SUNDAY SEPT 20th 2 0 15 $4

presented by the Toronto Triumph Club www.BritishCarDay.com 2015 Souvenir Programme

Special Anniversary Cars

Platinum Partner Featured Models MG TC – 70 Years Triumph TR4A – 50 Years 3.5” x 2.5” | Maximum Font Size: 30 pt

Gold Partners Triumph TR3 – 60 Years MGB GT – 50 Years Need directions to your MGA – SUNDAY60 SEPTEMBERYears 15th 2013 Jaguar XJS – 40 Years financial destination? Marc Nutford Presented by: Financial Advisor Presented by: . Special AnniversaryIncluding: Displays 2387 Trafalgar Road Unit E2 Austin Healey 100 – 60 Years Oakville, ON L6H 6K7 Bronze Partners 905-844-4043 MGTF – 60 Years

LANT INSURANCE BROKERS Triumph TR2 – 60 Years (A Division of Wayfarer Insurance Brokers Limited)

Canada’s Leader In Classic Vehicle Insurance Since 1978 Gates Open at 8am for Show Cars, 10am for Spectators, Rain or Shine Entrance off Burloak Drive The Magazine Of The Toronto Triumph Club Fall 2015 www.edwardjones.com www.TorontoTriumph.com Member – Canadian Investor Protection Fund www.BritishCarDay.com

Offering The

Antique, Classic, Special Interest and Modified/Street Rod Automobile Insurance Program

37 Sandiford Drive, Suite 100, Stouffville, ON L4A 7X5 Tel: (905) 640-4111 • Fax: (905) 640-4450 www.lant-ins.ca

Sponsored by: ® contents “Keep’em On The Road” BCD17 Parts and Accessories for TR2, TR3, TR4, TR4A, TR250, TR6, TR7, TR8, GT6, Spitfire BCD8 BCD10

BCD Field Map ...... BCD4/5 From the Chairman ...... BCD7 Featured Anniversary Models BCD20 MG TC, 70 Years ...... BCD8 Triumph TR3, 60 Years . . . . . BCD10. MGA, 60 Years ...... BCD13 Triumph TR4A, 50 Years . . . . .BCD17 MGB GT, 50 Years ...... BCD20 BCD13 Jaguar XJ-S, 40 Years ...... BCD22 Other Featured Anniversaries BCD22 DB6, 50 Years . . BCD. 25 SS Jaguar, 80 Years ...... BCD27. BCD S1, Bentley T1 38 Rolls-Royce Camargue . . . . .BCD31 Sunbeam Rapier, 60 Years . . . .BCD34 Jaguar XJ Coupé, 40 Years . . BCD37. Triumph 1300, 50 Years . . . . BCD38. Triumph Stag, 45 Years . . . . .BCD41

T h e M a g a z i n e O f T h e T O r O n T O T r i u M p h C l u b f a l l 2 0 1 5 Member Pages Features From the Editor . . . . 3 What Else Ya Got? InBRITS The 1974 Bitter CD ...... 12 2015Park From the President . . .5 Club Hub ...... 7 Triumph Tales: Event Calendar . . . . .8 A Father’s Day Wish ...... 14 A Wife’s Point of View . . . . . 28 Owner’s Manual ...... 11 Events: Tail Lites ...... 34 Brits in the Park 2015 . . . . . 17 Brits on the Lake 2015 . . . . .21

" K " A Father’s Day Wish • Port Perry • Escarpment Run Club Events: e d e a 15 Ragtop 03 04.indd 1 15-09-10 7:07 AM p o The Eerie – A Travelogue . . . 24 'e R m On The On the Cover An Escarpment Run ...... 33 VictoriaBritish.com (800) 255-0088 Brits in the Park is held in the picturesque setting of Victoria Park, Lindsay. How very British eh what? Photo by Larry LLewellyn

©2014 Long Motor Corp. British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 3

Ragtop.indd 1 6/26/14 9:43 AM Vendor Village WASHROOMS Show Vehicle Locations London Trading Post Make Model/Years Class Ultimate Transportation Products AC ...... CC SHOW CAR Ace ...... CC Heritage Associates Distribution Inc ENTRANCE Aston Martin ...... BB JD Auto Service Austin . . . . . Sedans, pre-1960 ...... WW NO EXIT Austin . . . . . Sedans, 1960 on ...... XX. Maurice Bramhall and Associates Austin Healey Roadster - 100, 3000 Mk . 1 . . . . . D Vintage Car Connection FAST LANE FAST LANE FAST LANE FAST LANE Austin Healey Wind-up window - 3000 etc . . . . . C Austin Healey . . . Sprite...... F Mr . Grean PICNIC Austin . . .Coaches ...... JJ Citation PUBLIC PARKING LOT Bentley ...... Coaches ...... JJ Area Buses ...... VV Simply British Foods N Caterham ...... EE Cobra ...... CC B&G Restoration PUBLIC ENTRANCE Commercial Vehicles ...... VV British Auto Sport Daimler ...... SP250...... HH 3 Brothers Classic Daimler . . . . . Coaches...... JJ DeLorean ...... YY KDC Ventures VIP & PRESS Ford ...... Sedans, pre-1960 ...... WW PARKING Ford . . . . . Sedans, 1960 on ...... XX.

Martin Macgregor PUBLIC ENTRANCE PUBLIC ENTRANCE WC WC Jaguar . .Large Saloons 1995 Onwards . . . . . LL DRB Transport Books Jaguar Large Saloons pre-1968 & 1968 to1995 . . MM Peninsula Import Auto Parts WRAP-TURE Jaguar . . . . XK8,. XK, F-Type ...... NN SLICE OF PIE Jaguar ...... XJS...... OO

Comat Motor Sports PIZZA WC TREES Jaguar Sports Pre-61 & Sports Saloons Pre-68 . . PP Vintage Sports Cars FLEA ROAD Jaguar . Sports. Saloons 1999 onwards . . . . QQ H J J MARKET H JJ Jaguar . . E-Type Series I, 1961-1968 ...... RR H Crescent Oil G PATHWAY Jaguar . . E-Type Series II, 1968-1971 ...... SS TTC TENT REGISTRATION OVER FLOW AREA Classic Car Restoration LOST & FOUND Jaguar . . .E-Type Series III, 1971-1975 . . . . . TT F COFFEE Jensen ...... Y Gemstones “N” Silver J Friends of Bronte Creek Lanchester . . . . .Coaches ...... JJ J J J KK CC E E . . . . . 1975 on ...... A Dirt “B” Gone AA AWARDS DDB Land Rover . . . . . Up to 1974 ...... B WC MAPPRESENTATION ROW 9 HH Klear Kustoms London Taxis ...... VV Z ROW 10 ROW Lotus ...... Seven...... EE

DISPLAY X International Diecast MG CLUB JJ KK Z Lotus . . Elan, Elan Plus 2, up to 1974 . . . . DD. X Gallivanting Gallery (CS Trading) G K K Lotus . . . . .Elan, 1975 and later ...... DDA KK IB SPONSOR STREET Lotus . . . . . Elite. up to 1974 ...... DD

Mini Collectibles WALKWAY F B C X Lotus . . . . .Elite, 1975 and later ...... DDA ROW 11 ROW HH Chris Hyland VENDOR Z Lotus ...... Europa ...... DD. GG W Lotus ...... Cortina ...... DD. Armchair Motorist VILLAGE S H ROW 5 45 STAG DISPLAY Lotus ...... Esprit...... DDA H H DDB British Model Cars WALKWAY DDA Lotus ...... Eclat ...... DDA IIA II S Lotus ...... Elise ...... DDB UK 2 Canada Pension Transfers CRESCENT OIL CC KK X JJ Lotus ...... Exige...... DDB XX BB YY R II PATHWAY Q GG Lotus ...... Evora...... DDB Autohibernation K EEA ROW 9 K FF 10 ROW O Lotus ...... Replicas...... EEA FTC Tools I I EE FF B IA I Marcos ...... HH FF FF A ROW 1 Leatherique WC M N Mayflower . . . . .Coaches ...... JJ D M NN Z L L T AA McLaren ...... CC Falun Dafa Association TREES FLEA U MG ...... Midget ...... G

Detail Fanatics MARKET WALKWAY MG ...... T Series ...... J EEA DDA MGA ...... K EE The Celtic Market DD WALKWAY MGB-GT ...... I

ROW 4 ROW 5 Q W Canadian Automobile Association R V MGC ...... Roadster ...... IA

WALKWAY 11 ROW MGC-GT ...... IA VENDOR CANADA N BB MGF ...... IB & TRAILER Y MG V-8 ...... IB PARKING O Food P WASHROOMS MGB . . . . .Roadster 1962 - 1974 ...... H L L ROW 7 ROW 8 ROW 9 British Bake Company - Pies & Baked Goods A 10 ROW MGB . . . . .Roadster 1975 - 1981 ...... E BRITISH DJ S V T U MG ...... Saloons ...... FF BAKED Y DD A Slice of Pie - Oven baked Pizza P R R

GOODS ROW 3 BOOTH Mini . . . Sliding Window (1959 - 1970) . . . . . L S EE YY EXIT DM II TREES Mini . . Wind-up Window (1970 - 2000) . . . . .N Simply British Foods - Chocolate & Sweets ROW 2 M N N C ROW 1 British Saloon SHOW CARS Car Club of Canada Mini ...... Rover...... N Olympic Softee Inc . - Ice Cream ROAD ROAD Mini . . . . BMW (2001 0nwards) ...... M. VV OO PP RR SS Morgan ...... II Wrap-ture- Wraps BUSES/COMMERCIAL VEHICLES OAKVILLE LIONS FOOD

ROW 21 ROW 22 ROW MOTORCYCLES & LONDON TAXIS Morris . . . . . Sedans, pre-1960 ...... WW Oakville Lions Club (2 locations) - Burgers Hot Dogs & Pop UU Morris . . . . . Sedans, 1960 on ...... XX. Friends of Bronte Creek (Registration) - Coffee/Kettle Corn Some of the Badges you will see at the show. Motorcycles . . . . All British ...... UU Other Coaches ...... JJ WW Other Sports Cars ...... CC PP Platinum Partner ROW 31 Production Sedans Sedans, pre-1960 ...... WW QQ Production Sedans Sedans, 1960 on ...... XX. Sponsor Street SS 23 ROW WW Range Rover . . . .1975 on ...... A TT WW Range Rover . . . Up. to 1974 ...... B

RR 22 ROW Mini Canada ROW 32 Reliant . . . . . Sports Cars ...... HH. 3.5” x 2.5” | Maximum Font Size: 30 pt Rolls Royce . . . All. models ...... KK WW Budds’ Imported Cars QQ TT Rover . . . . . Sedans, pre-1960 ...... WW ROW 21 ROW

Gold Partners TREES Auto Glym XX Rover . . . . . Sedans, 1960 on ...... XX. ROW 33 Sunbeam . . . . . Alpine...... GG Visit Oakville Need directions to your Sunbeam ...... Tiger ...... GG XX Sunbeam ...... ...... GG Lant Insurance OO financial destination? TREES Triumph ...... GT6...... V Hagerty Insurance MM Triumph . . . Spitfire 1961 - 9731 ...... W Marc Nutford Triumph . . . Spitfire 1974 onwards ...... Z Toronto Triumph Club Financial Advisor ROW 34 Triumph ...... Stag ...... X . 2387 Trafalgar Road MM Triumph . . . TR2, TR3, TR3A, TR3B ...... O. Featured Anniversary Cars Unit E2 Triumph . . . TR4, TR4A, TR5, TR250 ...... Q Oakville, ON L6H 6K7 NN Registration 905-844-4043 Bronze Partners Triumph . . . . TR6, 1969 - 1973 ...... R ROW 35 Triumph . . . . TR6,. 1974 - 1976 ...... S LANT INSURANCE BROKERS Friends of Bronte Creek (Coffee & Kettle Corn) NN (A Division of Wayfarer Insurance Brokers Limited) Triumph ...... TR7 ...... T WC Canada’s Leader In Classic Vehicle Insurance Since 1978 Triumph ...... TR8 ...... U Awards Presentation Area LL Triumph Other - Roadster, Herald, 2000, Vitesse . . P www.edwardjones.com WC OAKVILLE ROW 36 Trucks ...... VV Member – Canadian Investor Protection Fund LIONS TVR ...... AA FOOD LL

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Antique, Classic, Special Interest and Modified/Street Rod Automobile Insurance Program

TREES

37 Sandiford Drive, Suite 100, Stouffville, ON L4A 7X5 Tel: (905) 640-4111 • Fax: (905) 640-4450 www.lant-ins.ca

Welcome to the from the chairman 32nd British Car Day! From humble beginnings as Please take the time to see course don’t forget to visit Vendor Village a picnic for Triumph and MG what our terrific sponsors have where you can find everything you need owners in Kendal, British Car on display. Budds’, Autoglym, for your LBC and much, much more. Please Day has grown into the larg- visit Oakville, Edward Jones and check out the map in this programme to est British car show in North Hagerty can be found on Spon- see who’s where on the show grounds. America with over 1,000 cars sor Street, Crescent Oil is in the It takes a huge effort to put on this expected to attend. Please vendor area and MINI Canada event and it would not be possible with- read on for a brief glimpse of has located its tent with the out our sponsors, vendors, spectators, Celebrating Over 109 Years in Business what’s on offer. MINI display. Lant Insurance is Park officers, a dedicated group of over We are featuring six anniversary cars this also sponsoring us again in 2015. While 100 volunteers and of course, everyone year. The MG TC is celebrating its 70th year, you’re registering your cars and picking who has brought their car to British Car MGA and Triumph TR3, 60 years, MGB GT up your goody bag please drop by The Day… they are the true stars of the show. and Triumph TR4A 50 years, and celebrating Friends of Bronte Creek who will be selling I am proud to be the Chairman again this CRESCENT OIL FEATURES 40 years is the Jaguar XJS. The display is on Tim Horton’s coffee to raise money for their year and I want to thank everyone in- the south side of Sponsor Street and close conservation efforts. Elsewhere on the field volved in making the 32nd British Car Day to the Registration area. A little further west Oakville Lions will be selling burgers, hot an event to remember. you will see a display of 45 Triumph Stags dogs & pop to help their many charitable See you in 2016! that are celebrating 45 years since first pro- endeavours and there are plenty of other duction. They are visiting from all over Can- great food vendors spread around the Dave Sims ada and the USA and 45 Stags in one place, field to keep your appetites sated. And of BCD Chairman. might a record! The MG Car Club of Toronto is celebrating the 60th anniversary of their Kendall GT-1 High Performance 20W-50 Motor Oil is club and is planning a special display so fortified with additional zinc dialkyldithiophosphate drop by and say “Hi” to the MG team. Important Times & Events 8:00 am Gates open for Show Cars (ZDDP) additive to provide enhanced wear British Car Day Committee protection and oxidation resistance. It is particularly Chairman: David Sims 9:00 am Vendor Area / Flea Market opens

effective in turbocharged engines and in high- Secretary: Alistair Wallace Park Gates open for spectators Volunteer Coordinator: Ron Etty performance engines with flat-tappet camshafts, Sponsorship: Frank Manning 1:00 pm Voting closes for Participant’s Choice awards. David Fidler especially during the critical break-in period. The David Sims Please submit your completed ballot no later than 1 pm… (One ballot per show car registrant please!) newly formulated oil now contains Liquid Titanium Vendors: Alistair Wallace Park Liaison: David Sims 2:00 pm Awards & Charity presentations which improves fuel economy and provides extra Computer Services: Keith Stewart • St. John Ambulance protection against engine wear. Director of Communications: David Fidler Event Photographer: Larry Llewellyn • SickKids Foundation & Black Creek Pioneer Village Field Layout: Johan Aaltink Warren Beech • The Charlie Conquergood Award • Participants’ Choice Awards British Car Day Programme (You must be present to collect your award) Editor & Publisher: David Fidler • Best Of Show Judge’s Award Assistant Editor: Terence McKillen Art Director: Michael Cleland 3:00 pm Closing Comments Advertising Sales: David Fidler 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 See You Again Next Year! 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 FOR OUR 33rd BRITISH CAR DAY 136 Cannon Street West, Hamilton by permission from them and the TTC . Printed by Printwell Offset, Brampton, Ontario . Sunday, September 18th, 2016 Copyright © 2015 by the TTC . Call today 905 527 2432 • 1 800 263 6483 British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 7 Join a club Featured Model celebrating 70 years MG Car Club of Toronto at some time to have captured by Bob Grunau, MG TC owner This year we are celebrating the 60th anniversary of the it in words so exquisitely. It’s MG Car Club of Toronto and believe we are the oldest worth reading to the very end continually operating MG Car Club in North America. - he has captured the very es- Currently we have over 300 members and support all sence of the car I love: models of the MG Marque ranging from “T” series and TheMG MG Car Company was started TC earlier to the modern MGFs. when Cecil Kimber, then General Man- “You’ll never see an old The club meets on the second Tuesday of each month ager of Morris Garages (owned by William man in a TC. The unwritten at the Danish Lutheran Church, 72 Finch Avenue West, Richard Morris), took a standard Morris law governing roadways from Toronto. A warm welcome awaits new members. car and converted it into a Super Sports 1945 to 1949 wouldn’t For more information on the club and our activities Morris MG Special in 1924. The first true permit it. Youth is not please visit our website at www.mgtoronto.com MG was built in 1925 and known an option with the TC. It’s a as the “Kimber Special.” Kimber and MG must. The minute you’re in it, a kindly heroes of World War II. They had seen the continued to build cars for the sporting en- breeze erases the creases in your forehead MG in action in its native habitat and were thusiast through the late twenties and thir- and the hair you haven’t seen since your anxious to perform in their postwar TCs. ties. MGs gave excellent value for money Junior Prom is suddenly fodder for the The MG TC was the first great getaway car and were soon being raced extensively, of- the war and buying or importing MG TCs. four winds again. Your muscles may be to cross the ocean and open up the high- ten with MG factory support. The last sports The car brought the fun back into driving gone, but you’ve been blessed with a new ways to the classic European invasion. car produced before the Second World War and soon was used extensively in every body by Morris of . A body no Before the TC rode out of the Morris Ga- was the MG TB. A two- seater with 1250 type of motoring competition. Many fa- one could ever quite appreciate: the TC rages there were just the Ford and Chevy, cc overhead valve engine producing 54 bhp mous drivers started their racing careers is a man’s car born of an era when men domestic in every sense of the word. While @ 5,200 rpm. The TB production was cut in the TC, including Phil Hill, Walt Mckay were men who commanded their vehicles. the TC was foreign, yet familiar, British by short in September 1939 by the outbreak and Frank Mount, to name a few. To assist that combines ownership of a TC and rac- And women were women who thought the design, American by desire. No other could of hostilities. The MG factory was turned these drivers, the MG Car Company pro- a lot of work! ing, it’s titled “The Red Car” and authored TC rather cute, but quite impractical for compare with this welcome intruder. over to war work between September 1939 duced a factory tuning manual which al- Fortunately, most in 1954 by Canadian Don Stanford. the kiddies. And impractical they were, At once, the TC is athletic and court- and the summer of 1945. lowed the owner to increase power output parts required to re- A TC is a fun car for competitive events. uncomfortable too. Two rather slender ly, ageless in a time sphere where time Production of the MG TC commenced to 83 bhp or even 97 bhp with a blower. store a TC are readily The camaraderie of MG owners is out- gentlemen could be accommodated quite doesn’t matter at all. If it were just made in September 1945 and is now celebrating If you are looking to buy a TC, the best available. The work can be simplified by standing. The TC can be developed to any nicely. And, though easy on petrol, the last year, the TC would obliterate every- its 70th anniversary. The TC was almost a advice, as with all classic cars, is to find buying a new body tub. These are available level you desire. Many owners still race TC was not an easy rider. It mirrored ev- thing made before or after it because it direct copy of the pre-war TB; the two cars the best one you can afford. All TCs will from sources in the UK as well as the USA; them in nearly stock form and with full ery pit in the pavement, every nuance on is the definitive sports car. Linear from had the same engine, gearbox and rear axle have required some body work by now, a all it costs is money, but it will save you road equipment. Others modify the TC to the road. Rough on the rear? You bet? any angle, there are no curves to detract with only minor changes to the chassis to restored car will have this work already a lot of time and work. Mechanical work go faster. A reasonably quick TC will have And yet, one ride down one country lane, from the purity of design or the honesty of employ rubber mounted swinging spring done. The body is of coachwork construc- is very straightforward; everything on a a 1466 cc engine from the MG TF 1500, rubbed by generations of wheels to a sen- purpose. The TC is today, yesterday, and shackles instead of the pre-war sliding tion using an ash wood frame covered in TC can be taken apart and repaired by a racing wheels and tires, alfin brake drums, sual smoothness made magic. And men tomorrow. All things to all men, whatever trunnions at the rear of the leaf springs. The sheet metal nailed to the frame. After 70+ competent home restorer. The TC gearbox some suspension modifications, etc. With called it TC. their age or station. To ride one is to re- body width at the seat back was increased years of neglect and abuse, the wood frame is one of the best ever built, strong and these modifications a TC can achieve a top In retrospect, the motor car in general, capture youth on the highways; to own by four inches. The car still had four leaf may have rotted and the metal will have smooth. It was so good that most of the speed in excess of 100 mph. My best time and the TC in particular were as innocent one is to own youth forever.” BCD springs, narrow 19-inch wire wheels, suffered from rusting. Mechanical parts English manufacturers of fifties sports cars at Mosport was 1:56 several years ago, not and as immune to sophis- very direct steering and a stiff suspension are usually no problem, as the same basic - special builders like Lotus, Elva, etc. used fast by more modern vintage car standards tication as the years that and ride. As with other MG offerings, the engine was used in the later TDs and TFs the TC box in their racing cars. but a real ride in a basically pre-war square- spawned them. Born of a TC was manufactured at Abingdon-On- as well as thousands of Morris and Wol- Many books and oodles of literature are rigger, solid axle car. Aero-dynamics was war fought on principles, Thames. Over a four year production run seley sedans. However the TC engine had available for the MG TC. One that stands never a strong point of the TC, but it is a not politics, they were na- (1945-1949), 10,000 units were produced. a different casting number as well as sev- out is a book written by Australian Mike beautiful box of wind resistance. ïve almost to a fault. And MG needed to get into production eral other subtle differences. Originality is Sherrel, entitled “TCs Forever.” It is the TC “The Great Getaway Cars - Series Pro- America with all its en- quickly after the war to earn much needed important on a TC if you want a concours owner’s bible. Of course, the MG factory file Plate No. 1” Miles Reid poster has on thusiasm intact was ea- foreign currency. The sports car boom in winning car and so it is important to buy a provided shop manuals, parts books and the it a description of the TC. I just had to in- ger to give them a home. North America was started by American car with the right components. tuning booklet. A good light read is a fun clude it in this TC Profile - it was written by And among the welcoming (and Canadian) servicemen returning from Restoring a TC is not a problem - just book about a high school kid and a red TC Joe Giordano who had to have owned a TC committee were the Yankee

BCD 8 www.BritishCarDay.com September 20, 2015 • British Car Day Programme British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 9 Featured Model 60 Years

The Triumph TR3 two-seat sports car (roadster) was produced be- by Terence McKillen tweenTRIUMPH 1955 and 1962 by Standard-Triumph and is celebrating its TR3 60th anniversary this year. A face-lifted variant, popularly but un- officially known as the TR3A, entered production in 1957 and the final version, unofficially the TR3B, was produced in 1962. As with the TR2, the TR3 was powered by a ver- sion of the former Standard Vanguard 1991 cc straight-4 OHV engine initially producing 95 bhp (71 kW), an increase of 5 hp over the TR2 thanks to the larger SU-H6 carburettors. This was later increased to 100 bhp at 5000 rpm by the addi- tion of a “high port” cylinder head and enlarged manifold. The four-speed manual gearbox could be supplemented by a Laycock A-Type unit on the top three ratios. In 1956 the front brakes were changed from drums to discs, the TR3 becoming the first the TR4. It had the body of the later TR3A. British production car to be so fitted. Two series were produced, one with a commission The TR3 had a steel body in a Barchetta design (“little boat” number preceded by TSF of which 530 were produced; in Italian). The cockpit was well located, giving the car a long-nosed had no servo assistance. and another with commission numbers preceded by shape with frog-eyed headlights. A full-width chrome bumper The TR3’s weight was sig- TCF of which 2,804 were produced. The TSF series were identi- adorned the front as with the TR2 and there was still no rear bum- nificantly more than the Morgan Plus cal to the last run of TR3As, with 2.0L engine, but with the TR4 all- per, just two vertical over-riders attached to the end of the box Four and the 356 Porsches, but not much synchromesh gear box. The TCF series had the 2,138 cc (2.2L) TR4 frame. The front of the TR3 had acquired a new chrome radiator more than the MGA and MGB. All except the Mor- engine. It was fitted with two H6 SU carburetors and produced grille to cover the ‘gaping mouth’ of the TR2. As with its predecessor, gan, which shared the same engine, were substan- total production run of the TR3A was 58,236 105 hp (78 kW) at 4,650 rpm and 172 Nm (127 lb·ft) of torque at the TR3 was a true roadster, designed for sunny weather, but with tially less powerful. The car was very responsive and making it the third best-selling TR after the TR6 and TR7. In 3,350 rpm. It achieved around 24 miles per gallon (12 L/100 km). removable rain protection. It had a top that snapped on forgiving, but it had some handling issues. The chassis 1959, a slightly further modified version came out that had The top speed was limited to about 110 mph (177 km/h) by the together with removable side curtains, and very low doors, the tops had limited wheel travel. As a result, on hard cornering, the raised stampings under the bonnet and boot hinges and un- gear ratio, unless it had overdrive. A Laycock A-Type overdrive was of which were padding for the driver’s arm. A steel, bolt-on hard- inside rear wheel would lift, causing sudden over-steer due der the door handles, as well as a redesigned rear floor section. available as an option and operated on 2nd, 3rd, and 4th gears. top was offered as an extra. There were no exterior door handles. A to the increased load on the outside rear tyre. This was particularly From 1956, Lockheed disc brakes were fitted to the front as stan- Its appearance was identical to the late U.S. version of the TR3A third person could get behind the seats, at a squeeze. accentuated when running on radial tyres. dard, the first British production car to have such a braking system. except for a wider grille and door handles. The separate, ladder-frame chassis continued from the TR2. Coil A hardtop car with overdrive tested by The Motor in 1956 had Drum brakes remained on the rear. 3,377 examples of the original Sir John Black had a clear vision of the car he wanted to see driv- and wishbone front suspension was fitted with manganese bronze a top speed of 105.3 mph (169.5 km/h) and could accelerate from “pre-facelift” TR3 were produced. ing on British and American roads when he started out with the trunnions, coil springs and telescopic shocks and an optional anti-roll 0–60 mph (97 km/h) in 10.8 seconds. A fuel consumption of 27.1 In June 1977, American Road & Track magazine published a 0–60 TR2. Quite simply he made his vision come true as the success of the bar. Steering was via a cam and lever steering box. The rear suspen- miles per imperial gallon (10.4 L/100 km) was recorded. mph time of 12.0 seconds, power output of 100 bhp (75 kW) at 4800 TR2 and TR3 Barchetta roadsters attest, and indeed with the subse- sion comprised leaf springs with a solid axle and lever arm damp- In 1957, the TR3 was updated with various changes of which the rpm, observed curb weight of 2,090 lb (950 kg) and fuel consump- quent roadsters up to the TR8. Triumph forced other car companies ers. Standard steel wheels were 15-inches in diameter and 4.5 inches most noticeable was a full width radiator grille. This revised model tion of 28 miles per imperial gallon (10 L/100 km). to strive for higher standards. The thrill of driving a side screen car is wide (increased from 4 inches after the first few TR2s), with 48-spoke is commonly referred to as the TR3A. However the cars were not In 1962, concurrently with the TR4, which had started produc- a different feeling that has to be experienced to be understood. As wire wheels optional. Wire wheels were usually painted, either badged as such and the TR3A name was not used by Triumph. The tion a year earlier, a further update resulted in the unofficially you turn the key and push the start button, the engine rumbles to body colour or silver, but matt chrome and bright chrome were TR3A was built between 1957 and 1962. The updates included exte- named TR3B. The TR3B was a special short-production run in re- life, the gauges swing into operation, and the road races by inches also available. The front drum (later disc) brakes and rear drums rior door handles for the first time and a lockable boot handle. The sponse to dealer’s concerns that the public might not welcome from your left elbow as you swiftly run up through the gears. BCD

BCD 10 www.BritishCarDay.com September 20, 2015 • British Car Day Programme British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 11 Featured Model THE LEGEND CONTINUES. 60 Years by Johan Petersen MG Car Club of Toronto

MGA series engine and its transmission from the Magnette saloon. Before the official launch of the MGA in 1955, three aluminum bodied proto- types of the new sports car, cod- ed EX182, were entered at Le Mans. Fortunately for MG, they ac- quitted themselves well, finishing fifth and sixth in their class. Thus, when the MGA was When the MGA finally announced arrived in 1955, it shortly after this, must have come as quite the car already had a shock to MG aficionados a competition background who had become used to the as testimony to its pedi- pre-war look of the com- gree. No doubt this did much pany’s sports cars. Even the to ensure its acceptance by enthusiasts revamped TF left nothing to who were reluctant to say goodbye to the doubt about its 1930’s-style that it must have been difficult to believe old fashioned traditional looks of the MG. ND HAPPY 32 BRITISH CAR DAY FROM MINI. design. The MGA was a complete that it was actually a venerable TD Midget departure in styling for MG. Its beautiful underneath! It was a road-going version of A Change of Style Over 50 years of motoring fun have added up to hundreds of automotive innovations, streamlined body was right up to the minute the Phillips car which had been proposed The chassis for the MGA was a develop- thousands of checkered flags, millions of on the road, legions of devoted fans and one in terms of appearance, and it was powered to BMC in 1952 as a replacement for the ment of the TD Midget’s unit, but with shared passion. Designed by Sir Alec Issigonis for the British Motor Corporation, MINI over by a new engine, as MG had decided that the TD Midget, but it had been turned down more widely spaced side rails to allow for a the years has become the spirit of the streets both in Britain and beyond. It’s been a cultural old XPAG unit had had its day. The MGA because of the corporation’s decision to lower seating position to fit in the new sleek phenomenon transcending traditional class barriers, from hipsters and rock stars to royalty was to use the much more modern B-series build the Austin-Healey 100. MG had gone bodywork. This not only put the driver and engine that had made its debut in the recent- passenger in a more sensible position in and rally racers. It’s a true thrill ride, you-nique and much more than just a car. We are proud as far as building a full prototype of the ly announced Magnette saloon. MGA by using TD running gear, the 1250 relation to the proportions and height of of our British heritage and feistier than ever. MG enthusiasts had been given a hint of XPAG engine, a re-designed chassis, and the body, but it had the added advantage of what was to come as early as 1951 when the MGA bodywork. When it eventually lowering the centre of gravity, thus improv- Discover more of what’s new – and what’s not – at MINI.ca. George Phillips drove a re-bodied TD became clear that the TF Midget was a bit ing the cornering ability of the car. Midget in the Le-Mans 24 hour endurance of a lame duck and that it would have to be The two-seat open body was unmistak- race. The car had been built for him by MG replaced, the new MG sports car was final- ably a development of the earlier Philips following his successes with his own TC, ly given the chance it deserved. The delay racer design, being of the full width type, which had been fitted with a lightweight in production had one advantage in that it the wings blending into the bodywork two-seat race car style body. So different allowed MG to refine the design and install and each other to produce a beautiful was the appearance of his new TD racer, the much newer 1489cc four cylinder B- and aerodynamic design. Other than a

British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 13 shortened, stylised and widened version The MGA Twin-Cam ing in a wide range and large number of the now familiar MG grille, there was The MGA continued in these open and of competition events, it was a car that very little about the MGA which bore the closed forms until 1958 when another needed sympathetic treatment from the slightest resemblance to any of its prede- high performance version was added to driver. Unfortunately the increasing “ci- cessors. From the scuttle, the body fell in the range. This was the MGA Twin-Cam, vilisation” of sports cars had led to a new one constant curve to the radiator grille, which was essentially aimed at competi- breed of sports car driver who was not blending into the full swept front wings tion use rather than everyday road use. In quite as in tune with the car as his contem- on each side. The line of the front wings appearance, there was very little to distin- poraries had been with the earlier sports was taken back past the cockpit with its guish this car from the other standard MGA cars. The MGA Twin Cam was a highly cutaway doors, to where it merged into models, apart from its special centre-lock- strung thoroughbred and was easily dam- the rear wings. These tapered almost to a ing steel disc wheels. However, there was a aged through misuse. As a result of this it point at the rear and were blended into the lot more to this car than met the eye. got a bad reputation, and in early 1960 it rear portion of the bodywork that curved The engine was a development of the was dropped from the range. down from the back edge of the cockpit. B-series unit which was being used in A year later, in 1961, the MGA 1600 A pancake-style bonnet provided access the standard car. Essentially, the cylinder MkII appeared. This had a 1622cc version to the engine, and a separate boot for luggage block and bottom end were strengthened of the standard B-series engine together was able to provide a reasonable amount of B-series components, but the cylinder with other minor changes, which included space despite the fact that the spare wheel head was a new aluminum unit incorpo- new rear lights and a redesigned grille with was mounted to the boot floor. The car had rating twin overhead camshafts. Twin SU inset vertical slats. The engine now de- bolt on steel disc wheels as standard, but carburettors were fitted as standard, giving veloped 93bhp, which was an increase of centre-locking wire wheels were available a power output of around 110bhp which some 25bhp over the original MGA. In this as an optional extra, along with a removable was sufficient to propel the Twin Cam to form the car was capable of travelling well hard-top with rigid sliding windows to re- a maximum speed approaching 115mph. in excess of 100mph, offering similar per- place the soft-top’s sidescreens. At the same time it slashed acceleration formance to the Twin Cam but without the times by a considerable amount. With all temperamental nature of that car. A Change in Performance this power available, it was considered that A few remaining Twin Cam chassis The MGA engine was uprated very short- the old drum brakes inherited from the TD were also given the 1622cc B-series engine, ly after the initial production from 68bhp Midget were no longer up to the job, so but retained the four-wheel disc brakes and to 72bhp. Our thanks to Steve Foster, the they were dropped in favour of four-wheel centre-lock steel disc wheels. In this guise owner of a 1956 MGA 1500 with 72bhp for disc brakes. they were known as MGA 1600 MkII De bringing this to our attention. Luxe, which ridiculed MG’s reputation for Sunday 10:15am. YO U , THAT PER FECT FIN ISH AND T HE O PEN R O A D. The MGA 1600s short names for its cars! MGA Variants Shortly after the introduction of the MGA INDULGE IN THE GLORY. On its launch the car was extremely well Twin Cam, the standard cars were given The End of the Line received, which was no doubt helped by a 1588cc version of the standard pushrod By now, despite the fact that it was a very its previous competition successes, and its version of the B-series engine, becoming good sports car, the MGA was getting a bit impressive performance in standard road- the MGA 1600 in the process. They were long in the tooth and was not offering the going form. It also offered very good value also equipped with disc brakes on the front level of interior comfort which was being for money in the MG tradition and it sold wheels, but continued with drums at the demanded and could be found in its direct very well, with a large number going to rear. The MGA 1600 continued to be of- competitors. Sales were now beginning Attacking the twists and bends with the sun shimmering on pristine bodywork and supple leather – it makes that bit of effort worthwhile. Don’t the USA where it did much to revive MG’s fered in both open and coupé versions. to tail-off, in spite of the car continuing worry, you’re not alone, we share your passion for detail. For us it’s an obsession that started over 40 years ago and continues to drive us today. flagging reputation. By 1959, Abingdon was hard at work to prove itself well on the race track. In That’s why our products work beautifully, are quick and easy to use and more durable than ever. It also means you and your car get to look A year after the original car’s launch, a producing nothing but sports cars, since 1962, therefore, after around 100,000 cars good for longer. That’s the Autoglym way. Always has been. coupé version of the car was announced. the ZB Magnette had been dropped from had been produced, the MGA was dropped It had a high curved roof line and a larger the range, and the MGA was selling well from the MG range. Its replacement was windscreen than the soft-top version of and they were also busy producing the six already waiting in the wings, and would the car. The doors were fitted with wind- cylinder Austin Healey. Furthermore they prove in its many forms to be the longest- up windows and opening, hinged quarter- were about to go into production of a new running and best-selling MG of them all - www.autoglym.com PA SSI O N for P E R F E CTION lights, which made the car a very civilised small sports car called the Austin Healey the MGB. BCD sports car indeed! There were also a num- Sprite, the future looked promising! ber of other variants of the MGA which However, all was not well for the MGA See also Twin-Cam Engine history and were produced through its lifetime: Twin Cam. Despite its very good show- Twin-Cam Production database

Now exclusively available at Canadian Tire and PartSource British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 15

AutoGlym.00.indd 1 13-08-30 5:30 PM Featured Model TRIUMPH Ontario’s Official Lotus Dealer 50 Years

TR4by Terence McKillen A The Triumph TR4A is celebrating its 50th anniversary this year. Over a fif- teen year period from 1961 to 1976, Triumph chose to carry out periodic modernization of the TR design – first with a new chassis, then with a new engine and finally with a dif- ferent body style. Triumph’s approach to their roadster development was in con- trast to the choices made at both Abingdon (MGB) and Ryton () where the models varied little throughout their respective production runs. Although there are some significant differences between erable capacity for a sports car. the various Triumph roadster models of the Other key improvements over the TR3 period, the similarities are far greater and included a wider track front and rear and reflect a Darwinian evolution of design. rack and pinion steering. The compression of production, from 1965 to 1967. When the TR4 was introduced in 1961, ratio of the 4-cylinder engine was raised The TR4A received only mechanical the difference from its predecessor, the to 9:1 and the displacement increased to changes including a redesigned and wider TR3A/B, was quite remarkable. The design 2,138 cc from 1,991 cc. Everything else on chassis and, most significantly, indepen- took a radical departure from that of the the TR3 was left alone, such as the stroke dent rear suspension (IRS) using trailing side-screen TR3. Gone was the Barchetta- measurement, carburettor sizes, port shapes, arms and a differential, and a number of Gentry Lane Automobiles style body although a similar steel chassis, cam form and head design. The TR4 was small styling changes and refinements, frame and body construction was used. It given an all-synchromesh gear box and an otherwise the two models appear nearly 770 Dupont St. has been said that Giovanni Michelotti optional Laycock A-type overdrive on 2nd, identical. The suspension design was sketched out the TR4 design in a little more 3rd and top gears as well as rack and pinion similar to that used in the Triumph 2000 www.gentrylane.com Toronto, ON tel: (416) 535-9900 than 30 minutes. In addition to a complete steering to replace the cam and lever steer- saloon which had been introduced two [email protected] M6G 1Z6 fax: (416) 535-8152 body rebuild that included frameless, wind- ing. The TR4 had a four year production run years earlier. Unlike the saloon which ing glass side windows, and an angular rear between 1961 and 1965 when it morphed had telescopic dampers, the TR4A used which allowed a boot (trunk) with consid- into the TR4A to provide a further two years Armstrong lever-type dampers which ar-

British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 17 LANT INSURANCE BROKERS Join a club (A Division of Wayfarer Insurance Brokers Limited) Toronto Canada’s Leader In Classic Vehicle Insurance Since 1978 Triumph Club & British Car Day

by Glen Donaldson

The Toronto Tri- umph Club was found- ed in October 1982 when rangement was carried forward to the TR250 and TR6. For North American Bill & Nancy Gray (Of delivery only, the live rear axle continued to be available by dealer demand Gray Tool fame) gathered and about one third of the TR4A imports came without IRS. a small and very enthusi- The 4A was powered by the same 2.2L (2,138 cc), 4-cylinder engine, astic group, for a meeting the long stroke giving this engine much of its torque. Changes in the engine in T.O. They had done this brought the power up by 4 bhp to 104 bhp (78 kW) at 4,700 rpm and maxi- by spreading the word and mum torque from 128 lb. ft. to 132.5 lb. ft. at 3,000 rpm using twin SU car- leaving notes on car wind- Offering The burettors. New induction and exhaust systems were fitted to assist with better shields, sticking flyers up aspiration. The service interval was increased to 6,000 miles. in repair shops etc. – long Inside, the TR4A got face-level fresh air ducts, seemingly a first in a Brit- before the Internet and Smartphones. The original con- Antique, Classic, Special Interest ish car. The facia was changed to polished walnut and the array of instru- cept of the club was a source of fun and fellowship – for mentation was nicely offset with chromed bezels. The handbrake lever was social outings and drives. Plus the exchange of infor- and Modified/Street Rod shortened and moved from the passenger side of the transmission tunnel to mation and parts, as well as recommending shops for a position on the tunnel between the seats. Moulding and a padded console getting repairs done properly. The president of British Automobile Insurance were added around the gear lever and the headlight dip switch, turn signal Leyland Canada had even approached the new TTC to Program and OD controls moved to the steering column. see if they could help move some new old parts stock. Switches on the dash panel were of the push-pull type. The seating was The TTC grew on the strength and enthusiasm of its improved over the TR4 with more padding and leather covers were retained members and their desire to get out and have fun and as an option although stretched leathercloth was fitted as standard. Exter- use their old British cars. “All to Preserve and Drive the nally, the TR4A’s front grille lost the vertical plated bars and used smaller Triumph” has been our Club’s motto, because the hard overriders on the bumpers. New side lights were fitted in the edges of the working people who built our cars back in , built wings where they were combined with the turn signal indicators. Stainless them for driving and sporting pleasure. steel trim ran from the side lights back to the rear of the doors. The TTC and its members continued to build many The TR4A displays an interesting anachronism – namely, a hole at the events with their enthusiasm – Spring Fling, The Ca- base of the radiator grille where a crank handle could pass through to en- nadian Classic and of course British Car Day – now gage the front of the crankshaft. The TR4A came shod with Goodyear G800s entering it’s 33rd year. (165x15) fitted to optional 48-spoke 5½ J wire rims. Like on the TR4, the Our club has grown to approximately 300 mem- TR4A rigid roof panel was replaceable with an easily folded and stowed bers and the $40 membership fee brings you four is- vinyl insert and supporting frame called a Surrey Top. This was the first such sues of the award winning Ragtop magazine, regular roof system on a production car and preceded by 5 years the Porsche 911/912 monthly social meetings with complementary food, Targa, which has since become a generic name for this style of top. technical sessions, day drives and weekend events. In 1968, the TR 250 with Triumph’s 2.5L in-line 6 replaced the TR4A. The Plus the assisance and support of our members, TTC TR250 is noticeably smoother and has better torque at lower speeds, however website and discussion forums. For membership in- overdrive 2nd in the A-type unit gives a very flexible ratio for in-town driving formation please contact our membership secretary: 37 Sandiford Drive, Suite 100, Stouffville, ON L4A 7X5 Tel: (905) 640-4111 • Fax: (905) 640-4450 so the TR4A doesn’t suffer significantly by having the smaller motor. On a [email protected] long trip, using OD, the TR4A can achieve low to mid-30s mpg (8.3 L/100km) Website: www.TorontoTriumph.com See us on Facebook www.lant-ins.ca with 24-26 mpg (12.1 L/100km) achievable on shorter runs. A new TR4A in August 1967 would have cost $3,120 at Eglinton Motors in Toronto. BCD

British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 19 Featured Model

19741/2. For the 1975 model year both requirements so now we had the situation body shell with a 1974 engine. I personally roadsters and GTs now had a large “rubber of a revised body shell and without an ap- have one of these and within the MGB fra- bumper” to comply with US safety regula- proved engine for 1975 models. The older ternity there is a sub register for this model. tions. To meet US emission requirements engines with twin SU carburetors for the The 19741/2 models were the last fac- the US models were now supposed to 1974 model year was still in compliance tory imported GTs for North America as have a single Stromberg carburetor, how- so this was quickly fitted and so we have the decision was made not to import any ever even this failed to meet the emission the designation 19741/2 signifying 1975 1975 or later models. BCD

When MGB GT first introduced 3.5” x 2.5” | Maximum Font Size: 30 pt Engine: 4 cylinder in line MGB GT Capacity: 1,798cc by John Burrows Bore & Stroke: 80.26mm x 88.9mm Valve operation: overhead operated by tappets pushrods and rockers. Need directions to your – President MG Car Club of Toronto No of bearings: 5 main Power output: 97 bhp at 5,500 rpm financial destination? Maximum torque: 105lb/ft at 2,500 rpm 50 Years Marc Nutford Compression ratio: 9.0:1 Financial Advisor When launched in 1962 the MGB . Carburation: Twin SU’s 2387 Trafalgar Road became the most popular of British Sports Clutch: Single dry plate Unit E2 Oakville, ON L6H 6K7 cars with a total MGB production of Suspension: front; coil and wishbone, rear; live axle with semi elliptic leaf springs. 905-844-4043 513,276 in all versions over its 18 year Dampers: Armstrong lever arm front & rear Steering: Rack and pinion production run. The roadster was the only Brakes: Hydraulic with servo assistance. Front; 10.75” dia disc. Rear; 10” dia drum model until 1965 when the GT version was Maximum speed: 104 mph www.edwardjones.com introduced. The GTs represented 125,282 Acceleration: 0-60 mph: 13.0 secs Member – Canadian Investor Protection Fund cars, which is about a quarter of all Fuel consumption: 25 mpg. production. When introduced in Oc- tober 1965 the GT went someway to making the MGB a family car with two additional passengers in the small rear seats, DARBY although they had to be small. Being a hatchback AUTO ELECTRIC it increased the luggage ca- series and retained pacity significantly. the original MGB When introduced in 1965 the front suspension. This GT started life with the later 5 bearing V8 was only offered in Repairs to all engine and Salisbury rear axle which had inder engine was fitted. Being a lot heavier the GT form so if you only recently been introduced on the Road- than the original “B” series engine and with see a V8 roadster it is an Makes & Models ster. Being 251 lbs heavier than the roadster a longer and larger sump it also required a aftermarket conversion. 2591 it also had stronger rear springs, but it also different front suspension, torsion bars examples were built from 1973–1976. Complete Electrical had to wait until 1968 to get the synchro on instead of coils. There were a lot of nega- There were plans to bring the MGB first gearbox. Essentially it was mechani- tive comments about the handling with the GT V8 to North America and indeed LHD Analysis & Service cally similar to the roadster. The body had increased weight up front as it was not as drive examples were built and one was some unique body panels to accommodate nimble as the MGB, and sales suffered to even shown at the 1973 New York Motor Owned & Operated by Rick Meade the taller windscreen, the front fenders, rear the extent that only 4588 were made during Show, but with Leyland Management now fenders and of course the roof. The extra 251 it’s production from 1967–1969. in control and the Triumph TR7 around lbs meant slower acceleration, but a slightly With a roof and a hatchback the the corner, it was never sold in the US. higher top speed due to its slippery shape. monoque body shell was stiffer than the The LHD versions went to continental 905-842-1820 [email protected] The final styling of Syd Enever’s design was roadster and this led to the next upgrade Europe and RHD to the UK market. done by the Italian house of Pininfarina which was the MGBGT V8 whereby a 3.5 The very last MGB GTs for North 1033 Speers Rd. Unit 3, Oakville, ON L6L 2X5 The first upgrading of the basic MGB litre Rover aluminium V8 was squeezed America were manufactured and shipped was the MGC whereby a 3 litre inline 6 cyl- in. This engine was lighter than the “B” here in late 1974. They are referred to as

BCD 20 www.BritishCarDay.com September 20, 2015 • British Car Day Programme British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 21

Darby.00.indd 1 15-07-31 11:23 AM Featured Model

In my opinion, conversion of the 5.3 or 6 litre twelve to a five speed manual trans- mission with overdrive yields the ultimate road going XJS. Tom Walkinshaw Rac- ing (TWR), a highly successful European XJS race team, did just that to new cars through the JaguarSport program available through Jaguar dealers in 1988, and earlier 40 Years on TWR’s own. However, nothing can com- by Steve Sherriff - Ontario Jaguar Owners’ Association pare with the Lister LeMans XJS, a seven litre twin turbo 200 mph rocket ship. Other less ferocious Listers remain highly desir- able. My own five speed manual conversion Once the black sheep of the Jag- if you select a later car. Moreover, early cars experts consider removing these exhaust by professionals will be ready for inspection uarJAGUAR marque, long overshadowed by its im- XJ-Swere fast, yet softly sprung on narrow tires, restrictions to be good for at least 25 hp. at British Car Day. Please seek me there or mediate predecessor, the E-Type (XKE to a recipe for trouble. Increasingly sumptuous and more torque, raising the 5.3’s ante to through the OJOA if you are interested. its American owners), the Jaguar XJS has interiors arrived as the eighties unfolded. about 290 hp. and yielding a pleasantly Handling is better than might be ex- come of age. Those in the know, recog- My friends and I race a 1984 XJS powerful machine. The six litre V12 intro- pected, despite the boulevard ride, since nize the XJS for what it is, a V12 in Chumpcar endurance racing. duced in 1993 is a rapid machine with 318 there is plenty of grip, with a low centre par excellence.The XJS delivers plenty This V12 engine started racing hp in its final incarnation. of gravity, although the ship leans when of motoring pleasure for a fraction of the at 185,000 km and is still going V12s tend to run hot in summer traffic. pressed. Addition of a rear anti sway bar stratospheric cost of the legendary E-Type strong six years later, having Consequently, the radiator and cooling sys- (inexplicably removed from production sports car. There is no need to engage in survived some seven-hour en- tem must be in excellent shape. The V12 in 1983) and replacement of the front bar white collar crime in order to be able to durance races at Watkins Glen was exotic in the era and is not a candidate with a larger bar will produce flat corner- afford to buy an XJS. and other road courses. Oth- for service at Canadian Tire. You will need ing without harming the comfortable ride. Sales of the XJ-S in 1975 were initially like some of er components have become a reliable independent Jaguar specialist fa- The four litre six cylinder cars lose terrible; no one could have predicted that it the impatient stressed out in such intense miliar with the XJS. Jaguar dealers are no little in performance, are more agile, and would have a 21 year production run, lasting supercharged combat, but not the engine. longer the preferred service venue either. cheaper to run. They were available in until 1996. The hyphen was deleted at the Jaguars which The stock 5.3 litre (326 cu.in.) Their mechanics may have limited experi- Canada with five speed Getrag manual time of a subtle facelift in 1991.The styling followed, it does V12s feel rather lethargic because they ence on these older cars. First appearances transmissions from August 1991 onward, turned out to be ahead of its time. The flying not insist on being suffer from severe exhaust restrictions. under the bonnet looks like a “plumber’s but most have four speed automatics. Al- buttress rear roof was ridiculed at first, but driven fast. My wife, As a happy owner of a 1988 V12 coupe, nightmare,” but increased familiarity soon though they lack the romance of the silky it helped aerodynamics, produced a stron- who is by no means alone among la- I know that performance can be quickly makes the scene less daunting. smooth twelve, the sixes are not as poten- ger roof, and gave the car a distinctive ap- dies when it comes to the XJS, likes driv- now well sorted. Problem issues and their and cheaply improved, without resorting In July 1981, the V12’s cylinder heads tially moody and tempermental. pearance. The Corvette also featured similar ing it sedately. cures have long been identified. This is a to steroids, by deleting the useless inter- and combustion chamber design were re- A V12 XJ-S won the notorious Can- rooflines. The XJS was actually more aero- All XJS models are fuel injected. Un- popular car in the rejuvenated Ontario Jag- mediate mufflers, and replacing the exist- worked, and the model renamed HE stand- nonball Baker coast to coast outlaw speed dynamic than the E-Type. It looks fast just fortunately, only a few hundred four speed uar Owners’ Association, with plenty of ing catalytic converters with low loss cats. ing for “high efficiency.” This nomencla- dash on public roads in 1983. It must have standing still. The ridiculously long bonnet manual transmission models were deliv- members willing and able to help new own- The downpipes can also be rid of their ture was chosen by someone wearing rose had an auxiliary fuel tank! I understand is an iconic styling cue reminiscent of the ered before the manual option was termi- ers. The V12 has legendary durability, pro- useless honeycomb restrictions (Jaguar coloured glasses. Although fuel economy why it won, because it is the most relaxing twelve and sixteen cylinder cars of the thir- nated in the seventies due to low demand. viding it is not severely overheated. Like did this itself with the later six litre V12). was definitelyimproved, the V12 needs an car at high speed I have ever driven. Don’t ties. I am starting a rumour that James Bond The XJS was very reluctant to go topless. other aluminum alloy engines, overheating The stock rear mufflers can remain. The overdrive to achieve respectable highway buy one expecting rapid appreciation. traded his Aston in on an XJS. Only in 1985 did a targa panelled cabriolet can prove terminal. Unlike many American result will still be very quiet with a pleas- fuel economy. One hundred kilometres What hasn’t happened in forty years won’t The XJS is best seen as a glorious auto- emerge named the XJS-C. These are rela- V8s of this period, these engines are happy ing moan only audible as you press on. An per hour requires about 2600 rpm with happen overnight. Buy one to enjoy silky bahn style tourer for two, since only chim- tively rare. In 1986, Jaguar authorized Hess to rev, although the GM Turbo 400 auto- engine in sound condition equipped this the three speed automatic hitched to the and effortless grand touring motoring. panzees are sized to inhabit the rear seat. & Eisenhardt of Cincinnati to build full matic transmission in the XJS restricts such way will easily pass emissions. Genuine 5.3 litre, even with the 2.88 differential. My preferred one word description It is comfortable with ample room in the under licence. Two thousand adventures by insisting on upshifts, just The later six litre V12 cars which became of the XJS is ‘elegant’. If you permit me boot. The XJS is capable of orbital veloci- were made before the factory took the hint when things are getting interesting. available in 1993, featured an electron- three words, they are ‘elegant grand tour- ties on carefully chosen open roads where that the market was there and produced the As a rule of thumb, the later the car, the ic four speed automatic with overdrive er.’ Since only approximately 115,000 ex- speed traps are unlikely. The steering and factory convertible from 1988 on to the end better the build quality. Sir John Egan made fourth knocking 500 rpm off the clock at amples were ever made, you too can own handling at speed are superb. The brakes of production in both twelve and six cylin- great progress in quality control starting in one hundred kilometres. Their all round a distinctive Jaguar for a fraction of what are up to the speedy task. ABS was intro- der versions. Both six and twelve cylinder 1980, and Ford invested a ton of money performance is improved and they are rar- people imagine you paid. Moreover, no duced in mid-1988. Tires and jail time are convertibles remain readily available. commencing in 1989. You will be the bene- er. Accordingly, they command a higher stranger to the marque will believe this the speed limiting factors. However, un- The good news is that the XJS breed is ficiary oflingering fears of Jaguar reliability but not an unreasonably high dollar. design is now forty years young. BCD

BCD 22 www.BritishCarDay.com September 20, 2015 • British Car Day Programme British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 23 Other Anniversaries Aston Martin celebrating 50 Years DB6 by Terence McKillen

The Aston Martin DB series obtained excellent publicity for the company through the ap- front and rear bum- pearance of the DB5 in a number of 007 perleggera, the coach building company pers and rear pan- (James Bond) movies as well as the later in Milan, Aston Martin rejected all the els incorporating the DBS. However, the DB6 never made it proposals opting instead to conduct the tail rear end. A Kammback tail to the movies. Now celebrating 50 years, development work in-house. Wind tun- derives from research conducted by the Ger- the DB6 was produced between 1965 and nel testing suggested that changes were man aerodynamicist Wunibald Kamm. The 1971 with just under 2,000 units produced. necessary to counteract a tendency toward design calls for a body with smooth con- The Aston Martin DB6, as with its pre- aerodynamic lift as a result of the fastback tours that continues to a tail that is abruptly decessor DBs, is a grand tourer with 2+2 styling which caused reduced rear-wheel cut off. This shape reduces the drag of the seating which had the longest production traction at high speed. vehicle. In Europe the design is generally run of any Aston Martin model up to that When introduced at the 1965 London known as a Kamm tail or K-tail. time. The DB6 featured improved aero- Motor Show it was obvious that the DB6 The tail, combined with the relocated dynamics and specification over the DB5. shared a remarkable resemblance to its pre- rear-axle and lengthened wheelbase, pro- When looking for a replacement design decessor with the most noticeable differ- vided more stability. Though fashionable, for the DB5 from Carrozzeria Touring Su- ences being its wheelbase, side profile, split the design did not prove popular with con-

British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 25

PMS 1245 Other Anniversaries

servative, tradition-oriented Aston clientele construction, the more common body-on- TR4A and TR5 were incorporated into when the DB6 was firstintroduced. Perfor- platform technique was used primarily the rear end of both the DB5 and the later mance was satisfactory with road-tests of because the extended rear end required DB6 (sports estate car) be- the day noting a top speed of the Vantage a stronger and more rigid design using tween 1963 and 1971. Only a few of each model between 145 mph to 148 mph. folding sheet metal frames. Surprisingly were made – 12 or 13 of the DB5 and 67 The DB6 continued with the Armstrong the modifications combined to add only of the DB6 were reportedly produced for Selectaride cockpit-adjustable rear shock seventeen pounds weight compared to the Aston by Harold Radford & absorbers carried over from the DB5 and DB5. The DB6 was powered by the 3,995 Co. Limited of South Kensington, London. which were also standard fitting on the cc DOHC, in-line six-cylinder Aston Mar- Radfords were long-established retailers of contemporary Bristol 408 and 409. Other tin engine. The engine, continued with Rolls-Royce and Bentley cars who during highlights included front quarter lights, an triple SU carburettors and produced 282 the Swinging Sixties became known for oil-cooler air scoop low on the front va- bhp (210 kW) at 5,500 rpm. The Vantage producing luxury versions of the Austin lance, quarter-bumpers at each corner, and engine option was quoted at 325 bhp (242 and Morris Mini. SS Jaguar revised tail-lamp clusters. Power steering kW) against the 314 bhp (234 kW) of the A convertible body style was also of- and air conditioning were optional. A ZF DB5. The DB6 had better stability at high celebrating 80 years fered, named the Volante. This was intro- five-speed manual transmission was stan- speed, added luggage capacity and more duced at the 1966 London Motor Show. dard, but an optional BorgWarner three- passenger comforts. The DB6-based Volante succeeded the GTHO : speed automatic gearbox was available at Surprisingly, Aston Martin sometimes ser earlier Volantes which were built on the U no extra cost. dipped into the Triumph parts basket, not last of the DB5 chassis and were known Another major change from the DB5 for their mainline coupés, but for the low- as “short chassis” Volantes. Of the later wikimedia to DB6 was abandonment of the full su- volume sporty Shooting Brake variants that DB6-based Volantes, only 140 were built, perleggera construction technique pat- were demanded by Aston Martin owner, including 29 high-output Vantage Volante SS100 ented by Touring of Milan. For later DB6 David Brown. Tail lights from the Triumph BCD versions, highly prized by collectors. aguar J

bodying ’s with striking (for the time) sheet metal. What a hot property they had become by the time 1935 came around with the in- by Duane Grady troduction of the new 2.5 litre saloon, the The Cat’s Cradle – President Ontario Jaguar companies first four door, and the intro- Owners’ Association duction of the name “Jaguar”! Let’s revisit that exact moment shall we? It’s September 21st of 1935, quite Jaguar When I first agreed to write a sto- cars from ¼ mile away if you get that ref- near exactly 80 years ago from the sec- ry about the 80th anniversary of the “SS erence. I have since then absorbed auto- ond you are reading this! Can you feel the Jaguar car company” and its then new mobile information like a sponge. By 16 I excitement? Never has there been a car saloon the 2.5 litre. I really thought it had driven my first Jaguar, an E-Type and that offers so much for such an astonish- Specialist would just roll off my fingers as it should. I then fell in love with Jaguar. ing price! This was Jaguar at its finest. A As president of a rather large Jaguar club, So guess what? I got stumped… com- Jaguar that grew its reputation for such Mike Lenard a certified judge with the “Jaguar Clubs pletely blocked… all the info is out there paradox right into the 1970s. Yet, here we of North America” and a lifelong well anyway so what can I say that hasn’t al- are… at launch time at the Mayfair Hotel Master Technician studied gear head it should have been. I ready been said? In short nothing, so with in London 1935. The first 4 door SS Jag- got my first engine grease on my hands great pleasure I shall reiterate the story we uar car is displayed and we join the other at about five years old, a neighbor left surely must all know and we can have fun guests as we all try to guess the price of his garage door open while going to get nodding our heads in unison. the new car. There are those among us that something and it was just enough time It is well known that determine it must be at least a thousand for a five year old to wander in and gawk began the legendary business from side- pounds, some guess less than that, but the 187 Mulock Avenue Tel: 416-236-7524 at the 289 cobra with the bonnet open. I car manufacturing in 1922 with then average price we all guess is £695. Actual Toronto,Jaguar ON M6N 3C8 www.catscradlejaguar.ca reached in and touched something and partner , It is also well retail price? £395… astonishing the as- grease has been there ever since. known that he went from The Swallow sembled guests… “Jaguar” is off to a glo- By ten I was well able to identify most Coach building concern, with its re- rious future. No longer calling themselves Lake Shore British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 27 WE DOUBLE DARE YOU. WERREE ADOUBLEALL PPOOWWEE DARERR YOU. Join a club WED DOUBLEEMAND SDARE CON TYOU.ROL. Ontario Jaguar Owners’ Association DEMANDS CONTROL. The Ontario Jaguar Owners’ Association was formed in December 1959 as an automobile club whose purpose is to stimulate and en- courage interest in the preservation, ownership and opera- tion of Jaguar automobiles. Over the years the OJOA has grown to provide a means for exchange of information, technical and otherwise, to encourage interest in automobile “SS” Cars, from this day forward all cars pany paving the way for this sport and competitive events in Ontario, to provide social are “SS Jaguar” until the finish of WWII, illustrious new beginning. occasions for its members, and to foster interest in Jaguar when the “SS” was dropped for good. Working with forward and Daimler automobiles. The OJOA is an affiliate club of The lead photograph is the actual car thinking they had a range of the Jaguar Clubs of North America (JCNA). from the Mayfair Hotel. cars that followed a formula Today the club lists over 260 Jaguar enthusiasts on its “Built to a high ideal and possessing a that remains to this day. membership roster. Being a member of the OJOA is the proved fine performance, the SS enjoys a Grand saloon, sports car most legal FUN you can have. fast growing measure of public approval.” in this case the SS 90/SS100, Membership includes: So reads a vintage brochure for the and mid-range which might • Regular monthly meetings – held on the second 1935 SS cars range. And convincing too! fancifully be claimed by the Wednesday of each month at the Autostoragepalace – As I read through the brochures I am Airline 2 door saloon. Finch Ave. West and Dufferin St., Toronto thrilled with the bold confident language. With the well-known and • Annual JCNA sanctioned Concours D’Elégance Could these cars have really been as good terrible jokes about Jaguar • Runs to points of interest around Ontario with luncheon at as the ads say? reliability the tellers of said destination Promised 12 Volt electrical systems, jokes clearly are ignorant of • Picnics and other events with dip switch above the steering wheel Jaguar history. Not to men- • Fun type road rallies and away from those pesky wet and snowy tion the current world class • Bi-monthly OJOA and JCNA magazines days. Going through the information I say status the company enjoys, 2015 F-tYpE cOnvERtiBLE 2015 F-tYpE cOUpE well thought out indeed. but at its beginnings, Bill Lyons was de- long history of overcoming difficult times. Here’s another one, “For 1935 the SS termined to increase the mechanical integ- Never forget that during those hor- 2015 F-t2015YpE F-t cYpEOnvERtiB cOnvERtiBLE LE 2015 F-t2YpE015 c F-tOUYpEpE cOUpE car is once again presented as a car for the rity of the range of cars and made indeed rid years of “”… (Dear motorist of discernment – A car for the some of the finest automobiles the world Editor, Please forgive my vile language) discriminating – The keenly critical.” had seen to date. the entire British car industry was nearly SO ALivE, Amazing words really, and the repu- The range was joined in 1935 by the fa- wiped out! Of all the makers under the BL SOSO ALivE, Ait’SLivE, OBSESSE D WitH pOWER. tation of the company that began as, the mous (to us anoraks at least...) “SS Jaguar banner, Jaguar managed to survive and it’S it’SOBSESSE OBSESSED WitDH W pOWEitH pOWER. R. “Swallow Coach Building Company” was Airline Saloon”. remain a world class boutique car maker. Once you have power, itís difficult to let go. KEY FEAtURES: brought forward with aplomb, and the his- I am nothing if not a pure dreamer, as a To their credit MG remains in produc- Once you have power,Something itís difficult youíll to letfind go. with the F-TYPE R. KEY FEAtURES: Once you have power, itís difficult to let go. KEY FEA• tUSuperchargedRES: engine up to 550 hp tory of what we now know as “Jaguar” 1935 version of the “Airline Saloon” is very tion in England, but no longer exports to Something youíll find with the F-TYPE R. Something youíllSupercharged find with theand F-TYPE super agile, R. it will give• you Supercharged engine up to 550 hp was well under way. high on my wish list… with the rarity and world markets. • Supercharged• All-aluminum engine up construction to 550 hp Supercharged and super agile, it will give you In 1935 “Harry Weslake” began his price associated with them... I dream indeed. I would say that a good bit of timing Superchargedcontrol and ofsuper the agile,road youit will never give thoughtyou possible.• All-aluminum construction• 8-speed ZF® QuickShift transmission • All-aluminum construction work that would make Jaguar the envy of With the SS being so in- and luck had a lot to do with the success control of2 the0 road16 Andyou J neverAwithG up thoughtU toA 550PS,R possible. F -capableTY P ofE 0-100km/h. • 8-speed in ZF® QuickShift transmission control20 of1 6the JroadA GyouU neverAR thought F-T possible.YPE. • 8-speed ZF®• Available QuickShift torque transmissio vectoringn And with Nup Oto 550PS,W W capableITH of A0-100km/hLL W inH EEL DRIVE. the world with the marvelous XK engine credibly forward in their design, up to that Jaguar cars has enjoyed. But at risk NOW4.2 W seconds,ITH thereís AL Lno doubtingWHE itsE power.L D• Available RIVE torque. vectoring And with up to 550PS, capable of 0-100km/h in • Available •torque Optional vectoring carbon cqeramic brakes that was to come… but wait… first we date and mechanically sound, it is no of overstating things, I firmly believe 4.2 seconds, thereís no doubting its power. • Optional carbon cqeramic brakes 4.2F-TYPE seconds, CoupeJust thereís andremember, Convertibleno doubting with – Nowgreat its power. available power withcomes 6-speed great manual • Optional carbon• Switchable cqeramic Active brakes Sport Exhaust look to the fresh start of 1935. The side wonder they went on to win many com- that even if those names had taken differ- F-TYPE Coupe and Convertible – Now available with 6-speed manual Just remember,transmission with great and Instinctive power comes All Wheel great Drive™. Whether •it’s Switchable the thrilling Active Sport Exhaust Justtransmission remember,responsibility. and with Instinctive great power All Wheel comes Drive™. great Whether it’s the thrilling• Switchable Active Sport Exhaust valve engine had been converted to over- petitions at the hands of privateers. Par- ent paths in their lives and Walmsley had 380 hp F-TYPE S or the ferocious 550 hp F-TYPE R, feel the effortless responsibility.380 hp F-TYPE S or the ferocious 550 hp F-TYPE R, feel the effortless responsibility.power and total control no matter how imperfect the conditions. head valves… for a good boost of power, ticularly the SS 100 which was new for stayed on, or Weslake stayed at Humber… power and total control no matter how imperfect the conditions. now over 100 HP! the year as well, being uprated from the Our Man Sir William would have found a STARTING FROM STARTING FROM This was a completely new range of SS 90 version of 1934. way. Determination like that is rare and it $ * $77,50077,500* SS Jaguar cars. This saloon we see dis- This is the nutshell story of how our fa- is what makes a great company, a great car NOW AVAILABLE AT YOUR LOCAL RETAILER. played (In our minds...) at London that vourite car company came into being. One and indeed anything great. NOW AVAILABLE AT YOUR LOCAL RETAILER. day was a fresh design by William Ly- has to wonder what would have been if the With all the best from the OJOA, The ons. The cars had become very sophisti- ten years older Walmsley had remained. Ontario Jaguar Owners association, happy cated as we see by the ad by lines. With What if Harry Weslake had not agreed to British Car Day, and make sure you wish JAGUAR.CA JAGUAR.CA the former partner William Walmsley leave Humber? History is a strange thing a Jag happy anniversary when you stop to *Purchase a new (in-stock) 2016 F-TYPE AWD starting from $77,500. Taxes payable on full amount of purchase price. Prices excludes: dissolving his interest in Jaguar in 1934, and people often tell it in different ver- look. No one will think you’re weird… *Purchasefreight ($1,375), a new (in-stock)PDI2430 ($495), 2016 Southadministration F-TYPE AWDService ($395), starting air fromconditioning Rd. $77,500. W., tax Taxes ($100),Oakville payable options, on full license, amount fuel of fi purchase ll charge, Tel price.insurance (905)Prices and excludes: any 845-1443other www.buddsimportedcars.com 2430 Southfreightapplicable Service ($1,375), environmental PDI Rd.($495), charges/feesW., administration Oakville and ($395), taxes. Priceair conditioning is based on tax Manufacturer’s Tel ($100), (905) options, Suggested license, 845-1443 Retailfuel fi ll Price charge, (MSRP). insurance Retailers and www.buddsimportedcars.comanymay other sell William Lyons had full run of the com- sions, but make no mistake, Jaguar has a Certainly not me. BCD applicablefor less. Model environmental shown is acharges/fees F-TYPE R AWD. and ©taxes. 2015 Price JAGUAR is based LAND on ROVER Manufacturer’s CANADA Suggested ULC. Retail Price (MSRP). Retailers may sell 2430for less. South Model shown Service is a F-TYPE RRd. AWD. W.,© 2015 Oakville JAGUAR LAND ROVER CANADA ULC. Tel (905) 845-1443 www.buddsimportedcars.com British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 29

_07THY_42444_R0_MAG_NVO_JAGAWD_FP4C_EN_9.5X12.indd 1 4/23/15 11:29 AM _07THY_42444_R0_MAG_NVO_JAGAWD_FP4C_EN_9.5X12.indd 1 4/23/15 11:29 AM

PRODUCTION: LIVE: 8” x 11.5” COLOURS: 4C PRODUCTION:Larry Uniac DATE INITIAL DOCKET # JGR VAR A42444 LIVE: 8” x 11.5” COLOURS: 4C Larry Uniac DATE INITIAL DOCKET # JGR VAR A42444 CREATIVE: CREATIVE: Cyan None REGION Magazine TRIM: 9.5” x 12” None STUDIO Cyan ACCOUNT EXEC: REGION Magazine TRIM: 9.5” x 12” Magenta STUDIO Magenta ACCOUNTDEBRA GRELIK EXEC: Yellow DEBRA GRELIK CLIENT: Jaguar Yellow PROJECT MANAGER: Black PRODUCTION CLIENT: Jaguar BLEED: 10” x 12.5” PROJECTNone MANAGER: JOB DESC.: Jaguar AWD Black PRODUCTION BLEED: 10” x 12.5” None JOB DESC.: Jaguar AWD STUDIO: FILE NAME: 42444_R0_MAG_NVO_JAGAWD_FP4C_EN_9.5X12.indd STUDIO:Mathur, Anant FILE NAME: 42444_R0_MAG_NVO_JAGAWD_FP4C_EN_9.5X12.indd FOLDED: None CREATIVE START DATE: 04/20/2015 Mathur, Anant FOLDED: None PREV. USER: CREATIVE START DATE: 04/20/2015 PREV. USER: MOD. DATE: 4-23-2015 11:25 AM Mathur, Anant MOD. DATE: 4-23-2015 11:25 AM Mathur, Anant MEDIA TYPE: Magazine DIELINE: None WRITER MEDIA TYPE: Magazine DIELINE: None WRITER INSERTION DATE: April INSERTION DATE: April REVISION NUMBER: 0 NVO PROOFREADER REVISION NUMBER: 0 NVO DISC DATE: None PROOFREADER DISC DATE: None 42444 REV 0 MAIL DROP DATE: None 42444 REV 0 MAIL DROP DATE: None ACCOUNT ADDITIONAL MAIL DROP DATES (if any): None ACCOUNT ADDITIONAL MAIL DROP DATES (if any): None

FONT DISCLAIMER: FONTThe fonts DISCLAIMER: and related font software included with the attached electronic mechanical are owned (“Y&R Proprietary Fonts”) and/or licensed (“Y&R Licensed Fonts”) by The Young & Rubicam Group of Companies ULC. TheThey fonts are andprovided related to fontyou softwareas part of included our job order with thefor attachedyour services, electronic and are mechanical to be used are only owned for the (“Y&R execution Proprietary and the Fonts”) completion and/or licensedof this job (“Y&R order. Licensed You are Fonts”) authorized by The to Younguse the & Y&RRubicam Proprietary Group Fontsof Companies in the execution ULC. Theyof the are job provided order provided to you as that part any of andour joball copies order forof theyour Y&R services, Proprietary and are Fonts to be shall used be onlydeleted for thefrom execution your systems and the and completion destroyed ofupon this completion job order. You of this are jobauthorized order. You to usewarrant the Y&Rand Proprietaryrepresent that Fonts you in have the executionsecured ofthe the necessary job order licensesprovided for that the any use and of allY&R copies Licensed of the Fonts Y&R inProprietary order to execute Fonts shall our jobbe deletedorder and from will your abide systems by the andterms destroyed thereof. upon completion of this job order. You warrant and represent that you have secured the necessary licenses for the use of Y&R Licensed Fonts in order to execute our job order and will abide by the terms thereof. Other Anniversaries ns o mm Co a Bentley S1, i med Wiki a i v

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while the Rolls Royce Camargue cel- ent B ebrates its 40th anniversary. At the time of production both marques were owned by Rolls Royce Mo- tors (since 1931). Today, the marques are once more independent with Rolls- Royce as a BMW subsidiary (Rolls- Royce Motor Cars) and Bentley as part of Volkswagen (Bentley Motors). bonnet and The Bentley S was a luxury car produced boot lid were by Bentley Motors Limited from 1955 un- made of aluminium. til 1959. It was Bentley’s first complete With a new external appear- production car redesign since the Second ance, although retaining the tra- World War and the last standard produc- ditional radiator grille, the main that originally used in the Rolls- tion car built with an independent chassis. differences from the R-type were a Royce Twenty, from 1922 to 1929. The These cars were given a new V8 engine in longer wheelbase, softer suspension, lower bore was 95.25 mm (3.7 in), stroke 114.3 mm late 1959, which are identified as S2 mod- height, lighter steering and improved braking. (4.5 in) and compression ratio 6.6:1. Twin SU els. In 1962, twin headlamps and a facelift Engine capacity was increased to 4,887 cc, carburetors were used. Two wheelbases were to the front were added and those cars are the same as the Bentley Continental. A four- produced: 123 in (3124 mm) and, from 1957, known as S3 models. This design remained speed automatic gearbox was standard with 127 in (3226 mm). in production with minor modifications un- ability to select individual ratios if desired. A standard-wheelbase car tested by The til late 1965 when it was replaced by the As with the preceding Mark VI and R- Motor in 1957 had a top speed of 103 mph new monocoque constructed T-series. type Bentleys, there was almost no differ- (166 km/h) and could accelerate from 0-60 The S1 was announced at the end of ence between standard Bentley and Rolls- mph (97 km/h) in 13.1 seconds. A fuel con- April 1955. The new saloon replaced the R- Royce models. The Bentley S differed only sumption of 16.1 miles per imperial gallon type saloon which had been in production, in its radiator grille shape and badging from (17.5 L/100 km) was recorded. A total of with modifications, since 1946. It was a the Rolls-Royce Silver Cloud I. 3,072 standard specification cars were built more generously sized five- or six-seat sa- The models shared the 4.9 L straight-6 (145 with coachbuilt bodies) and 35 long loon with the body manufactured in pressed engine. They were the last vehicles to be wheelbase models (12 with coachbuilt steel with stressed skin construction. Doors, powered by the engine that had evolved from bodies). A further 431 high-performance

British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 31 Top to bottom, Bentley T-Series S Continental were also built. These were lighter weight fixed head and drophead inside and out, coupé bodies provided to special or- der for a premium of about 50% by H. J. Mulliner & Co., Park Ward, James Young and Freestone & Webb.

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The Bentley T-Series med Wiki a i

The Bentley T-Series succeeded the v

ing to Rolls Royce, the system’s 3.0 Bentley S-series limousines from 1965 to -SA -SA development took eight years. Y

1980. It was announced and displayed for B CC The Camargue shares its plat- the first time at the Paris Motor Show in under Rolls-Royce Silver Shadow II. form with the Rolls-Royce Cor- October 1965 as a Bentley-badged version censed The T1 was manufactured from 1965 niche and Silver Shadow. It is powered i L of the totally redesigned monocoque bod- k. r

to 1977 and the T2 was made from 1977 by the same 6.75 L V8 engine as the Silver o w ied Rolls-Royce Silver Shadow. The Bent- to 1980. Shadow, though the Camargue is slightly Own ley T-series was available as standard and k - k

more powerful. The transmission was r long wheelbase four-door saloons. A small o also carried over — a Turbo-Hydramatic rnetw

number of two-door saloons were built o 3-speed automatic by . The

The Rolls-Royce Camargue nch with coachwork by James Young and Mul- y A y The Rolls-Royce Camargue is a first few Camargues produced used SU car- b liner Park Ward and a two-door convertible y T-1” T-1” y

two-door saloon manufactured and mar- burettors, while the remaining used Solex e with coachwork by Mulliner Park Ward l units. The Camargue was fitted with the ent

keted by Rolls-Royce Motors from 1975- “B was introduced in September 1967. 1986. Designed by Paolo Martin at Pinin- Silver Shadow II’s power rack and pinion The Bentley differed from its Rolls farina, the Camargue was the first post-war steering. In 1979, it received the rear inde- Royce sibling by its simpler and lighter production Rolls Royce not designed in- pendent suspension of the Silver Spirit. front grille. The Bentley, being technically house. With bodywork manufactured in With a 3048 mm (120 in) wheelbase, the an identical twin of the Rolls-Royce, seems London by Rolls Royce’s coachbuilding Camargue was the first Rolls-Royce auto- to have been bought mostly by owners Fabric and upholstery for Cars, Trucks, division, Mulliner Park Ward, the Camar- mobile to be designed to metric dimensions wishing a little more understatement. The gue reached a production of 530 units over and was the first Rolls-Royce to feature an formerly more sporting image of Bentley Motorcycles, RVs & Boats all under the same roof. 11 model years. The Camargue derives inclined rather than perfectly vertical grille; was gone by the time the Silver Shadow/ its name from the coastal region in south- the Camargue’s grille slants at an inclined Bentley T was introduced. The outward • Seat and Carpet Repair ern France. At launch, the Camargue was angle of seven degrees. The Camargue was appearance of a Bentley T is slightly more ns

Rolls-Royce’s flagship and the most expen- ranked as one of the “10 Worst Cars” as o • dynamic because the bonnet design is a few Seat Covers (leather, vinyl or cloth) sive production car in the world. chosen in 2010 by readers of the Globe and mm Co a

centimetres lower and the radiator shape i • The car was sold in very limited numbers Mail. BCD Interior Restoration; Domestic & Foreign is rounded and smoother. Of course, the med

in European, American, Canadian, Austra- Wiki a i

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• n Convertible Top Repair & Replacement lian and Asian markets. At its 1975 press i

gauges featured Bentley motifs rather than ma

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the USA and other markets, similar to the amargue “C

British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 33

Apple.02.indd 1 14-09-03 7:25 AM Other Anniversaries Rapier Series IV Stromberg 150CD carburettors. In this for- mat, the engine produced 88 hp (66 kW) at 5,200 rpm. This engine was further uprat- ed by specialists Holbay, employing two Weber 40DCOE carburettors to produce 107 bhp (80 kW) for the Sunbeam Rapier H120. Overdrive was standard with the manual gearbox, and Borg-Warner auto- Sunbeam by 3 mph (4.8 km/h). matic transmission was an optional extra. by Terence McKillen The Motor tested a Series I Initially, the Borg Warner Type 35 3-speed twin carburettor model in 1957, automatic was offered, then the Type 45 recording a top speed of 85.7 mph By 1967, Rootes’s “Arrow” range four-speed became available in 1973. (137.9 km/h) and acceleration from 0–60 was ready. As well as the Hunt- The Fastback Rapier continued al- mph (97 km/h) in 20.9 seconds and a fuel er, the range also included a new genera- most unchanged until 1976, when it was consumption of 30.5 miles per imperial tion of Sunbeam Rapiers, with fastback discontinued without a replacement. The Rapier gallon (9.3 L/100 km). The test car sold coupé bodies and a sporty image. Like the Rapier was also the basis for the slightly ns for £1043 including taxes. In competition, earlier Series 1–5 models, it was a two- cheaper but similarly bodied, single-car- o mm

a Series I Rapier driven by Peter Harper Co door pillarless hardtop. The Arrow Rapier burettor Sunbeam Alpine Fastback intro- a i

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in two different body-styles, the “Series” ing completion of the new Fastback Ra- rear valance from the Hunter Estate, the mum speed of the Fastback Rapier was P cars (which underwent several gradual pier design after Rootes decided to have rest of its superstructure was unique. For 103 mph (166 km/h) and it could reach under revisions) and the later (1967–1976) fast- one more go at updating the Sunbeam Ra- the first time in a Rootes car, MacPherson 60 mph (97 km/h) in 12.8 seconds. In the censed i L back shape, which was part of the “Arrow” was available for trimmed, then shipped pier. The Series V version looked exactly strut suspension was featured at the front United States, it was marketed as the Sun- k. r o w range of cars under the Sunbeam, Hillman the Series II and Se- again to the Rootes assembly like the Series IV inside and out except for with a conventional live axle mounted on beam Alpine GT. and Humber marques. Two of the Rapier ries III (1958-1963) models. plant at Ryton-on-Dunsmore near badges on the wings and the boot (trunk) Own leaf springs at the rear. Other firsts for Ro- Between 1967 and 1969, the Rapier - ne models celebrate anniversaries this year, At one point during 1963, Rootes had Coventry where the engines, transmis- which now said “1725”, revealing a re- otes in the new car were curved side glass was built at Ryton, but from 1969 until o ngst

60 years for the Series I and 50 years for decided to drop the Rapier because it was sion and running gear were fitted. This developed engine, although the actual ca- and flow-through ventilation. its demise in 1976, it was built at Rootes’ Pi an i

the Series V. I have a personal fondness no longer going to be part of their com- complex situation persisted until late 1963 pacity was 1724 cc. Rootes redesigned the The Rapier used an updated version factory at Linwood in Scot- dr y A y b for the Sunbeam Rapier, having cut my petitions effort, having decided to focus when the Series IV was introduced. Rapier’s four cylinder engine to increase of the well-proven five-bearing 1725 cc land. In all, 46,204 units of the Fastback ” arp driving teeth, at the age of 17, in a white on the new Hillman Imp and the existing The Series I Rapier’s 1390 cc engine the capacity, with a new five main bearing .

OHV engine, which was tilted a modest were built (including Rapier, H120 and Al- er i rap and red Series IIIA. I also had the joy of Sunbeam Alpine and the new Sunbeam was essentially the same as that fitted to crankshaft, making the unit stronger and 15 degrees to the right to enable a lower pine versions) for a lifetime total of about . driving Series IV and Series V Rapiers a Tiger. However, a totally new Series IV the but with a raised com- smoother. This engine would be devel- bonnet line and to accommodate the twin 120,000 Sunbeam Rapier units. BCD unbeam few years later, as well as a white Fast- Rapier had already been designed, proto- pression ratio (8:1 instead of 7:1), a Zenith oped for many subsequent models. In the “S back Rapier sometime in the early 1970s. types built and testing completed, when DIF 36 carburettor and revised inlet and Series V Rapier the engine developed 91 The first generation Sunbeam Rapier management changed their mind and re- exhaust manifolds. In this form it devel- hp (68 kW) at 5,500 rpm. was the first of the “Audax” range of cars leased the Series IV Rapier at the London oped 62.5 bhp (47 kW) at 5000 rpm. A To further update the car, they changed produced by Rootes. It was announced at Motor Show in September 1963. column change, four speed transmission its polarity from positive to negative earth the London Motor Show in October 1955 The styling of the Series I Rapier was with a Laycock D-type overdrive on third and fitted an alternator in place of the and preceded its Hillman Minx and Singer undertaken by the design firm of Ray- and top included as a standard feature. dynamo. They also devised a new twin Gazelle siblings which followed a year mond Loewy Associates and showed a From October 1956, directly as a result pipe exhaust system so that the new en- later. The Sunbeam Rapier was a four- great deal of influence from Loewy’s 1953 of experience gained in international ral- gine could breathe more easily. The ef- seat, two-door, pillarless hardtop coupé Studebaker Hawk. Available in a range of lying by Rootes’ competition department, fect of these changes was to increase the which went through five modifications two-tone colour schemes typical of the pe- the Rapier was fitted with the updated Rapier’s maximum speed to 95 mph (153 between 1955 and 1967, mainly cosmetic riod, it had a steering column gear change, R67 engine on which the Stromberg car- km/h) and reduce its time to 60 mph (97 changes to body trim and radiator grilles leather trim and an overdrive as standard burettor was replaced by twin Zenith 36 km/h) to 14.1 seconds. However, for all and increasing engine power from 1390 cc fittings. Vinyl trim was an option in the WIP carburettors on a new inlet manifold. its improvements, the Series V did not sell in-line 4 cylinder with the Series I to 1724 UK and standard in certain export mar- This engine produced 67.5 bhp (50 kW) well and by the time it was discontinued cc in the Series V. About 70,000 units kets. Rapier bodies were built by Pressed at 5000 rpm, the effect of which was to in June 1967, only 3,759 units had been were produced between 1955 and 1976 Steel, shipped to Thrupp & Maberly in reduce the Rapier’s 0-60 mph time by al- built, making it the rarest of all the “Se- Rapier Series V Fastback in five model series. A convertible option north London where they were painted and most 1 second and increase its top speed ries” Sunbeam Rapiers.

British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 35 34 www.TorontoTriumph.com Ragtop I Summer I 2013 Other Anniversaries Jaguar XJ 40 Years Coupé Antique Automobile Appraisals & Collector Car Classifieds

LOOK FOR OUR BOOTH Serving the Greater Toronto Area and Central Ontario in the main vendor row! including Muskoka. Collector cars, classic cars, muscle cars, hot rods, sports cars, exotics, kit cars, trucks, we've done it all! Detailed reports for insurance by Terence McKillen purposes. Pre-purchase inspections The Jaguar XJ Coupé, also known by Lynx Cars and Avon into convertibles All coupés came with a vinyl roof as as the XJ-C, XJ6-C, XJ12-C, Daimler with a retractable canvas top, but this was standard. Since the coupé lacked B-pil- Owned and operated by British for local and foreign buyers. Sovereign Coupé and Daimler Double-Six not a factory product. Lynx conversions lars, the roof flexed enough that the paint car enthusiast Allan Lewis. Coupé was manufactured from 1975 to did benefit from powered tops. Both six used by Jaguar at the time would develop A member of the Toronto Ontario Ministry of Finance 1978 as a variant of the Series II XJ series. and twelve-cylinder models were offered, cracks. A small number of Daimler ver- Triumph Club, MG Car Club appraisal forms for Ministry The 2-door coupé style accounted for al- 6,505 of the former and 1,873 of the lat- sions of the XJ-C were made. One proto- of Toronto, the Georgian of Transportation most 10,500 units and was equipped with ter. The cars suffered from water leaks and type Daimler version XJ-C Bay British Car Club and the either a 4.2 L I-6 or a 5.3 L V-12 engine. wind noise and the delayed introduction was also made, however this version nev- Professional Association vehicle transfers. The coupé was based on a short-wheel- (should have been 1973), the labour-inten- er went into production. of Vehicle Evaluators. base version of the XJ. The elongated sive work required to modify the saloon The Jaguar & Daimler XJ Coupes are doors were made out of a lengthened stan- body, higher price than the four-door car, amongst the world’s most beautiful cars. dard XJ front door where two front door and the introduction of the new XJ-S also It is also Jaguar’s rarest production car shells were grafted together with a single in 1975, worked to ensure only a limited with fewer than 10,500 built between outer skin. A few XJ-Cs were modified production run. 1975 and 1978. BCD

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Trim size = 8. 375 x 10.875 Bleed = 8 .5625" x 11.0625 Other Anniversaries

as the trunk lid was particularly short. The as in the 2000 and Stag. form the core of Triumph’s compact range roof had a pronounced lip above the rear For 1968 the 1300TC joined the basic as the 1300 cc Triumph Toledo (launched window. The car was available only as a model. The TC used the engine then fit- in 1971) and the larger engined Triumph four-door saloon. ted in the Triumph Spitfire, which featured Dolomite released in 1972. Approximate- The interior was well-appointed with twin SU carburettors and in this configu- ly 152,000 Triumph 1300s were produced. full instrumentation in a wooden dash- ration provided an advertised 75 hp (56 In many ways, the Triumph 1300 was board, wooden door cappings, adjustable kW). Top speed was significantly higher a failed venture for Triumph and Leyland, steering column and comfortable seats at 93 mph (150 km/h) and 0–50 mph (80 as management resource was focused on with ventilated PVC upholstery. There km/h) time of 10.5 seconds. An estate ver- finding replacements for successful, but TRIUMPH was through-flow ventilation with outlets sion of the 1300 reached the concept stag- aging Austin-Morris models. The Tri- under the rear roof lip. Inside was fairly es, but was never produced due to budget- umph failed to achieve anything like the roomy with very reasonable appointments. ary constraints. sales figures of the BMC small FWD cars. 50 Years Standard equipment was generous and in- In mid-1970 the 1300 and 1300TC Moreover, the front wheel drive configu- cluded thick carpeting. Although not re- were replaced by the Triumph 1500. The ration failed to realise the handling and clining, the front seats were quite versatile engine was enlarged to 1493 cc, providing road holding advantages that Triumph and could be easily adjusted for height and a useful increase in torque, but a decrease had hoped for. It takes its place in history rake. The steering column was adjustable in overall power and worse fuel consump- as being the only production car made in not only up and down, but back and forth. tion. The front end was cleaned up consid- Britain to begin life as a front-wheel drive The instrument panel had a speedometer, erably and the rear redesigned with longer and end it as a rear-wheel drive, at least 1300 fuel gauge, temperature gauge, ammeter tail, providing a useful increase in boot until Leyland’s successor, MG Rover, re- and a comprehensive cluster of warning space. In 1970 the 1300 was re-engineered peated the trick in turning the Rover 75 lights arranged in a “pie chart” formation, as a rear-wheel drive car and went on to into the MG ZT 260. BCD

by Terence McKillen

The Triumph 1300 celebrates its 50th cluding the Mini and the best-selling Aus- with a single Stromberg carburettor (also anniversary this year. It was manufactured tin 1100 series; Leyland hoped that some of as used in the Herald 13/60) and was mat- by Standard Triumph (under British Ley- the 1100s phenomenal success would rub ed to a 4-speed all-synchromesh gearbox. land) from 1965 as a replacement for the off on the new Triumph. Triumph decided Front suspension was by double wishbone successful and popular Triumph Herald. to adopt a different layout to BMC, howev- layout, attached to a shock-absorber/spring In the 1970s it was re-engineered to be- er, by placing the engine above the gearbox unit, and the rear suspension by semi-trail- come part of the Triumph Dolomite range. in a front-back configuration (but not shar- ing arms and coil springs, like the Triumph It was introduced at the London Motor ing the same oil) rather than BMC’s trans- 2000. Show in October 1965 as a compact, luxu- verse engine layout. This resulted in a tall The Michelotti styling was somewhat ry 4-door saloon with a body designed by profile for the engine/gearbox combination unusual – partly dictated by the tall en- Giovanni Michelotti in a style similar to which limited styling options. The engine gine/gearbox – with a strong family re- its larger sibling, the Triumph 2000. was the same 1296 cc unit as used in the semblance to the Triumph 2000. The front The 1300 was Leyland’s first front- Triumph Herald 13/60 (which had origi- was a “squashed” version of the 2000 with wheel drive (FWD) design. Triumph’s nated in 1953 with the Standard Eight as single headlamps and the rear panel adopt- major rival was BMC, who at the time was an 803 cc unit). A conventional OHV four- ed the familial “chopped-off” look, but in producing three FWD model ranges in- cylinder unit, it developed 61 hp (45 kW) the case of the 1300 it looked more abrupt

BCD 38 www.BritishCarDay.com September 20, 2015 • British Car Day Programme British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 39 Other Anniversaries TRIUMPH STAG

45 Years by Terence McKillen

We don’t normally celebrate what we imported into the U.S. before it was with- The Stag was initially conceptualized call half-anniversaries at British Car Day, but drawn from showrooms in 1973. in 1963 as an independent styling effort it would be remiss not to note the 45th an- The Stag is perhaps one of those cars by Italian designer Giovanni Michelotti. niversary of the Triumph Stag, Triumph’s V8 better appreciated today than it was dur- The idea was to create an open-top car powered grand tourer. In honour of the oc- ing its short production lifetime. Its failure based on the Triumph 2000 saloon. At casion, the Triumph Stag Club USA, under its to conquer the North American market is the time, Triumph was seeking a car to Canadian Director and Stag expert, Tony Fox at complete variance with the success Tri- compete with the Mercedes 280SL and and Michigan-based Chris Holbrook, are at- umph achieved with its TR roadsters. There produce a contender for the Grand Tour- tempting to set a record for the most Stags are many reasons for the failure of the Stag ing market, especially in U.S. In 1971, assembled at any one location outside of the to penetrate the U.S. market including Triumph’s marketing material called the United Kingdom. They hope to have 45 Stags external factors such as hostilities in the Stag a “beautifully and finely engineered displayed on the field at Bronte. Middle East, Ralph Nader-inspired regula- ‘Grand Touring’ car noted for its high per- The Stag was billed in its day as the tory changes in the United States and a formance for long Continental cruising so ‘Monarch of the Road’ and is probably the myriad of internal reasons related to avail- that sportsmen can drive untiringly across least well known Triumph model to Cana- ability of capital, engineering decisions the long European Autoroutes and Auto- dian and U.S. autophiles, principally be- and rationalization of model development strada or be equally at home on the great cause it was never officially imported to during the late 1960s to mid-1970s within cross-country turnpikes and expressways Canada and only a relatively few cars were Standard-Triumph. of America.” It went on to state that the

British Car Day Programme • September 20, 2015 www.BritishCarDay.com BCD 41 Stag is “rightly named after that noble of the day. It has unibody construction than for any other Triumph model. animal, noted not only for its speed and with all-coil independent suspension with Troubled by far too many warranty grace, but fierce devotion. The ‘Monarch front MacPherson struts and antiroll bar, claims, Stag sales in America were abysmal. of the Glen’ is now a monarch of the road.” and subframe-mounted rear semi-trailing Further sales were lost following the 1973 The final design result was a very stylish arms. Brakes were servo assisted front disc/ oil crisis. Triumph’s aim was to have sales four-seat (2+2) convertible with removable rear drum, steering was power-assisted of 12,000 Stags a year, but this was never hard top. The Michelotti design received rack-and-pinion and electric windows achieved. The best year was 1973 when immediate approval from Triumph’s man- were standard. The Stag had a fully adjust- sales peaked at 5,508. In total 25,939 Stags agement who ordered that the styling lines able steering column. To overcome some were built over the seven year produc- from the Stag be adopted for the revised structural floppiness and scuttle shake tion run. Of this number 2,871 went to the Triumph 2000/2500 Mk II saloon and estate the A- and B-posts were joined with a tor- United States. Triumph did not introduce models for introduction in 1969, ahead of sional box across the top, giving the Stag the Stag to the Canadian market although the Stag, leaving many people to errone- an effective superstructure “hoop” with a individual dealers may have imported a ously conclude that the Stag design was T-bar brace to the windshield header. This handful on special order. copied from that of the Mk II saloon. The was also considered to be an advantage in It is estimated that approximately 9,000 same familial design concept was later car- meeting anticipated U.S. safety regulations Stags may still exist in the UK which rep- ried over in turn to the Spitfire Mk IV and for convertible cars. resents about 36% of the production total. GT6 Mk III models as well as the Triumph By the middle of 1971, several major Up to 1,000 Stags may still be in existence 1300, Toledo and Dolomite saloons. problems were cropping up. Engines were in the U.S. and Canada. Whatever the actu- Originally, two engines options were overheating and cylinder heads warping. al number of exports to the U.S., this is not considered. The first was to use a 2.0 litre Some of the faults were due to poor build a bad survival rate for a so-called failure! fuel injected in-line six cylinder with an quality while others related to design issues Over the years, some auto-journal- optional V8 to follow. The second choice with the engine itself. Many U.S. imports ists labelled the model as the “Triumph was a new 2.5-litre fuel injected 90 degree required engine changes within two or Snag”. However, Autocar had two long- V8 which shared some design similarities three thousand miles. Other problems oc- term test cars during 1971 and 1972 and to the Slant-4 engine comprising an over- curred with stretching of the timing chains noted nothing of substance of which to head camshaft with cast iron block and which were long, simplex roller link chains complain other than delivery delays, but aluminium head which had been devel- that often lasted less than 25,000 miles, praised the Stag as “a likeable and lively oped for the Triumph Dolomite as well resulting in very expensive damage when car, unusually well-equipped.” as for the Saab 99 and which was subse- they failed. Other problems were related to The transformation of the Stag from quently used in the TR7. A further option inadequate engine maintenance due to a drawing board to show room may have considered was a 3.5-litre V8 unit brought factory-specified 7,500-mile oil change in- been a flawed exercise, but Michelotti cer- to the mix through the Rover merger. The terval. The aluminium heads often warped tainly penned a brilliant design success. final choice was to use a 3.0L version of due to poor castings, and poor fitting head The Stag was nevertheless a car ahead of Triumph’s own V8, although a 4.0L version gaskets restricted coolant flow, leading to its time with a modern but classic design was considered as a future option (never overheating. Water pump failures also oc- that has, 45 years on, more than with- produced). The Triumph V8 (2,997 cc) had curred because of premature wearing of stood the test of time, allowing enthusi- an output of 127/145 bhp SAE/DIN and the jackshaft bearing surfaces. asts the opportunity of easily coping with torque of 142/170 lb-ft SAE/DIN. Fuel injec- The first Stags were offered with soft long-distance touring while comfortably tion was dropped in favour of twin Zenith- top, hard top or both. Manual transmis- mingling with today’s traffic. Stromberg 175 CDSE carburettors not only sion was standard. Automatic transmis- In June of this year, a 1977 Triumph Stag to meet U.S. emission standards, but to sion was optional but a large number was entered in the 2nd Trans-America En- avoid problems being experienced else- of cars were fitted with a Borg-Warner durance Rally by a British team of Phil Gar- where with the Lucas fuel injection units. 3-speed automatic transmission (type 35), ratt and Kieron Brown. The 6,000 mile, 22- A stronger gearbox and final drive, plus later changed to a type 65. Early 4-speed day odyssey started in Halifax, Nova Scotia larger brakes and 14-inch wheels instead manual transmission models could be or- on June 7 and finished in San Francisco of 13-inch were specified to deal with the dered with an A-type Laycock overdrive on June 28. The Stag led the field from higher power output. unit and later ones with a J-type Laycock the start of the event in Halifax showing Technically, the car was very advanced unit. The Stag shared body colours with its true colours as a car that, even today, at its launch in 1970 and was very well other Triumph models with as many as is truly “at home on the trans-continental furnished in comparison to other models 40 different colours being offered - more turnpikes of North America.” BCD

BCD 42 www.BritishCarDay.com September 20, 2015 • British Car Day Programme