

OP operating range at some specified

high rpm, once the engine is up to

normal operating temperature. Even

without knowing what oil grades are

recommended, one can quickly determine

if the viscosity of the oil in the engine falls

within the recommended OP range.

For example, the recommended OP

for the Lotus-Ford Twin-Cam engine in

my ’73 Europa is 35-40 psi at around

4,000 rpm. The pressure relief valve (PRV)

setting on the oil pump is nominally 45-50

psi. In the 2L Vauxhall-Cosworth C20XE

engine in my ’94 Caterham HPC 7 the OP

spec is between 64 and 80 psi at 4,500

rpm with a 90 psi PVR limited maximum

OP. For the ’70-’78 Triumph Stag V8 the

recommended OP is 50-60 psi at 3,500

rpm with a PRV controlled max OP of

nominally 70 psi.

Assuming you have a properly

operating OP gauge, that does show

the maximum PRV controlled OP level

spec with a cold engine, then you can

use the gauge to quickly determine

if the oil you’re using falls within the

recommended OP range when fully hot.

If it does then you know the oil has the

correct HTHSV for your engine under

operating conditions. Ideally, you want to

be at the lower end of the recommended

OP to maximize engine efficiency and

performance benefits.

Oil Change Interval

If you’re going to use expensive synthetic

oil, the last thing you want to do is

change it prematurely. Synthetic oil

lasts 2 to 3 times longer than a classic

mineral oil and will last literally for years,

if you take care of it. Short trips in subfreezing

temperatures will shorten the

life of any oil as it does not get up to

normal operating temps. Classic cars

don’t operate under such conditions;

in fact they usually operate under ideal

conditions. However, it is still best not

to start an engine unless you’re going to

bring the oil up to temperature, and that

can takes 10 to 15 minutes longer than

the coolant takes to reach normal. You can

rely on accumulated mileage for when to

change out the oil. I know old habits die

hard and after 2 to 4 years you’re going

to want to change the oil but if you’ve

only clocked 5,000-6,000 miles, there will

still be plenty of life left, assuming you’ve

followed best practices!

I’ll leave you with a lubrication tenet that

sums up viscosity selection succinctly - “As

light as possible – as heavy as necessary.” BCD

Peter Marie is a member of the Lotus Car

Club of Canada and can be reached at

petermarie1955@gmail.com

BCD 42 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

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www.vintagecarconnection.com


Special article

Lighting

Upgrades

by Terence McKillen

When Gil Keane, proprietor of

Better Car Lighting, located in Bidford-on-

Avon, Warwickshire (UK) advised me late

last year that he had created a new kit to

upgrade the turn signals on the Triumph

Stag, I immediately contacted him to get a

kit for my car as I had unsuccessfully tried

to change the turn signal bulbs on both

my Stag and TR6 to LEDs a year or two

earlier without success.

The Stag’s wiring circuitry is apparently

somewhat unique in that some of the

circuits can store small amounts of current

even if they have been turned off which

then causes LED bulbs to still glow as

they thrive on such a low current flow

in comparison to regular OEM filament

bulbs. Fitting LED bulbs to older cars can

sometimes expose some strange electrical

issues. However, there is an easy and

tested fix to the ‘current bleed’ problem in

the form of an easy-to-fit resistor module

which is inserted between a circuit’s live

feed and an earth/ground.

I had earlier fitted another of Gil’s kits

to my Stag – a nifty three-in-one LED

replacement bulb for the Stag’s reversing

lights to provide white light when

reversing but in addition, a red light when

braking and a high-intensity red (selected

through a panel switch) as a rear fog

light (all with one bulb), so I was keen to

see what he had come up with this time.

Incidentally, these three-in-one bulbs are

suitable for any British classic car and are

very easily installed. Doubling the number

of brake lights at the rear definitely

improves visibility.

The 21-watt conventional

filament bulbs fitted to the

front turn signal/side light

combination and rear turn

signals on Triumph TRs

and Stags, as well as other

imported British cars of the

period, are really inadequate in

today’s fast-moving, multi-lane

traffic. In bright sunshine the

lights are sometimes difficult

for other motorists to discern

and often the flash interval is

significantly longer than that

of modern vehicles, all of which leaves us

quite vulnerable to having our intentions

misunderstood by other road users.

I also find that I cannot hear the ‘clickclick’

of the flasher relay which means

that it is quite possible, particularly if the

turn signal lever cancellation mechanism

BCD 44 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

British Car Day Programme • September 16, 2018 www.BritishCarDay.com BCD 45


may be out of alignment, to leave one’s

turn signals flashing merrily away as one

drives on down the road even though not

planning any further turns! We see this

happening almost every time we go on

a classic car outing which is annoying to

other road users.

Although LED bulbs have been on the

market for some time, LED technology

is a fast-moving field and just when one

thinks a particular area is fully sorted, an

announcement of a new breakthrough

changes things. Gil is a guy who keeps

on, or ahead of, the cutting edge of the

technological advances and has gone

back to the drawing board to re-design

bulbs and circuitry for various functions

on a variety of British classic cars,

including Triumphs, MGs, Jaguars and

other makes – check out his website at

www.bettercarlighting.co.uk.

Although the new kit was specifically

designed to upgrade the turn signal

flashers for the Triumph Stag, it won’t

take anyone very long to spot that the

same kit, in full or in part, can be applied

to most other Triumphs of the period

or indeed any of the British imports we

treasure from the 1950s, 60s and 70s

and beyond. This new product provides

very bright and effective orange traffic

indicators. By also replacing the existing

OEM relays with electronic ones, the

hazard warning lights also operate

efficiently and the frequency of the turn

signal is consistently regulated.

The kit has been made possible by the

development of some new, compact and

very powerful LED bulbs. New doubleterminal

LED bulbs with orange for the

flasher and warm white for the side lights

are fitted at the front to replace the 21/5

watt double-filament bulbs and a pair

of single-terminal orange LED bulbs are

fitted at the rear.

The kit also comes with a pair of

electronic flasher relays (one to replace

the turn signal relay and the other the

hazard warning relay) which are essential

for LED bulbs, but in an emergency will

work with standard bulbs and are easy to

fit on the existing relay board (behind the

parcel shelf in the case of the Stag).

Because electronic relays are silent, Gil

has added a sounder box which restores

the traditional ‘click-click’ noise when the

turn signals are activated. The sounder

box is best fitted behind the dash panel

after splicing in a connection to each of

the output wires from the column turn

switch to the left- and right-hand circuits

with an earth/ground connection also

being necessary. The resistor module is

then run between the live wire going

into the sounder box to an appropriate

ground connection (can be the same

earth/ground as used for the sounder

box) which prevents current ‘bleed’ to the

opposite side circuit.

Installation is fairly simple and should

be manageable by the average owner

over a one to two hour period. In the case

of my Stag, installation took considerably

longer and I had to resort several times

to contacting both Gil and Kevin Fathers,

of Faversham Classics, Stag-only experts

in Kent (UK) - www.favershamclassics.

co.uk - who had helped Gil with initial

in-car testing. The main issue, which we

eventually resolved, was the difference

between the front sidelight/turn signal

circuitry in UK Stags (and other models)

and that of U.S. Federal models. The

UK cars, as well as many pre-late 1960s

Federal imports, have a separate white

side light/parking bulb at the front behind

a white lens with a separate amber turn

signal and the front side panel light may

also act as a turn signal repeater. The

later U.S. models have a combined side/

parking and flasher light behind a single

amber lens with the side panel repeater

light being unrelated to the turn signal

circuitry.

I was initially getting current bleed

into both the left- and right-hand turn

signal, brake light, license plate and rear

side panel marker light circuits because

the new UK spec front LED bulbs were

not compatible for a U.S. Federal Stag. As

a result, Gil has now created two kits, one

for the UK/Rest of World (and pre-1968

Federal models with separate front turn

signals) while the U.S. Federal kit contains

a pair of double-terminal orange/soft

white bulbs for the front corners of later

models like the TR6, Stag, and later Spitfire

and MG models.

The kit comes complete with

instructions and costs £156 or about

US$180 plus air mail to USA or Canada

(comparable to the price of four LED

bulbs from other North American parts

suppliers). Tech support is available from

Gil if needed. Be sure to request either

the Federal or UK kit when ordering -

enquiries@bettercarlighting.co.uk. BCD

BCD 46 www.BritishCarDay.com September 16, 2018 • British Car Day Programme

British Car Day Programme • September 16, 2018 www.BritishCarDay.com BCD 47


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