Volume 58 ORRIS Number 4 April MONTHLONTHLYY 2018

MAGAZINE OF THE MORRIS REGISTER The Club for Morris vehicles designed before 1940 www.morrisregister.co.uk 1 Volume 58 ORRIS Number 4 April ONTHLY 2018 MAGAZINEM OF THE MORRIS REGISTER

CONTENTS CHAIRMAN John Ford writes: 2/3 Chairman his last month must surely go down as one of the Tcoldest for years, with most of us experiencing heavy 3 Editor snow, blizzards, etc. Not the weather for a leisurely drive out, although some of you took the opportunity of trying 4 Secretary's Spot out the extreme weather with your old Morris! Well done you! Our 5 Warm Welcome Brooklands trip had to be cancelled because of the weather, although I am informed the day still went ahead. It would be interesting to What's it Worth? note how many braved the conditions. 6 Bulletin Board We finally chose our candidate for the loan car scheme that we have in place, Deborah Fry from Derbyshire, who managed to tick all the 7 John's Jottings right boxes. She is thrilled to bits with her success and has promised to keep us all informed via the MM of her experiences with the car. 8-10 Registration Revivals We will have handed over the keys at this year's Practical Classics 11-13 Federation Feedback Restoration Show on the Sunday. Our editor Rob Symonds has been giving the car a good road test and states it drives exactly as it should. 14/15 Forum Files Mmm, it wanders a bit then! We look forward to meeting Deborah in due course. 16-21 Exactly Eighty As I write this, the NEC is just a few days away, with five cars 22/23 Pictures from the Past scheduled for the stand including the loan car and an engine display. This year I entered the club for four awards, National Car Club of 24-26 Minor Musings the Year, Outstanding Club Initiative to encourage Next Generation, National Car Club Unsung Hero of the Year, and National Car Club 27-43 Regional Round Up Lifetime Achievement Award. We have been shortlisted for all four, 44 Woman's World so fingers crossed and look out for the stop press announcement! Full report on the show in next month's Morris Monthly. 45/46 Morris Mail There has been a good response to my letter regarding regional structures, several ideas have been put forward and these will be 47 Morris Mart discussed at the National Conference in April. 48 Foto Finish

Cover picture: John Young's 1928 Cowley tourer braves the Dorset snow in early March. [Photo: John Young] The Morris Register Spares Service he Register’s Spares Service aims to provide a basic service that will help members keep their Morris Tin good fettle and suitable for safe and enjoyable motoring. We stock a range of spares needed for the maintenance and overhaul of the most popular models.These stock items mainly comprise engine, transmission, electrical and brake parts for the Morris 8, 10 and Minor models with a limited stock of similar parts for other Morris models. ON-LINE SHOP (www.morrisregisterspares.co.uk) The new on-line mail order shop enables members to shop for Morris Spares in a secure on-line environment. The Shop includes a full description, a photo, and details of which Morris models each part will fit. Each product in the shop has a unique “part number” with 2 letters and 3 numbers, and is a unique reference system for our Spares Service. The shop is linked to a secure PayPal payment system; you don’t have to have a PayPal account to use this, you can use your credit or debit card. Please go to the Club’s web site and click on Services/Benefits – Spares Service. The information given in the descriptions in the on-line shop should be sufficient to identify the parts you need. We cannot answer questions from members as to which is the correct part for their car, or about parts suitability or application. 2 MORRIS REGISTER INFORMATION CENTRE: The views and opinions expressed by the Pat and Barbara Farmer  0333 006 5255 Editor and contributors to this magazine are (10 am to 7 pm UK time) [email protected] theirs alone and do not necessarily reflect the views of The Pre 1940 Morris Register Limited. CHAIRMAN: SECRETARY: Any advice provided is not intended to be John Ford  01386 832 447 Jim Riglar  01225 754 981 advice on which you should rely. You must [email protected] [email protected] obtain professional or specialist advice before MEMBERSHIP SECRETARY: taking or refraining from any action based Office hours: 9 am - 5 pm, Monday to Friday on the content of this magazine. No liability Jane Nathan, 1 Fallowfield, Shoeburyness, Essex SS3 8DF is accepted for the consequences of following  0333 006 5256 [email protected] any advice provided in the magazine.

EDITOR: Rob Symonds, 49 Gorsy Road, I was saddened to hear that the long standing East Anglia Committee Quinton, Birmingham B32 2SJ are resigning en-bloc after their May meeting. With seemingly no [email protected] one willing to take over the various roles on the the committee, there  0121 682 0640 seems no other choice at present. However, if any member from that region wishes to become more involved with regional activities I DEADLINE can assure them they will receive all the help and guidance from 14th of the month prior to publication both the management team and from outgoing regional committee members. It only takes four to form a committee and it can be MAGAZINE NON-ARRIVAL: extremely rewarding. The club wishes to thank those members who Please contact the Membership Secretary have served the region well over many years, Dave Isley, Pam and Contact details above David Lee, Pat and Peter Weale and Tony Nathan to name but a few. So come on someone, don't let your regional committee fade away, BACK ISSUES: may be purchased from the Club Shop help your club and others by giving a few hours of your spare time to the cause! WEBSITE: www.morrisregister.co.uk Contact: Mike Rose, Webmaster EDITOR Rob Symonds writes: [email protected] gain, not much space for me this month. I am SMALL ADS: Post/email to: Abeginning to think that the Chairman and President The Editor (see above) are trying to stifle free speech. Good job I am not Free for members (max 1 car per month) paranoid! Non-members: please contact for charges. On a more serious note, you will see that, as well as the ongoing advert for a Safeguarding Officer, we are now in need of a new COMPLAINTS: Any complaints Membership Secretary. Please do carefully consider volunteering for against any officer of the club, or about the way the club is being administered one of these posts. In particular the club simply could not function should be referred to the Secretary without the latter so the implications of a failure to attract a suitable person are too awful to contemplate! THE PRE 1940 MORRIS REGISTER LTD DVLA Authentication Service: Members needing access to Registered Office: the Club’s scheme for registration number retention should get 70 Alderton Way, Trowbridge, in touch on 07507 264 980 or [email protected] Wiltshire BA14 0UH

©Morris Register and various authors and photographers. PRINTED BY Material published in Morris Monthly may not be published LAVENHAM PRESS elsewhere without the permission of the Editor.  01787 247 436 The Morris Register Spares Service POSTAL SALES If you know the part number of the parts you need, but don’t want to use the on-line shop, please get in touch with David and Lindsay Smith, email: [email protected] or by post at Morris Spares, Units 5 & 6 Priory Farm Industrial Estate, Station Road, Portbury, BRISTOL, BS20 7TN. We cannot take orders by phone. • Please state clearly the part number (the unique 2-letter, 3-number code as shown in the on- line shop), the description of the item you need, and the quantity • Please quote the model and chassis number of your car – take the chassis number from the brass plate under the bonnet, and include the letters as well as the numbers • Please quote your name, address and membership number in all communications • We can accept payments by cheque, but prefer payments by card using PayPal. Instructions for payment will be given when you order • Please remember the Service is run by members for the benefit of other members in their own time amidst many other family and personal priorities • If you are not sure what the correct part is, please put a request for help onto the Forum. There will always be members “on line” who will be able to share their knowledge with you. 33 SECRETARY Secretary’s Spot Jim Riglar

he clocks going forward to British Summer Time, the light evenings arriving and the weather threatening to warm up, Tare changes we will all welcome as we can finally get our cars out on the roads for the many road runs and shows of the active 2018 classic motoring season. I hope all of us have a successful year, with our vehicles performing admirably and the weather treating us kindly. Please remember that if you are organising an event such as a road run, you may need to obtain an MSA Certificate of Exemption. If you are in any doubt, contact Tom Taylor, our MSA Officer, who will be able to provide advice. As we face the change of season, so the club must also face a number of changes. After a turn of the year hiatus, development of our new website is progressing apace. Apart from a refreshed and less fussy look and feel to the website, it will provide an opportunity both to modernise our data management processes and to provide more robust security of the data we hold. It is one of the enablers to ensuring our future data protection regulation compliance. Last month, I paid tribute particularly to our Treasurer, Steve Gant, and to our Membership Secretary, Jane Nathan. Having processed the majority of the pre-requisite 2018 membership renewal task, Jane has decided that now is an opportune moment to stand down from the Membership Secretary role, and accommodate other demands on her time. Jane will stay in post until a replacement Membership Secretary has been appointed, but she is keen that this is sooner rather than later. Jane has my admiration for the excellent work she has undertaken since being elected to the post in October 2013. The need for change can be from external or internal influences and to meet one of the external ones we still need to appoint a Club Safeguarding Officer to ensure compliance with Motor Sports Association (MSA) requirements.

THE CLUB URGENTLY NEEDS A VOLUNTEER FOR THE FOLLOWING POSITIONS: Club Safeguarding Officer The role of the Club Safeguarding Officer (CSO) is to be the first point of contact for all safeguarding enquiries within the Morris Register and to ensure that children’s welfare Situations is considered in all aspects of club activities. The CSO is a pro-active role and the post holder will be co-opted as a member of the National Committee. Vacant Duties/Key Responsibilities - The CSO has responsibility to ensure that he/she: • Complies with the CSO role description • Attends initial and refresher training opportunities (provided by the MSA) • Raises the profile of child welfare within the club • Co-operates with the MSA Lead Safeguarding Officer • Ensures every MSA club permitted event or MSA club activity has access to a CSO and these details are published at each event • Manages child safeguarding incidents or concerns at MSA permitted events and activities • Completes appropriate documentation for each child, safeguarding concern, and stores thess according to club data requirements. Membership Secretary The Membership Secretary post is a key role within the club and any successful applicant will be expected both to become a member of the club’s Management Team and a director of the Pre 1940 Morris Register Limited. The major functions of the post are to maintain membership records, process and record new membership applications and to process annual membership renewals. In addition to undertaking the primary membership functions, the membership secretary will also need to liaise with the Treasurer in respect of membership payments, the Magazine Editor in respect of both the monthly magazine distribution, and for provision of a monthly list of new Members and their Cars for publication. Occasionally liaison with the Vehicle Registrar in respect of member vehicles and the Webmaster for new member website access is also necessary. Any joining and renewal payments made by cheque will also need to be banked on a regular basis. The Membership Secretary will need to participate in Management Team meetings (via Skype) and to attend the two National Committee meetings held in April and October each year. Attendance at selected National events and the National Rally is encouraged but is not a pre-requisite. The applicant should be familiar with the processing data on a computerised system. We currently use a secure Microsoft Access database for membership records, but will be replacing this with a MemberPress system, which will be delivered as an integrated and secure data system within our new website. The introduction of the new data management system will reduce or remove the need for some of the interfaces between the Membership Secretary and both the Treasurer and the Webmaster. In addition to the primary roles the Membership Secretary also currently issues monthly lists of members to both national and regional officials of the Club, provides membership documents to new members, and answers or assists with incoming membership queries. For further information or to discuss either post, please contact Jim Riglar, 01225 754 981 or [email protected] 4 New and returning members Warm Welcome

NO. MEMBER LOCATION eMAIL CAR DETAILS

11445 Colin Stunell Oxon OX14 [email protected]

11567 N A J Bright Hants SO21 [email protected] 1938 Eight Series 2 Tourer

Richard & 14260 Anne Knight Leics LE16 [email protected] 1938 Eight Series 2 2 Seater 1925 Oxford Coupé 14261 Christopher Cooke Powys SY21 [email protected] 1928 Six Saloon

14262 Maurice Cartledge Notts NG16 1936 Eight Series 1 Tourer

14263 Ernst Jun Staub Switzerland 9427 1938 Eight Series 2 Tourer

Dave Gell & 14264 Linda Moth Notts NG16 [email protected] 1935 Eight Pre Series Saloon

14265 Colin Green Surrey GU3 [email protected] 1933 Minor Family 8 Saloon

14266 Neville Hunns Cambs PE13 1937 Eight Series 1 2 Door saloon

Barry & 14267 Gwyneth Wiggins Devon TQ6 [email protected] 1936 Eight Series 1 2 Door saloon

14268 Guy Harris Bucks SL9 [email protected] 1933 Minor SV 2 Seater

14269 Klaus Hillert Germany 79341 [email protected] 1948 Eight Series E 4 Door saloon

Nicholas Heathcote & 14270 Christopher Noble Portugal 9560-216 [email protected] 1936 Eight Series 1 2 Seater

14271 Michael Fordham Hants GU51 [email protected] 1939 Eight Series E Tourer

14272 John David Atkinson Kent TN15 [email protected] 1946 Ten 2 Seater

Mark & 14273 Alison Gaddes Shropshire TF6 [email protected] 1939 Eight Series E Tourer

14274 Bill Crockett Derbys DE65 1936 Eight Series 1 2 Door Saloon

Graham & 1935 Ten Four Pre Ser Saloon 14275 Susan Meader Wilts SN3 [email protected] 1938 Eight Series 2 Saloon

1947 Eight Series E Saloon John & 1934 Cowley Six 4 Door silding head 14276 Eileen Moore Kent CT11 9PP 1927 Cowley 2 Seater w dickey 1937 14/6 Series 2

Philip & 14277 Lindy Thomas NSW 2484 Australia [email protected] 1951 Eight Series 2 Roadster utility

14278 Roy Bulbrook Lincs NG34 [email protected] 1935 Eight Pre Series 2 Seater

Ten Four Pre 14279 Martin Egerton Bristol BS15 [email protected] 1935 Series 4 Door sliding head Victor & 14280 Sandra Le Riche Jersey JE 37BH [email protected] 1935 Ten Four Pre Ser Spec Coupé w Dickey

1935 Eight Two Seater What’s it Worth?

he eBay vendor states: "First registered in London in July 1935 this early Morris 8 hp two seater tourer has been the subject Tof a recent extensive restoration, being put back on the road in 2014 and seeing only light use since. It is very well presented in dark green over black wings with a matching green interior and a new double duck tonneau. There is, however, no hood frame or hood with the car. There is a photographic record of the work undertaken on the car plus an owner’s handbook and V5C. Under the bonnet all is clean and tidy and we have fitted a new six volt battery, plugs, points and condenser. A Series Two radiator grille is presently fitted but there is a correct Series One item that can be restored with the car. "

Answer on Page 47 5 Bulletin Board

NATIONAL RALLY 2018 ACCOMMODATION: WARNERS HOTEL AT THORESBY PARK, nr OLLERTON, NOTTS. Notification has been received of the discounted prices for 3 nights 10-11-12 August 2018: Standard room: £250 per person Signature room: £280 per person Historic room £287 per person Some single Standard rooms with no added single occupancy charge are available @ £250 per person. The price includes Warners holiday insurance cover for all rooms. A deposit of £35 per person is required when booking, with the balance due by 31st May 2018. This can be either by cheque payable to M. R. Dixon or by bank transfer (details on application). Please let me know as soon as possible if you wish to book a room on 01132 670 424 or emailing [email protected]. Malcolm Dixon MVA FOURTH ANNUAL RALLY See below for details. We hope for a strong representation of Register cars. Booking forms are available on the Morris Register website for completion and return to MMOC. Register members pay a discounted price of £8.

STOP PRESS: NATIONAL CAR CLUB AWARDS Morris Register was shortlisted in four categories, and the results were annnounced at a ceremony at the NEC on Saturday 24th March. Our nominations were as follows: Classic Car Club Categories: National Club of the Year Outstanding Initiative to Encourage the Next Generation Devoted Member Categories: National Car Club Unsung Hero of the Year (Dave Lawton) National Car Club Lifetime Achievement (Rose and Arthur Peeling) Sadly, we were not overall winners in any of these categories, although the Young Members Initiative was highly commended.

6 John Nagle John's Jottings

A Challenge for the A Catalogue of Morris Cars Twenty First Century The response to my article about a proposed new book has been underwhelming in quantity, but encouraging in enthusiasm. My thanks to the gallant few! Joe Welbon: Go for it, you have my support. Linda and Toby Sears: Great idea. I have several posed pictures should you go ahead. Mainly 32 2 seater in the New Forest. Does the register still print Harry’s book on Morris cars? It was a paperback covering all models giving specifications for each year, etc., and was very useful. (I do have a copy but it was last pubished 20 years ago and the original artwork is long gone - JDN) Derek Ayres: Yes, I would be interested...I'm sure it will be good/ Derek Russell: I would be very interested in purchasing one of the said Morris Marque Listings, especially if it is the quality of your Morris Minor book. I would also like to offer photos of my n last month’s magazine the article 1934 Morris 10/4 Special Coupé and, if required, the ex-Harry I“An Average Analysis” from Edwards Morris Minor 1930 Overhead Cam. My best wishes in the “Morris Owner” of 1938 this forthcoming project. Coventry I HAVE MADE A START! (JDN) caught my attention. The drive from Berkhamsted to Coventry, a distance of 75 miles at an average speed Warwick of 45.66 miles per hour was I thought outstanding and would be difficult to better today. I thought it might be a good opportunity to try the same journey today using a Morris Eight and a modern car to see what the average speed would be for the same journey. I would put my money on it being difficult to better the 1938 record. Banbury I therefore challenge my fellow members in Region 1 and Region 2, or any Aynho other Member for that matter, to take on the task, with certain important provisos. 1 The route can be travelled in either Bicester direction and must be on the roads that would have been in use in the 1930s (get out your OS maps to plan the route). The M40 and modern dual carriage ways are banned! 2 Each car must run independently of any other, so that Aylesbury the journey must be a tour NOT a race. 3 Speed limits MUST be strictly adhered to. Berkhamstead 4 Your exact starting points in either Berkhamsted or Coventry can be at your discretion, and your journey will finish when 75 miles have been completed. I also think it would be a good idea find a powerful modern car with which to compare the Morris Eight. Do you own, or have a friend who owns, such a car so that we can have a dramatic comparison? Would anyone interested in staging this little adventure please let me know: [email protected]

7 HISTORIAN Registration Revivals Tom Bourne

very so often a car turns up that has a really complicated registration history, and with much careful research it is often Epossible to untangle this history. Provided a thorough case backed up by sound evidence can be made, the DVLA may be able to restore the original number to the car. The Morris “25” was introduced for the 1933 season, and was a last-minute entry for the October 1932 Motor Show. It was not therefore included in any of the catalogues for the 1933 season. Physically the “25” was virtually the same as the Morris Isis, but was fitted with the much larger 3,485 cc 6-cylinder side valve engine that was also used in the C-type Morris Commercial trucks. This 74 bhp engine could propel the car at up to 70 mph, quite a scorcher! Aimed principally at the overseas market, buyers stayed away, and only 228 were made in the 1933 model year. Re- vamped for the 1934 model year, the “25” still shared chassis and body with the Morris Isis, the main distinguishing features being twin side-mount spare wheels, twin Lucas FT37 fog lamps and larger 6.00 x 19 tyres. Buyers still stayed away, and only 375 were sold, of which 214 were exported. Production of the “25” ceased in late 1934. There are a possible 10 survivors of this rare model on record in the club archives, including two in New Zealand and one in Australia. JT 667, 497 TOD, VET 77, 497 TOD, JT 677, the story of a 1934 Morris “25” Saloon, owner Mick Roberts Mick’s friend Tony Eldridge tells the story of this survivor: When Mick Roberts was looking for a new challenge, having completed the thorough restoration of his 1932 Minor Two Seater, a friend tipped him off that a partly restored 1934 Morris “25” saloon was for sale following the death of the owner. As the Morris was located not far from his home, Mick went to look at it and decided that it was a challenge he would take on. So, in 2015 the “25” found itself in a new home together with all the parts already removed from it plus some of the materials needed to continue with the restoration. Fortunately, its previous owner, who had been a member of the Morris Register for many years, had already restored the chassis mechanicals, and in fact the car was a driveable runner but not fit for the road. The project took just over two years to complete, even though it was a body-off job. It required further extensive repairs to the body as it had suffered from being left out in the weather for around four years in the past when with a former owner. Although the acquisition of a part restored project can be fraught with problems and missing parts, this Morris “25” was complete with many boxes of parts coming with the car. And it was fortunate that the previous owner had maintained written records of the work he had done on the car together with diagrams to show how things were put together. He had also accumulated a pile of historic material relative to the car that was to be invaluable when the matter of the registration mark was attended to. As far as the car itself was concerned, it became apparent that although it was clearly an original specimen it was not as described in the Morris catalogue for 1934. For one thing the body was maroon with black wings and the original interior was red; these were not colours listed in the catalogue for 1934. Also, instead of the bench front seat specified for 1934 it was

Left: April 1933 advert for the new Morris “25”. “Such easy supremacy at your finger tips… luxury that lulls you into happy forgetfulness of business responsibilities and everyday worries… patrician appearance that compels attention… dominant power that skims formidable hills”. The sales patter suggests the market that this car was aimed at. [Tom Bourne’s Collection] Below: The car as entered in the Brooks Auction of September 1998. © Bonhams, with permission. [Digital enhancement by Ken Martin]

8 Left from the top: The completed Morris “25” head-to- head with Mick’s previous Morris Minor restoration project. The car after work started by the previous owner Mick takes a break! The body and chassis now re-united Interior view showing the individual bucket seats

fitted with separate seats, and it therefore lacked the picnic tables and foot rests that are typical of the 1934 Oxford and Isis. The presumption has been that it must have been built to special order for the first owner, a possibility that may well have been the case, bearing in mind the original price of the car when new, and the drastic lack of customers for this big car. So with this in mind, who was the first owner of this Morris “25” originally registered JT 667 in Dorset? Fortunately, the previous owner had already begun investigating the history of the car, which now bore the later registration number 497 TOD, and had obtained a photocopy of the original record of the registration of the car when new. The trail began with finding that the original owner was Col. Charles Henry Balliol Weston, who had served with the East Yorkshire Regiment in the First World War. It turned out that he was related to Agnes Weston who founded the Aggy Weston Royal Sailors Rest in Portsmouth. Colonel Weston bought the car from Gear’s Garage in High Street, Charmouth, Dorset. Gear’s were stockists of Austin, Vauxhall and Standard cars, and “any other make of car also supplied”. Colonel Weston was a prominent member of his local community, and a Church Warden of the parish for 22 years. He kept the Morris until his death in 1948. Just what happened to it from 1948 until 1959 is not known, but in 1959 it had become the property of John Galloway who lived in Chardstock, Dorset, and remained in his hands until 1966. It then moved to a new owner, Arthur West, an accountant who lived in Scotland. He kept the Morris in Hele, near Exeter. From there it was passed on to Arthur’s son Richard West, a veterinary surgeon by profession, who lived in Cullompton, Devon. As it happened, Richard was a great motoring enthusiast and over a number of years amassed a collection of 25 cars that included a number of “Bullnose” Morrises some of which were pre First World War. He even owned a 1904 Cadillac and a first year of production Ford Model T. However, he liked to have personal registration marks attached to his cars so most of them began with the letters VET. The car that Mick now owns at one point carried the registration mark VET 77. The Morris “25” was used regularly by Mrs. West until 1970 and then it was stored under cover for a while before being left out in the weather where it got a bit rusty. By 1998, the Wests went their separate ways and the collection of 25 cars was put up for auction. The auction was held in the extensive grounds of the Wests’ home in Cullompton. The “25” saloon, by now registered 497 TOD, was bought by a dealer who sold it on without doing very much to it, and it was from this dealer that the previous owner bought it on the basis of a photograph. However, the condition of the car at this stage was somewhat parlous in places. Having assessed the work required, the previous owner embarked upon many years of work to restore the car and along the way endeavoured to recover the original registration mark - JT 667 - from the DVLA. As expected, the DVLA was not prepared to respond at that stage. Mick applied to the Club for assistance, and there followed an extremely protracted and time-consuming exercise to try to recover the original registration mark. The original paper logbook had not survived, but there was a photocopy of it, which gave a lot of clues as to the car’s registration history. The DVLA insist on the originals of documents, and will not accept photocopies as valid evidence. There was though a record of the car in the club archives, which the DVLA will accept. This confirmed that the original registration number was JT 667, and the current number 497 TOD. The 9 Left: Mick and Judith Roberts with their restored car, complete with original registration number back in place Right: Colonel Weston, the car’s original owner [Digital enhancement by Ken Martin]

challenge then was to prove the link back to the original number via VET 77. The original County Council archives, where they still exist, are a useful source of evidence. However, the majority of such archive records only give the registration number and the make, not the chassis number, so do not constitute valid evidence for the DVLA. A certified extract of the Dorset Vehicle Licensing and Taxation Register was obtained, showing that JT 667 was issued to Col Weston on 14 March 1934 for a Morris. This confirmed the detail on the photocopy logbook. The changes in registration number to 497 TOD and VET 77 are written into the logbook, not valid evidence, but enough to point to a new direction of search. The Register of Vehicle Licenses (Devon) was the next stop; this showed that 497 TOD was issued to Mr West for a Morris on 16 May 1968. This entry is endorsed with “now VET 77”. It was interesting to note that all the other entries on the page are endorsed with subsequent changes to new or previous cherished numbers, indicating that the TOD sequence was used by the licensing authority as a route for cherished number transfers. The TOD sequence was evidently reserved for use in cherished number or “age-related” transfers by Devon CC after the introduction of year suffix marks in July 1964. Interestingly, the authoritative reference book on registration numbers, LH Newall “A History of Motor Vehicle Registration in the United Kingdom”, confirms that, in the case of Devon’s TOD sequence, “marks without year suffix continued to be used for the re-registration of appropriately aged vehicles until 1977…”. This was, of course, in the early days of the craze for “cherished” registration numbers, and it seems that a number from the TOD sequence had to be used as a “bridge” between the original number being removed and the new “cherished” number being applied. On the 4th of February 1988 the cherished VET 77 number was transferred off the Morris, to be replaced with the previous 497 TOD. This date was before the DVLA introduced the V765 Scheme, so there was then no mechanism by which to revert to the original number. With all this evidence now to hand, the DVLA accepted our V765 application and agreed to the original JT 667 being reinstated. VET 77 is now on a 2014 Chevrolet of 6,162 cc engine size. The completion of the restoration of the Morris “25” has been to the very high standards that Mick Roberts sets himself, and the affixing of the correct number plate to the car has been the icing on the cake. It would not be over stating things to say that JT 667 is now one of the best examples of its kind if not the best.

Footnote: Also included in the 19th September 1998 Auction of Richard West’s cars were a 1913 Morris Oxford and a very unusual 1923 Morris Cowley with bodywork by The Bowden Brake Co Ltd of Tyseley. Bowden are the well-known cable manufacturers from the West Midlands, who were then branching out into car bodywork design. This particular car carries the prototype of their bodywork. It is unusual in that the bodywork construction is based on “D” shaped tubing welded together into a cage, and clad on the inside with aluminium panels. This form of construction was hailed as a new concept in the 1960s, developed by Touring of Italy, and labelled as “Superleggera”, and used for cars such as the Birdcage Maserati. The Bowden prototype body on this Morris has a single sliding door in the centre of the cab, but for series production, Bowden reverted to a more conventional four-door layout. They did though retain the “Superleggera” type construction. The Bowden bodied Cowley failed to sell at the West auction, and is believed to have been subsequently used by Mr West’s wife and daughter, who had named the car Isadora. The car was entered in a much later auction where it was purchased by Monty Goding, now Vice Chairman of the Bullnose Morris Club. The history of the car, and the story of its restoration, is, by coincidence, currently being recorded by Monty in the pages of the Bullnose Club magazine.

Above right: The Gear’s Garage supplier’s plate is still in position on the dashboard Below right: Monty Goding’s 1923 Morris Cowley “Bowden” saloon pictured here in the 1970s. [Photo Monty Goding] 10 FBHVC REP Stuart King Federation Feedback

s the Morris Register's FBHVC Representative, I am sure all club members will want to know how the UK intends to Afulfill its obligations under the EU Roadworthiness Testing Directive and the following feature by Bob Owen of the Federation of British Historic Vehicle Clubs informs us how all historic vehicle keepers will play a part in implementing the Directive.

FBHVC REPORT – Issue 1- 2018 ROADWORTHINESS TESTING – Bob Owen t last all the speculation is over. We can now discuss the actual approach of the Government to the implementation Aof its obligations under the EU Roadworthiness Testing Directive and how it will affect the United Kingdom’s MoT Test as it applies to historic vehicles and specifically Vehicles of Historic Interest (VHIs). Section A. General Comments licensing, which is controlled by the Driver and Vehicle 1. To get any political questions out of the way first, Licensing Agency (DVLA). The sole involvement though the UK is obviously exiting the EU, the UK of DVLA in the arrangements described below is to Government’s policy is that, until the actual leaving provide the platform for declaration by its keeper of a date, the UK is bound legally to apply every piece of vehicle as a VHI. However, the pre-existing registration EU legislation in accordance with its terms. All UK status of the vehicle may affect its eligibility as a VHI. laws made in support of EU legislation will be carried This matter is further discussed in the substantive over and these laws will only be changed if it is clearly comments below. an advantage to do so. As the general principles of 6. The Federation is aware that earlier drafts of Guidelines the Roadworthiness Testing Directive were actively published by the DfT caused great and indeed justified supported by the Government on road safety grounds, concern to Federation members. It is important and as the Department for Transport (DfT) believe, to make clear that these guidelines are now in the with some justification, that the UK system of MoT past and that the only relevant documents are those testing is robust and effective, it is probable that these referred to below. rules will continue post Brexit. 7. While the eventual solution may not be quite what 2. Most of the content of the Directive has nothing to do the Federation might have wished, we were deeply with historic vehicles. Much of the Directive does not involved in the evolution of the Guidance into its require any change to the existing UK MOT regime. current form, and we must give great credit to the staff 3. The decision that the UK should avail itself of a right of the DfT who have been dealing with this matter, to exempt VHIs has been taken after both consultation under a significant amount of time pressure, for the and examination of the accident statistics. It is the view extent to which they listened to and took account of of DfT that an increased level of exemption beyond the our advice and views in reaching what we consider current 1960 cut-off will not lead to a greater number to be the workable and fairly light touch solution for of accidents. DfT has also a wish, in the interests of which all parties wished. efficiency, to standardise how testers report their Section B. Substantive Proposals undertaking of the MoT test to the Driver and Vehicle 1. All aspects of changes to the MoT testing regime in the Standards Agency (DVSA). They hope that exemption UK come into force, in line with the Directive, on 20 of VHIs will lead to a reduced number of MoT tests May 2018. having to be undertaken on vehicles which were built 2. The DfT is availing itself of the right provided by to different standards than current vehicles and that the Directive to permit a limited exemption from this reduction will enable simplification of reporting. Roadworthiness Testing for historic vehicles. While this approach could have the effect of increasing standardisation of the way MoT tests are carried out, 3. While the Directive assumes that motorcycles will thus making testing of older vehicles with different not be included in the Directive until 2022, and has characteristics more difficult, the Federation is not not yet laid down a final list of criteria to be met in yet aware of that effect occurring or being planned in motorcycle roadworthiness testing across the EU, the the actual testers' manual. Only three new items to be DfT, considering that the UK MoT regime in respect tested, all being covered by the Road Vehicles Lighting of motorcycles is already robust and accepted, has (Amendment) Regulations 2017 which were laid in decided to include those which qualify as VHIs within Parliament on 14 September. the ambit of exemptions. However, the criteria for categorisation of a motorcycle as a VHI is, for practical 4. The change provides a right to an exemption from reasons, much simpler, as set out in Substantive the MOT. The Federation is aware that many owners, paragraph 20 below. particularly of vehicles towards the newer end of the spectrum, will wish to continue to submit their vehicles 4. Certain vehicles which operate commercially, however for an annual MoT test. There is no prohibition original, are not capable of exemption as VHIs from whatever on them continuing to do so, as of course has MoT testing. These are (a) buses and coaches built been the case with the former exemption for vehicles after 1960 and (b) all heavy goods vehicles. built up to 1960. 5. Heavy steam vehicles remain excluded from all MoT 5. MoT testing and all matters which pertain to it are and testing. remain the responsibility of the DVSA. Roadworthiness testing has nothing to do with vehicle registration or 6. DfT considers that the right to grant an exemption is 11 limited by the precise permission in the Directive, and Testing) (Miscellaneous Amendments) Regulations that it must therefore limit the right to exemption to 2017, laid before Parliament on the same date those vehicles which meet the definition of a ‘vehicle as the main Testing Regulations. They remove of historic interest’ in the Directive. Not all EU Member historic vehicles from the list of excluded vehicles, State Governments have interpreted the Directive so meaning that the very small number of old goods strictly but the legal reasoning is perfectly clear. The vehicles which are so modified as not to qualify actual legal basis is contained in the Motor Vehicles as VHIs should be subject to an MoT test after 20 (Tests) (Amendment) Regulations (2017 No 850) which May 2018. The Federation is not convinced that were laid before Parliament on 14 September 2017. the distinction between exemption and exclusion 7. Section 7 of these Regulations deals with the definition was fully understood when the decision to remove of vehicles of historic interest. The wording essentially these old vehicles from the list of exclusions in the (with one exception) replicates the provisions of the Plating and Testing Regulations was made. DVSA Directive, as follows: do understand the situation and will try to assist in ‘vehicle of historical interest’ means a vehicle which is solving issues if any of these vehicles prove difficult considered to be of historical interest to Great Britain or impossible readily to test. DVSA has also assured and which the Federation that any vehicle which is not to be • was manufactured or registered for the first time tested does not require to be plated. Discussions at least 40 years previously; on the modalities of this approach continue. Any • is of a type no longer in production; and vehicle owner encountering any practical issues • has been historically preserved or maintained in with this position is invited to contact the Federation. its original state and has not undergone substantial 12. Much of the Guidance is the proposed regime for changes in the technical characteristics of its main deciding whether a vehicle is a VHI. A vehicle built components.’ more than forty years ago is a VHI unless it has, within The exception is the choice of forty, not thirty, years as the previous thirty years, undergone a ‘substantial the time limit for exemption. This is chosen generally change’. The Guidance sets out the criteria to to reflect the age that a vehicle requires to be to be considered in assessing what constitutes a become entitled to ‘historic’ class Vehicle substantial change, primarily by assessing what Excise Duty status. is not to be considered substantial. 8. There is further legislation, to which 13. All comments from this paragraph reference is made in Section A onwards have to be recognised as paragraph 3 and 11b of this Section expressing the views of the Federation. B. They do not alter the Guidance as 9. The policy of the DfT, as set out such. in a letter to the Federation 14. The process for chairman, David Whale, of recognition as a VHI is one of 11 August 2017 from the self-declaration. Each year, when Minister responsible, Jesse the keeper of the vehicle applies Norman MP, is that application for licensing for the next year, whether should be by a ‘voluntary, self- online or at a Post Office, which of course is reporting system not affecting the vast majority of required annually even for vehicles which are entitled vehicles’. to a nil rate VED, there will be a question about the 10. The actual exemption regime will be administered status of the vehicle as a VHI. The precise wording of by way of Departmental Guidance from DfT. This the question has not yet been published by DVLA. The Substantial Change Guidance and accompanying Federation will publicise these words when they are Advice is reproduced in full following this article. It known. There is currently no procedure for advancing should be recognised that departmental Guidance is the date of declaration from the due date for re- not strictly a part of UK laws but is administrative in licensing. nature. What this Guidance does is to set out formally 15. If the keeper of a vehicle considers the vehicle to be a how DfT and its agencies, DVSA and DVLA, will VHI, the keeper is entitled to tick the box and declare administer application of the Legislation. it a VHI. The vehicle will then be exempt from taking 11. The exemption for VHIs replaces two previous global an MoT test during the next year. exemptions from the MoT. 16. Clearly if a vehicle which is declared as a VHI then a All vehicles which the DVLA recognised as having undergoes a substantial change it will not continue to been built before 1960 are exempt until 20 May 2018 be a VHI and the keeper will not be able to declare it but the Regulation will require all these vehicles to in the year subsequent to the change. be VHIs in order to continue to be exempt. 17. At the time of writing the transitional arrangements are b Separately, old heavy goods vehicles (originally not fully clear. those built before 1940, latterly before 1960) were excluded (not exempted) from testing by reason 18. According to the legislation, it is the status of a vehicle of the Plating and Testing Regulations, for the sole as a VHI (not its declaration as such,) which infers reason that it is difficult, if not impossible to test them. exemption. This has differing effects as between pre- However the Plating and Testing Regulations have and post-1960 vehicles. been amended by the Goods Vehicles (Plating and 19. Pre-1960 vehicles, which are currently exempt, may 12 not require licensing, and therefore their keepers may motorcycles. not be able to make a declaration as a VHI, until up to 25. It is not intended here to list the criteria, as it is assumed twelve months from the 20 May. Current advice from members can study the document itself. General points DVSA is that though the database will continue to show of note follow. them all as exempt, and they will not be subject to any 26. The VHI requirement refers to technical standards, enforcement action until their date of re-registration. not originality. This applies to all components, thus Keepers who will be choosing not to declare their permitting the gradual like for like replacement of vehicle as a VHI when it comes time for re-licensing components of all types, including the chassis or would be wise to have their vehicles submitted for an monocoque, which many historic vehicles will have to MoT test prior to that date. undertake simply in order to remain roadworthy. 20. The position for post-1960 vehicles over forty years old 27. Generally, fitting of an engine which was available is somewhat different. There is the same probability for the model of vehicle at the time is not considered that many will on 20 May be scheduled to undergo ‘substantial’. their next MoT test before the next date for re-licensing. That is the status the database will show, although 28. In the listing of components, the absence of specific clearly under the legislation, if they are qualified as reference to transmissions is deliberate. It is recognised VHIs they ought to be exempt. If nothing changes, the that almost every gearbox change will have been advice would have to be to have the vehicle submitted made for reasons of efficiency, safety or environmental for an MoT on the current due date and, if the keeper performance. so decides, declare the vehicle as a VHI when the 29. Before making an assessment that a change is vehicle becomes liable for re-licensing which will mean ‘substantial’ keepers should study the four general exemption for subsequent MoT tests. This appears exemptions set out in the guidance. inconsistent with the legislation, a fact now recognised 30. The Guidance calls for any keeper who is in doubt as within DfT and the Federation will continue to progress to whether his vehicle has suffered ‘substantial change’ this matter. within the past thirty 21. It will be possible years to seek the advice for any keeper of an expert. While it is who considers that the joint understanding there is a benefit in of the Federation that having his vehicle the overall effect of the recognised as a Guidance as finalised VHI, to both make a should be that a greater declaration as a VHI proportion of UK historic and also have the vehicles will qualify as vehicle undergo a VHIs, the Federation has voluntary MoT test. nevertheless undertaken 22. While there is to DfT, in order to ensure not currently any that there is limited proposed check scope for self-described on the correctness of the declaration, the Federation ‘experts’ to enter the must advise members not to wrongly declare a vehicle field, to set up a list of approved experts, which we is a VHI if it is known to have undergone substantial trust will include many of our major member clubs. change within the previous thirty years. The Federation intends to have a list of experts in place together with a statement of what keepers will be 23. Not least, in view of the fact that a vehicle’s status as a entitled to expect, and indeed not entitled to expect, VHI does not exempt the keeper from responsibility for from those experts, before the new regime comes into keeping the vehicle roadworthy at all times, a finding force in May and we will be publicising that list for any after an accident that a vehicle ought not to have been keeper having a need to take advice on our website. declared a VHI, and thus exempted from an MoT, could well be considered evidence that the vehicle This article has taken account both of our understandings concerned was not in fact being kept in a roadworthy from our discussions with DfT and of questions asked by condition. members since the Guidance was issued. I am aware that 24. There are two categories of criteria. a number of members asked questions and were asked to a Those which describe the nature of change, largely be patient until they had had an opportunity to read this by exception, and which are not to be applied to article. Now that you have had an opportunity to read our motorcycles, and advice, if you still feel there are issues that are not clear, b Those which, by reference to the basis upon which please do not hesitate to contact me either directly or they were registered, are regarded by DVLA as too through the Secretary. new to be eligible. Only this set of criteria applies to

FBHVC's telephone number is 01708 223 111 and the full text of FBHVC News is available at www.fbhvc.co.uk. If you would like any further information regarding Morris Register's membership of FBHVC, please contact me, Stuart King, on 01536 710 427.

13 February on the Forum Forum Files Bob Williams

teve was looking for something so asked for advice on the Forum in his post: Chassis Clips – Series E. “Can anyone Spoint me in the right direction to purchase some new chassis clips for the Series E – they are the sprung steel type with the 2 prongs that push into the holes in the chassis.” Dave was first to answer: “I know the clips you are after; the ones that would allow fitting of brake pipe and wiring loom to the chassis without tools. Wanting to restore my own 1939 SE to original spec I searched for them, but without success. The clips were not used on the 1934-38 Morris 8, neither were they carried over to the post war Minor, possibly they were expensive to manufacture compared to traditional “P” clips?” Back to Steve: “That’s the one Dave. Annoyingly I am convinced I found some via a google search a while back but I cannot find them now – I have checked the normal places like Paul Beck and Bresco but with no joy. I was thinking of popping in some rivnuts in the holes and using P clips if not. The problem is to get a conventional nut on you have to take the body off to get into the sill box section. Or it’s looking like I might have to spruce up the very tired old ones.” Jim suggested “How about chassis p-clips, autoelectricsupplies.co.uk 64p each” Skippy had the answer: “You’ll get them at NTG Services Ltd, as they stock them for the MGY Types”. He also attached a photo of the part (right). Thanks from Steve: “Ahhhh, that’s where I saw them! I was in there this week, I live 5 min drive from them, I feel a bit silly now!”

Edward had a problem so he posted: Clutch sticking. “I have a 1927 Morris Cowley. Recently when I have started the engine I have found that although I depress the clutch pedal – which feels normal – I am unable to engage any of the gears, I just get a grating sound! I have then switched off the engine and depressed the clutch pedal several times and restarted the engine. Sometimes I am then able to engage the gears but on other occasions I cannot, so I have left the engine running and then tried again after a few minutes and have then usually been able to engage the gears as normal. Has anyone any ideas as to what is causing this problem please.” Pete wasn’t sure but answered: “Simple answer is 'no'. but 'think' cold thicker oil is sticky… hot oil is more fluid? Many factors. Has it been standing? Is the thrust bearing a bit rusty on shaft? I look forward to all the learned Morris folk also educating me.” John had the answer; “In the handbook for my Morris 10 it explains that in cold weather the clutch should be depressed and the accelerator ‘tapped’ a few times. The sudden acceleration and deceleration will break the oil film which causes the plates to adhere. The problem is due to the oil being cold and sticky causes the plate to stick. Obviously this only applies to oil/cork clutches. I have found that this approach works well with my 10.” Back came Pete: “This is great news as I replied in my semi ignorant way to Edward about cold sticky oil.. Thank you, myself and Lady M are wiser now… (You mean one has to put oil in engine gearbox and clutch?” John replied: “You only need to put oil in the engine, it then conveniently finds its own way into the clutch. I did read somewhere that at one time dry clutches were tried but as they couldn’t stop the oil getting past the rear main, they went back to wet clutches – I don’t know if is true though. I’ve not taken one apart and I have always wondered how the oil gets back to the sump and what sort of level it runs at. However it is one of the smoothest clutches I’ve ever used.” Another John confirmed: “Yes, that is correct for any cork clutched Morris. The handbook for my 1928 Cowley states to depress the clutch pedal and ‘blip’ the accelerator a few times. Always wait for the engine revs to die down to a slow idle before trying to engage a gear. It often pays to select third before engaging 1st or reverse and moving off.” Edward thanked everyone and advised: “I have tried depressing the clutch and tapping down on the accelerator several times, and it worked brilliantly.”

Jerry, who lives in the USA, was excited as he announced in his post: Found another Morris 8. “We had a new member join our British Car club not long ago. He listed on his entry that he owned an Austin 12 and a 1936 Morris. Well, I finally went by his house to see the cars. He has a Morris 8 tourer. This makes two of the cars in the Sacramento, California, USA area. Amazing! His car has also undergone lots of 'additions' to original. Turn signal lights are embedded into the front fenders. The rear valance is blended into the rear fenders with bondo. The running boards are fibre glassed

Found another Morris 8

14 over to cover the rust. But there are areas that are undisturbed which will help me with my restoration. He is working on his upholstery right now and wants to get the car painted. Makes me wonder how many of these cars made it to the USA. Here are a few pictures (previous page). I did not take one of the whole car, strange, but I was looking for the sites that I still have issues with. Andrew, our other (there are probably more) USA member, replied: “Great, Jerry. I am still planning to visit when I next make it to California.”

A nervous time for Ian so he posted: Starting a rebuilt engine for first time. “Just spent a considerable sum in having my Series 2 Ten engine rebuilt. New pistons, liners, valves, timing chain and, of course, new white metal bearings. Cam and followers have been resurfaced. Distributor also completely rebuilt and carb has been overhauled with SU service kit. Although the engine has still to be connected to the gearbox (new cork clutch plate fitted) and then fitted to the car; does anyone have any advice on what if anything should be done prior to attempting to start for the first time? I am assuming that I should continue to use a quality classic straight 30SAE lube oil without any fancy additives. Any thoughts/ advice appreciated.” Grumpyjohn was first with advice: “The oil you are using will be fine and the only advice I would give is to make sure of the distributor timing before attempting to start the engine. Set the fuel amount by screwing the jet adjusting nut fully up and then unscrew five flats which should put you in the ball park for starting although it will probably need adjusted when the engine warms up to running temperature. I always start a newly rebuilt engine with the starter handle and have somebody keeping an eye on the oil pressure gauge just in case!” More advice came from Chris: “I always leave the plugs out and first of all turn the engine over on the handle for a couple of turns just to see that there is nothing binding or jamming. Then I spin the engine over on the starter to get some oil pressure up on the gauge. Then if this is OK put the plugs in and fire it up.” Andy posted with more advice and a photo of himself and his car (below). “I hope all goes well when you first start the car. Good oil pressure is the absolute top priority in my opinion, and I agree with Chris about turning it over without plugs to get oil circulating and nothing unexpected or unwanted is happening before firing. I would be really grateful to know where you had the engine rebuilt how you would rate the work done (obviously after you’ve started her up, etc.) You mentioned it was a considerable sum, could I be forward and ask the ball park figure? I have the same model of car and am keen to know as much as possible about ways of keeping mine on the road for many years to come, so I am always on the lookout for information, if you have time.” Andy gave his email address. Richard was next with advice: “In addition to the advice given above, I would offer this: "1. It's best to use a running-in oil for the first 300-500 miles. Many so-called classic oils contain various additives that will hinder the bedding-in process of newly machined parts. If you can’t find a proper running-in oil then use an ordinary bog-standard oil instead, meeting API specification SF or lower (i.e. SE, SD, etc.). 2. Read and digest the two articles in the technical section concerning cylinder head re-torqueing. 3. Don’t idle or fast idle the engine for too long after the first start, because it will glaze the bores and the rings will never bed in properly. Fast idle just long enough to thoroughly warm the engine for initial re-torquing, then go for a run. 4. Don’t drive it too gently.” Richard included a link to explain. Brian had additional advice: “If there is no oil pressure showing when you spin it over on the starter with plugs removed. It may be the line to the gauge needs bleeding. To do this loosen or disconnect the pipe from the gauge ,spin the engine over until oil appears out the pipe then reconnect and recheck the gauge.” Tom was the last to advise: “I used this stuff when I did my Cowley. Morris lubricants, golden-film-running-in-oil. Engine is still going well 18 years later!” It says something for the Forum that Andy also own a Series 2 10 and was able to within a day Ian had received advice from six other members! give Ian some advice If you have a query, log on to the Forum and start a new post. You might not always get six replies within the day but you will usually get some. ([email protected])

EDITOR’S NOTE: Any member intending to act upon advice given in the Forum or to use any products or services mentioned, is strongly recommended to read the Morris Register disclaimer at the top of page 3 of Morris Monthly.

15 Items of interest Exactly Eighty from The Morris Owner magazine, April 1938 NOW THAT APRIL'S HERE! What to do to ensure that all is well before beginning the season when most miles are covered

LTHOUGH unexcelled service facilities are Aprovided nowadays, most Morris owners who take a pride in their car, be it a Series model or an old 'stager, like to go over the car themselves A spring clean for the under chassis at the beginning of what used to be termed "the (with the car on jacks) should be the first step season", cleaning and tuning up, in order to self-adjusting. The same applies to the draglink obtain the best performance in the favoured months connecting with arm attached to the steering column of the year. assembly. The tightness of the bolts mounting the It is not suggested — generally speaking — that steering column should also be checked. an owner should undertake extensive overhauls, Having checked the steering linkage, the axle swivel because they are better left to the garage with all the pins and their bushes should be checked for wear by essential tools and equipment, but there is no reason grasping the wheel at the top and rocking it towards why the average owner should not carry out ordinary the centre of the car, with the wheels jacked up, of maintenance attention successfully. course. During the Winter months a car gets extraordinarily Needless to say, badly-worn axle swivel pins or dirty underneath, and a really drastic cleaning of the bushes require replacement — a job for your Dealer. front and rear axle assemblies, brake gear, springs, Now perhaps the next important piece of mechanism etc., is the first step to take in our Spring clean. If on a car is the braking system. Go over all connections this is not done, it will be found impossible to check where the brakes are mechanically operated, and over the various adjustments, and the best intentions lubricate the working parts. Lockheed hydraulic with the oilgun will be negatived when we come to brakes are, of course, exempt from such attention, nipples embedded in mud. A copious washing down but while dealing with the brakes examine the fluid with a hose, or, if this is not available, a long-handled level in the reservoir, which should never the less brush and plenty of water, will work miracles in a than half full, topping-up if necessary with Lockheed short time. Orange fluid. The brake-shoes can also be adjusted, The use of water can be augmented by the judicious if they have not had attention recently. employment of paraffin applied with a stiff brush The floorboards will doubtless have been removed where oil has accumulated round the stub axles and before this stage, and this will afford the chance of such points, whilst a wire brush such as is sold for inspecting the battery, unless it is placed in a more cleaning gas stoves, procurable at the "Universal accessible position, as with some of the later models. Provider" for 6d., is a handy assistant. Battery Terminals Having cleaned the chassis — we take it that the Not improbably there will be signs of a greenish- bodywork, wings and even wheels have been kept white encrustation on the terminals. Such corrosion tolerably smart — we turn our attention to the power is harmful and must be cleaned away. This will not unit. This will do with a wash-down with paraffin, as take long if the securing bolts are slackened off and will also the gearbox. Not only does a clean engine the split terminals removed. reflect credit upon the owner, but, in addition, it will When the terminal posts and connections are save one getting dirty when effecting adjustments. absolutely free from corrosion, coat both with vaseline In conjunction with cleaning, the front of the car can and replace, tightening up securely. The next job will be jacked up with the wheel jack in the centre of be to examine the acid level in the cells. After removal the axle (unless built-in Jackall jacks are fitted), and of the porcelain plugs, should the edges of the plates then the opportunity is offered of testing the steering be visible, distilled water must be added so that they for wear and tear. are covered to a depth of approximately a quarter of The Steering Assembly an inch. If there is any doubt about the condition Grasping the wheels firmly and moving them sideways of the battery, those who have a hydrometer should one against the other will reveal if play exists in the make a test. The specific gravity of the electrolyte is joints of the track rod. Any appreciable movement 1.285 to 1.300 when fully charged. If it is not, it would should be investigated, as safety first must be the be advisable to consult the local battery station. slogan as far as the steering is concerned. The contact breaker points, whether magneto or coil Play on the steering track rod can be overcome is fitted, ought to have a clean and the points should by removing the split pin and tightening up the be reset if necessary. The correct gap should be .012 ball socket, except in the latest models, which are in. for the former and .012 in. to .015 in. with the 16 battery ignition, as measured by the little gauge Normally the Remember to oil on the ignition spanner. The high-tension leads to tappets will only the bevel pinion, the sparking plugs should be free from oil, and if and replace the require attention cover-plate so the rubber has perished they can be renewed very immediately cheaply. If this is done. replace the leads one at a that the tongue after the engages with time, and so avoid getting the leads mixed up. The decarbonising the slotted same remarks apply to the other leads utilised with and valve- adjustment provided battery ignition. grinding, but Sparking plugs should be taken out, cleaned with while on the job they can petrol and the gaps checked. These are recommended be checked for correct to be between .018 in. and .022 in. for both magneto clearance. This varies ignition and coil, the smaller figure being preferable with the different models for magneto equipped cars. Old plugs, incidentally, and reference should be are best discarded, and a new set may be considered made to the Operation a good investment. Manual. In selecting sparking plugs the chart issued by the Continuing towards favoured maker should be consulted, in order to the rear of the car, we obtain the correct type. come to the clutch and The commutator and brushes of the starter motor, or gearbox. A check of the starter and dynamo if separate units, will also do clutch pedal setting is with a thorough clean. advisable, as clearance Slacken off the weatherproof cover band and must be maintained carefully take out the brushes singly, after releasing between the pedal arm their retaining springs — then with a clean piece of and the floorboards — rag moistened in petrol, mounted on the end of a say half an inch, to be on the safe side — otherwise, pencil, wipe the surface of the commutator whilst it should contact be formed, slip may take place. is rotated by hand. On the other hand, the stop should be adjusted so Loose Nuts that no harm is done to the withdrawal mechanism As a result of vibration, nuts are liable to work loose, by excessive forward movement when the pedal is however securely fixed, so go round with a spanner. depressed. The nuts securing the road springs, both front and The comfort of the car depends to a great extent on rear, must be kept tight; slackness has frequently the shock absorbers. With the old friction pattern, accounted for broken spring leaves. The springs adjustment may be requisite, and the hydraulic themselves may require lubrication, but it is difficult type needs replenishment occasionally, although to introduce oil or grease, and after a car has seen long distances can be covered without any attention considerable service it would be economy to have whatsoever. them sprayed at a service station with special oil. An Important Point Returning to the engine, feel the fan belt; it should On cars having enclosed transmission don't overlook have about half an inch of "give". the necessity for introducing oil to the bevel pinion The S.U. carburetter fitted to Morris cars for the bearings by means of the cover-plate mounted on past ten years seldom succumbs to a choked jet, the forward end of the differential casing. Half a pint but a periodical clean of the filter is wise. To do every 6000 miles complies with the Manual. this disconnect the petrol pipe by undoing the large Although it is unlikely that anything will be wrong nut at the float-chamber end, with the wiring, a glance over it is advocated, as a turning off the petrol where cracked or frayed wire can give rise to a great deal of gravity feed exists; the trouble. The simplest repair consists of binding up the thimble-shaped gauze affected place with insulating tape. The lamp bulbs filter can be pulled out can also be inspected, and it is surprising how many with the end of the owners are unaware of the facilities for focussing small finger. Clean in provided by the lamp holder; but perhaps this is petrol and replace, a matter more for the winter than the Spring and not forgetting to do Summer, preparation for which we are discussing. up the petrol pipe The bodywork must not be ignored, and a little oil on unions securely. At the door catches and lubrication of the sliding roof, the same time the should the car be so fitted, well repays attention. float-chamber cover On touring models the celluloid sidescreens will should be removed respond to a clean, and don't forget a few spots of together with the paraffin in the water will enable the windscreen and float, and the interior window glasses to be polished with a minimum of mopped out with a non- effort. fluffy rag. On models fitted To complete our "once-over", go round all the oiling with the S.U. Petrolift Clutch pedal adjustment on the points with the oilgun, religiously observing that the Series III Twelve is effected by or pump the filter oil does "get there"; if the nipple refuses to pass the the nut at the bottom left of the here also should oil it must be cleaned by soaking in paraffin and picture indicated by the arrow becleaned. 17 the oilway cleared by a piece check by means of the gauge. of wire. When oiling the axle No mention has so far been made swivel pins it is best to take the of changing the oil in the engine, weight of the car off the front gearbox and back axle, as it is wheels by means of the jack. assumed this has been done The wheel hub bearings must regularly, but should it be not be overlooked, lubrication otherwise, one has of course being provided by the oilgun merely to comply with the on types of wire wheel where instructions in the Manual. a nipple is visible.Otherwise one Having given the car a good must fill the hub caps with grease. look round on the lines described, Wheels trouble-free running can be If the wheels have not been off for contemplated with confidence, The filter of the S.U. Petrolift some time, detach them and wipe extracted for cleaning and the owner has the knowledge the threads of the studs with a little that possible hold-ups on the road grease: this will often save annoyance when it is incidental to neglect are extremely unlikely to occur; necessary to change a wheel on the road. an adequate compensation for the time bestowed Tyres are so often run under the correct inflation and the trouble taken. pressure, so remember the importance of a regular

past the last three squads. EIGHT-MINUTE On big-scale operations of this nature it is but natural that a careful system has to be preserved. Each job WASHING has its number and the fixed cost is registered and torn off a coupon from the record card attached to IN LONDON the car. This recording synchronises with the system operating, that on entering the building a motorist The first eight-minute car hands in particulars of the services required at valeting station the reception booth. The car is carefully inspected, for metropolitan motorists and any faults such as missing split pins, or loose nuts, lost nipples or broken springs are noted on the record card. If it is decided to have these minor defects put right the car goes on a hydraulic lifter and the defects are soon remedied from the stocks in store. In Black and White At the conclusion of the process the motorist is Two views of the ramps handed a printed form showing exactly each job at the new performed and its cost, together with the total. Kennings' Other interesting pieces of plant are the sump Edgware Road draining units, so that crankcases can be emptied Depot while the oil is still warm from running. There are also electric brake testers, and elaborate equipment AST month we described an interesting new for testing front wheel and steering alignments and Leight-minute service station at Sheffield, recently making the necessary adjustment. opened by Messrs. Kennings Ltd., where in this short There are also facilities for re-slotting treads for space of time a car can be washed and polished, road-holding, and a means by which new treads can greased, vacuum-cleaned in the interior, lubricated be vulcanised on to worn tyres. Tyres can be tested and the springs sprayed. inside and out immediately, and if they are otherwise Southern readers will be interested to know that in good condition an allowance is made against new the concern have now opened a similar station in tyres which can be supplied from stock. Edgware Road, London, Captain G. E. T. Eyston In his address at lunch which followed the opening performing the opening ceremony. ceremony, Mr. George Kenning mentioned that 40 lb. It is interesting to observe that the only other similar of wet mud per car on an average goes into the pits, plant is in Paris. and a week's total, based on 500 cars per day, is About 500 cars can be dealt with daily on the two estimated at no less than ten tons. lines of rollers which pass the cars steadily forward Incidentally, the waiting motorist can while away a as the operators accomplish their task, and each short time quite pleasantly at the snack bar, and a runway accommodates six cars, which are serviced loud-speaker will notify him when his car is ready to simultaneously, and attended by squads of thirty drive away. trained operators. Perhaps we ought to add that general repairs are The greasing operation — which, of course, is optional not dealt with at this service station; the service is — is attended to by men in the pits as the car goes confined to the processes mentioned. 18 I switch on, just to see that the THE GREAT NORTH ROAD BY NIGHT oil gauge is registering correctly, that there is plenty of petrol in the tank, and that the ammeter is working efficiently. Speed? I have found that the forty to forty-five miles an hour speedometer reading that I keep up in daylight on this road is quite possible at night without risk. Headlights of an approaching car, on a bend or coming up a hill, can be seen by the gleam on the telegraph wires. An Easy Route Let it be said at once that a Descriptive of a journey along Britain's most romantic highway knowledge of the Great North Road during the dark hours — By R. S. LYONS is unnecessary. The driver who RIVING long distances at countryside is completely asleep has never made the journey can Dnight is an adventure. The and one can be stranded. It is no do so after merely jotting down the road is different, utterly different, exaggeration to say that on every main points en route. The road is for it is almost deserted. The car main artery petrol of every brand signposted freely and, where there seems to run more quietly and, is available at fifty-mile intervals is a fork road, as for example as the headlights pick out the at most.* at Norman's Cross, where the silent highway, the driver new to Being a family man, the rear seat Peterborough road branches right, such journeying knows a thrill is converted into a bed for the there is that thrilling sign facing that motoring has never given him four-year-old. She sleeps soundly you: "Straight on for the North", before. until morning. a sign that one sees consistently He shares the King's Highway with The wife sits next to me, with a on the whole length of Britain's the convoy men, whose lorries use rug, foot-muff and pillow. The foot- premier road. the main roads night after night muff is necessary only in Winter, Stamford is reached at between to carry goods from one end of the for once the car is on the run it is eleven-thirty and twelve. The town country to the other. surprising how comfortably warm is asleep. On to Grantham. The Try It the interior becomes. family are fast asleep, too. You live in the south and are The Start At Grantham we stop for holidaying in the north or in At a quarter to nine punctually refreshment — piping hot coffee Scotland this year, try the Great we are ready. Being to the east of from a flask and sandwiches. North Road by night. You will be London I make for the old Great To one who has never tried the in Newcastle-on-Tyne at latest by North Road, which runs via Ware, experience before, drowsiness breakfast-time, with the greater Royston and Huntingdon, meeting may become overpowering at part of your journey covered; the modern Great North Road at about one in the morning. There certainly what is by daylight the Alconbury Hill, five miles beyond are all sorts of so-called remedies, least interesting part of it. the last-named town. but I advise none. Sleep is the only Ten times a year I drive my Morris In any case, I recommend my route remedy. Ten from London to Newcastle, as better than that via Welwyn, Where should one sleep? A good always by night, and here is the Baldock and Buckden. It is idea is to pull into a closed petrol story of the run. Imagine yourself practically dead straight, whereas station, turn off the lights and — at the wheel instead of me. the other is inclined to wander. slumber! Another is to find a quiet The car has naturally been Also, after passing Royston, it is side road. In this case lights must, prepared for the run. I do not traffic-free. of course, remain on. Do not sleep mean that I have had a complete Alconbury reached, we meet goods on the main road. overhaul — simply that the convoys, and here one must keep Personally, drowsiness comes necessary greasing, oiling and a keener watch. These lorries are to me at approximately three in topping-up have been attended to. at times parked by the dozen at the morning. If I reach Bawtry, a Spares? I carry one headlamp the wayside refreshment huts few miles on the London side of bulb, one sidelight and a spare that abound round this part of Doncaster, before that time I pull fuse. the road. Sometimes, however, a to the top of the wide "park" and Petrol? I fill up at the start, knowing lorry is parked on the road itself, sleep. that so far as my car is concerned the tail-light not giving a true If you have a Second Driver I shall not require a further supply indication of the vehicle's width. In my case, however, I drive until I reach Newark, my half-way My instrument panel, by the way, throughout the run without a stage. There is petrol in plenty, is not lighted. Much eyestrain relief. Where two take turns at the however, all along the road, for it results from night driving with the wheel it will not be necessary to is a mistake to imagine that the dash illuminated. Occasionally stop for rest, because while one * Only in the South — Ed. 19 drives the other is sleeping. The best driving periods out. Boroughbridge is passed, then Catterick and are two hours each. Darlington. We look forward to breakfast and a On past the silent Doncaster racecourse, straight good wash and brush-up in Newcastle. And then through the town for Ferrybridge and Wetherby. And continuing on the Great North Road to Berwick and now for an added thrill — dawn breaks! First a dull the Border, and into Edinburgh for lunch. There whiteness to the right, like the moon about to rise. is scarcely any main highway in this country that The lightness persists, the stars lose their twinkle cannot be traversed with ease through the night, and the sky takes on a bluish hue. If one is fortunate and more and more motorists are learning to save the sun is seen rising away over East Yorkshire. precious daylight hours. With the dawn it is well worth a halt, to light a pipe To Devon, to Blackpool, to North Wales — each run and breathe in the sweetly-scented air. It is the best offers by night an exhilaration that gives motoring an time of the day! added zest. As day advances, headlights and sides are switched

THE PROBLEM OF KEEPING THE descriptions, for municipal or factory purposes. FACTORY CLEAN Until recent times this class of machine was of rather NYONE whose work is closely connected with large denomination, correspondingly expensive in Athe organisation and maintenance of factories, first cost and in subsequent operating costs, but workshops or any other business which involves when Johnston Brothers Limited introduced their the use of considerable areas of ground space, Mobile Sweeper-Collectors it was found that they appreciates the numerous difficulties which can be could be produced at a much lower cost and were encountered in keeping the premises clean and tidy. exceptionally economical to maintain and operate. On the cleanliness of the factory depends, to a great The Johnston Mobile Sweeper-Collector is equipped extent, efficiency of the work executed and also the with a Morris 12/24 hp. four-cylinder unit with health of the employees, apart from the damage which standard three-speed reverse gearbox, and a special fragments of material may cause to the machinery. auxiliary reduction in order to make the normal The majority of modern factories have various working speed of the machine suitable for all ingenious systems of air purifiers and dust extractors, requirements. but it is not always possible to use these in every These small sweeper collector units also have a special type of factory, especially where the manufacture of arrangement for steering, as a result of which the food is concerned, as, while in the process of being remarkable manner in which the complete machine extracted, the dust may settle on the produce. can be turned and manoeuvred in and out of traffic Motor Sweeping and in awkward spaces would make a Morris owner In such instances, in order to preserve absolute almost gasp with surprise on the first occasion when hygiene, it is essential to he saw such a machine in use. employ some method of Many municipalities have these sweeping. At one time this had machines, the compactness to be carried out by manual of which is shown in the labour, but nowadays there accompanying illustration. are firms which specialise in They are also in daily use in the manufacture of mechanical many large factories, including sweeping units which can do that of the largest sugar this type of work much more refining company in the British speedily and thoroughly. Isles and the headquarters One such firm is Johnston of a famous London catering Brothers (Contractors) Limited, company, in both of which it of Ibex House, the Minories, is essential that the premises London, E.C.3, who are should be kept absolutely clear of dust and litter while work is experts in the manufacturing A Johnston Mobile Sweeper-Collector, Morris of mobile sweepers of all 12/24 h.p. powered, in use by Tate & Lyle Ltd. in progress. 20 A COMPLICATED ACCIDENT INDON, U.S.A., seems to have experienced the Lmost unusual car accident of 1937. A motorist on the outskirts of the town had a tyre burst, the car left the road and hit a pylon, bringing down the wires of the power current, causing a short circuit which resulted in a fire in a nearby power station, and blowing up the entire station. This caused more EAST COAST FLOODS — A Morris Eight being salvaged after the storm and high tide had inundated short circuits and serious damage to the central the surrounding countryside to a depth reaching the power station. waistline-of the car. Note the extent of the damage to Lindon became a city of darkness, with firemen and the concrete road inhabitants engaged in putting out the fire. After considerable delay, the pylon, the original cause of SOMETHING NEW IN HORNS the trouble, was replaced and the trouble over. The ROM Washington comes a new idea in horns: last helper stepped wearily into his car, anxious to F"radio horns". These are sounded as desired get home after his tiring work, but forgot his gear was and are inaudible to everybody except to nearby in reverse; consequently the car ran back rapidly into drivers. This noiseless horn is the newest invention the same pylon, which again overturned. Result, a for use in warning other road users of one's third short circuit and three houses on fire! intention to pass or for use at crossroads. Signal is given by a slight pressure on the horn button. The GAS FOR CARS silent warner is really a miniature combined radio HE gas works at Stuttgart have recently opened transmitter-receiver and when it is not sending out Ta station for the sale of gas to motorists. The gas a message to a fellow driver it is set for receiving is obtained from the refuse waters of the town and is messages from other drivers. Two radio valves, both such that one cubic metre equals one litre of petrol of which are used for receiving and transmitting, a — a more powerful carburant than lighting gas. This tiny loud speaker and an aerial, make up the set. gas fermentation is forced into bottles holding 12 OF IMPORTANCE TO CYCLISTS cubic metres, sufficient, it is claimed, for a journey E are informed by the Cyclists' Touring of 100 to 150 kilometres, and a saving of thirty per WClub that copies of the leaflet "Cyclists Take cent. in comparison with petrol: 3000 cubic feet of Care" are available free of charge to any person or "motor gas" are constantly available for motorists at organisation who can help the club to bring the this station. leaflets into the hands of cycle users.

IN THE SERVICE OF THE TRADE — The Morris vans shown above are in the service of the Oxford Branch of the East London Rubber Co. Ltd., the well-known motor, cycle, electrical and radio factors, and form but a small part of the total fleet of Morris vehicles being operated by this old-established firm, who provide a daily delivery over a wide area from each of their depots

The complete edition of The Morris Owner for April 1938 is available as a pdf on the website. Other items of interest include: • Taking Your Car Abroad This Year? • Magistrates Ought To Be Motorists • Glasses For The Outdoor Man 21 onday 3rd April 1933: the new traffic lights shown here on Trafalgar Square, have just been officially switched on in a Mformal ceremony conducted by The Mayor of Westminster, the Rev. E St G Schomberg. Trafalgar Square is to the left and The National Gallery is on the right. (This street is now pedestrianised). A 1929 Morris Commercial ‘International Taxi Cab Type G’ is on the right. These vehicles were modifications of the unsuccessful ‘Empire Oxford’ cars which were also made by Morris Commercial Cars Ltd in Adderley Park Birmingham. The other two cars are a Ford ‘Model B Tudor’ saloon and a c1930 Renault saloon. [LAT Plate E5498]

ivil engineering in the early 1920s. The large scale of the works to construct a Cnew road is indicated by the fact that two standard gauge industrial type steam locomotives and wagons are being used to transport materials to and from, and along the site, possibly with a rail network connection. There is also work for a lorry and a horse and cart. Two steam rollers are busy and another one is parked next to the locos. Where is it though? The 1915 Studebaker car was registered in Kent. [LAT Plate 9563]

22 orris or MG? This superb saloon car was produced by The Morris Garages in Oxford and advertised by them as an ‘MG Msaloon’ in the first edition of The Morris Owner dated March 1924. A specially made body panelled in aluminium and lavishly equipped, was fitted to a Morris Oxford 14/28 hp chassis. The makers of the body have not been determined. Very few were made: the price was £460 when the standard ’Oxford 14/28 saloon sold for £395. [Tim Harding’s Collection]

r R W G Collins climbing MStation Hill Lynmouth, in his 1934 Morris Ten-Six ‘Cunard’ Special, on 31st March 1934 during the London to Land’s End Trial. He failed to win an award due to finishing outside the time limits. [LAT Plate C2915]

The LAT images featured appear courtesy of LAT IMAGES. Prints can be ordered by emailing [email protected] quoting the image reference number provided and mentioning Morris Monthly. See the LAT IMAGES website for sizes and pricing at www.latimages.com. Important notice: Prints supplied may differ in appearance to those reproduced here, as images may have been cropped and subject to digital enhancement.. 23 Minor Musings Chris Lambert The Minor's Rivals No.5 - The Jowett Seven Yorkshire's finest he Jowett business was originally Tfounded in 1904 by two Yorkshiremen, brothers Benjamin and William Jowett who gave their family name to the firm they jointly established. It wasn’t until 1910 that limited car production commenced, the intervening years being spent in developing an affordable and reliable vehicle. What was unusual about this concern was that for the next 26 years the engine that powered all their models was based on their durable 7 hp side valve, flat twin-cylinder, horizontally opposed, water-cooled unit, its design origins going back to those early Edwardian years. By the time the Morris Minor was launched in the late summer of 1928 the 1932 Jowett Blackbird cutaway on the long wheelbase chassis [LATplate L6458] Jowett company was well-established thanks to their ‘Seven’ model range. These models were constantly improved from 1920 onwards following the restructuring and re-financing of their business, which had now become Jowett Cars Ltd. Over time the cubic capacity of the company’s unusual engine had risen in increments from an original 816 cc to 831 cc ending up at 946 cc in 1937. Throughout the period that the Jowett Seven and the Morris Minor were competitors in the marketplace the engine’s displacement stood at 907 cc and was Treasury rated for taxation purposes at 7.3 hp. Power output was reported to be 16 bhp at 3000 rpm. Despite having just a solitary engine the firm boasted an extensive model range comprising open two and four-seater models along with a fabric saloon on a 1931 AP Compton Jowett Arrow special on long wheelbase chassis choice of short or long wheelbase chassis. [Author’s collection] Coachbuilt bodies were introduced for 1930, and like the Minor range these were sold alongside their fabric skinned counterparts for a short period before the fabric skinned cars were dropped from the range completely. Jowett’s models were considered, by some, as being something of an oddity, possibly because of their unusual engine layout, while they also attracted a very loyal following among the firm's many customers, not all of whom came from Yorkshire! The engine (75.4mm x 101.5mm) produced plenty of low-down torque and was renown for its pulling power. Its hill-climbing abilities were legendary, undoubtedly ‘designed-in’ when the power unit was undergoing development trials in the Yorkshire Dales. Unsurprisingly, Jowett’s advertising featured this desirable trait, a full-page advertisement appearing on an Jowett emblem early page in the majority of editions of The Light Car and Cyclecar magazine for 24 many years. These advertisements were written by Gladney Haigh, a company director and were unusual in that they changed almost every week and were rarely repeated, while strangely, many of them didn’t feature images of the company’s vehicles at all. As would be expected these ‘ads’ contained the expected advertising homilies but space was also found on occasion for comment on items of current affairs and other non-motoring related matters. The power plant’s frugality was another slant to feature regularly in the company’s advertising material. In February 1929 one such (imageless) advertisement proclaimed ‘The cheapest car to buy – the cheapest car to run’. Prices from £105 guineas! While this price was for an open two- seater model it was significantly cheaper (£14 15s) than the only available open Minor at that time, the Tourer, which was listed at £125. A further ‘ad’ from the period featured a quote from one owner who claimed he achieved a consistent 52 mpg from his Jowett while the advertisement 1931 Data copywriter (probably Haigh) states in the same ‘ad’ that the official mpg figure as established by the company to be in a range of 40-50 mpg, going on to explain that the company always erred on the conservative side when citing performance data. Jowett’s commercial Seven van model, which was first introduced in 1922 and remained a consistent seller throughout the twenties and thirties, was also advertised in a similar vein being marketed as the ‘penny a mile’ van, presumably as its running costs were lower than those of its rivals. A potentially calamitous event took place in September 1931 when the factory at Idle, Bradford, was partially destroyed by fire and production ceased for a while. When the 1932 models appeared they were of significantly updated appearance and were named Blackbird and Kingfisher. They featured pressed steel bodies with fashionable long radiator surrounds and fuel tanks at the rear, much like the contemporary Morris models with which they shared February 1930 Light Car road test of lwb model Fabric Saloon many other period styling cues. A quick glance at a side view of a short wheelbase Jowett Seven will confirm these similarities. In February 1930 The Light Car and Cyclecar road tested a long wheelbase Fabric Saloon de-luxe model (£177 10s) and what follows is a short synopsis of the journalist’s findings while some information has been extracted from a truncated Motor magazine review of a short wheelbase Seven model of the same vintage. These latest (1930) Seven engines had been subjected to a number of changes in order to improve both economy and performance, the most significant of which were an improved valve gear arrangement, the fitting of a larger Zenith carburettor while the cylinder head was now a detachable unit. Aluminium pistons were also new and fitted in preference to the cast iron items used previously. Transmission improvements included the use of a single plate dry clutch in place of the cone type fitted to this model’s predecessor. The roominess of the car’s interior was remarked upon, its interior space being compared favourably with that of “...12 hp jobs...” while the motoring journalist also liked the ride provided “... no pitching on rough roads.” The slow top speed test (now there’s a contradiction) i.e. slowest speed attainable in top gear was 10 mph, a much higher speed than that of the multi-cylinder machines mentioned in earlier ‘Rivals’ articles. Frontal view 1932 season Jowett Saloon [LATplate E2315] 25 On the open road the car did not disappoint reaching a top speed of 45 mph while 35-40 mph was a comfortable cruising speed. During the course of the test the car was driven (three-up) over some of Yorkshire’s most testing elevated sections, including Greenhow Hill which has a gradient of I in 4 on one stretch. Keighley Gate, leading to Ilkley Moor was next and apart from an unscheduled stop to clear a blocked carburettor the car easily topped the summit. Until the start of the 1929 season all Jowetts were fitted with rear wheel brakes only, the current season’s cars having the much improved four-wheel rod operated braking system which when applied responded to “...quite a light pedal pressure serving to bring the car to a halt at any point.” The journalist found just two areas for criticism, the first of these 1932 short wheelbase saloon being that “...the engine is not quite so quiet mechanically as one could wish…” the second on finding that no hand throttle was fitted which resulted in the engine “…requiring a little humouring in order to keep it running on a cold morning.” The tester concluding that “…a Jowett is an excellent investment for the man who wants a sound, reliable and roomy car that is to be the reverse of costly to run.” According to Nick Baldwin in his A-Z of Cars of the Twenties (ISBN 1 870979 53 2) approximately 17,000 Jowett Sevens found homes in the years 1921 to 1930 while the Sedgewick & Gillies A-Z of Cars of the Thirties (ISBN 1 870979 02 8) states that 11,444 of the type were sold between 1930 and 1936. The Jowett Seven’s best sales year was 1934 when 3134 cars left the company’s Idle plant. It’s impossible to assess from these figures just how many of these 28,500 Jowetts were produced between the autumn of 1928 and the late summer of 1934, the period during which the Minor was a sales competitor, although a conservative guess might put the figure at 10,000 units. Throughout this period Jowett’s short wheelbase models were deliberately priced to compete against the Austin Seven and the Morris Minor and will have won sales from both. It certainly was a worthy competitor although it was produced in far fewer numbers. Its raison d’etre matched those of the Minor and Austin Seven which was to provide an affordable mode of transport to an emerging upper working class with low ongoing running costs. That it successfully did so can be gauged not just by the number of units sold but also by the longevity of its production run, with versions of the model still selling two years after the Morris Minor’s demise.

Sources: Editions of The Light Car and Cyclecar, The Autocar, Motor, The Baldwin and Sedgewick & Gillies A-Z books, British Light Cars 1930-1939 by Bruce Hudson published by Foulis ISBN 0 85429 167 9

26 Regional Round Up

WELSH REGION NEWSLETTER CYLCHLYTHYR RHANBARTH CYMRU EDITOR AND SECRETARY: John Howells, “Bronllys”, Vicarage Road, Penygraig, Rhondda,CF40 1HR 01443 432 542 [email protected]

SECRETARY'S SPOT s I write this, more snow is Aforecast, so I thought, “ there must be some good photos of Morrises in the snow in peoples’ cameras at the moment”. So if you have one from this winter, please send it in to me for MM. Some more photos of the Treasure Hunt have come to light:

L-R: Louise Carter, Tom Bourne sorting Tom passing on instructions the paperwork, Bob Colley, Catherine Bourne

John & Rhiannon Howells "Ah – I’ve got it!" Some strange places working out the clues

Beryl & Cyril with their “Well, I think it’s fixed.” Bob Colley congratulating Let them eat chips. Treasure hunting song the contestants (Refreshments after the hunt)

Tom presenting the first prize John and Rhiannon receiving Tom and Beryl having a Bob presenting Catherine to Louise and Bernard – the runners-up prize giggle over her prize Bourne with a bouquet for where’s Bernard gone? all the work of devising the clues 27 FROM THE POSTBAG This photo came in from Edward and Irene Constable, of their open top Morris 8 outside Plas Newydd, Llangollen. Two ladies lived at Plas Newydd for many years. Now it is open to visitors, as a record of the Ladies’ lives. A lovely house and grounds – a great place to visit by our North Wales members as it’s on the doorstep. The car’s looking good too!

MEMBERS AND THEIR CARS fter the photo of Peter and Freda’s M8 woodie appeared in the AWales pages, another photo has been sent in by John Mullane from Southern Ireland. John also has a woodie. He says that it was first registered as a van in 1936 and converted to a woodie in 1955. I have to say that she looks in excellent condition, and I’m sure that John loves sunny picnics out in her as often as possible. Are there any more Eight woodies out there? Surely there is one in England or Scotland. We are itching to know!

WELSH REGION EVENTS Please keep this copy of MM safely, as you will need to refer to it throughout the season for entering your car into rallies. A reduced number of items will be provided monthly throughout the summer. I don’t have contact details for some events, whilst others should be entered on the various webpages. Noggin & natter: The next N&N is on Thursday, 19th April at 7 pm. The venue is The Aubrey Arms, Bonvilston. Please contact me, John, for directions on 01443 432 542. 2 Apr: Monday, 2nd April: Coleford Carnival of Transport. Book your entry on the internet. Please note that there are several old car events advertised in Gloucester throughout the season Please check the internet for an event to your liking 22 Apr: Drive-it-Day to Llancaiach Fawr Manor, Trelewis CF46 6ER Meet at around 11 am for elevenses/coffee, and have a conducted tour of the house if you so wish. Members may picnic and explore, and also have lunch in the restaurant, which is at 1 pm for Sunday Lunch. For booking please phone me. 7 May: Singleton Park, Swansea Classic Car Show. Reorganised this year to better suit older cars. Entry forms from me, John. (MR stand) 7 May: Llandudno Transport Festival 27 May: Cardigan Classic Car Show 27/28 May:Abergavenny Steam Rally. Entry is on their web site: www.abergavennysteamrally.co.uk 28 May: Vale of Glamorgan Classic Car Show at Sully Sports & Leisure Club. Entry forms on their website. (MR stand) 9/10 Jun: South Wales Austin Seven Club national rally at Bryngarw Country Park, Nr. Bridgend. Other makes of pre 1939 cars welcome. Road run on the Sat with a barbeque in the evening at the rally field. Competitions and judging in the rally field on the Sunday. Camping available at no charge at the rally field. 10 Jun: Barry Festival of Transport. Contact may be Tudor Thomas on 07803 244 788 (MR stand) 15 Jun: Mid-Wales Break: for 3 nights at Metropole Hotel, Llandrindod Wells. Phone John on 01443 432 542 23 Jun: Royal British Legion, Waunfawr Park ?? Jul: No date yet: Penarth Carnival classic car event 8 Jul: Caerphilly Motoring Festival at Llancaiach Fawr Nelson. Contact 01443 206 497 or their website 14 Jul: Classic & Vintage Shoe, Hogs Head, Llantilio 14 Jul: (Saturday) Car Blessing at St. Mary’s Church, Craswall, near Hay-on-Wye. Service at 10 am, then a scenic drive followed by lunch, possibly at White Haywood in Craswall. 15 Jul: Gwili Railway (near Carmarthen) Classic Car Show 10 am onwards at Bronwydd Arms Station. Free entry, and subsidised travel on the railway all day. Contact 01267 238 213 (daytime) for entry form 4 Aug: Porthcawl Rugby Club Classic Car Show 11 Aug: Pontypridd Vintage Transport Day. Contact: 01443 490 740 12 Aug: Three Cocks Steam & Vintage Rally, Hay-on-Wye, HR3 5RS. Contact Joy Young on 01497 847 567 Llangollen Rally: First part of the week is now fully booked, but there are possibly still places from Wednesday 22nd August onward for 3 nights. Please phone John Howells for details on 01443 432 542 28 SPRING MOTORING WESTWORDS THE NEWSLETTER OF THE MORRIS REGISTER WEST REGION EDITOR: Jim Riglar, 01225 754 981, [email protected] SEC: Jeremy Matthews, 01458 445 175, [email protected]

EDITORIAL ell, now that the snow has been, gone and hopefully is not coming back for the rest of the 2018 classic motoring Wseason, it is time to get active. A number of runs are already planned for 2018, including, of course, a number on Drive-it-Day. I hope get out on as many runs as possible throughout the season and hope to meet up with many of you in your Morris cars over the next few months. Jim Riglar

WEST REGION COMMITTEE MEETING he committee met on 24th February to discuss a range of topics including the selection of the 2018 candidate for the TTony Hale Memorial Trophy and to outline potential events, both road runs and static car shows, for the spring and summer. In preparation for the AGM, financial and membership reports covering the autumn and winter periods were presented. The next meetings are Tuesday 10th April for the Annual General Meeting and Saturday 28th October for a Regional Committee Meeting. As the minutes of the meeting contain details of the selected nominee for the Tony Hale Memorial Trophy awardee, they will not be published on the Morris Register website until after that award is announced at the AGM. The committee also extended its best wishes to Liz Callachan for a speedy recovery from illness.

NEWS FROM THE GROUPS North & West Devon (8th March): Our numbers were depleted slightly at the Cyder Presse with only twelve of use present. The persistent bug that has plagued so many people in our area, in what seems to be the longest winter ever, is still taking its toll, with Ian (our noggin secretary) and Sally Rayment amongst the latest casualties. We wish them a speedy recovery and look forward to seeing them at our next noggin. We had our usual lively meeting with great debates on the National Committee/Regional proposals, which incidentally no one present was in favour of. The West Region inter-noggin Exmoor run proposed by Jeremy Matthews was as also discussed and all present were in favour of it and for the Friday date. Hopefully we have now seen the last of the white stuff and can at last look forward to spring and some warmer weather, with the emergence of our cars from hibernation on dry salt-free roads. Jim Callachan

North East Wilts (21st February): The Marlborough noggin attracted a dozen members from across northern Wiltshire and the Hampshire/Wiltshire borders. Apart from the usual chatter over lunch, Steve Knight was canvassing interest for Drive-it-Day run he was organising and which he hoped would attract members from the Somerset, North Wilts and North East Wilts noggins. Had the noggin been a day later then attendance would probably have been zero as North Wiltshire was then blanketed in snow for a couple of days.

Somerset (13th March): Thirty-five members attended the noggin, but given the weather, none of them were brave enough to venture out in their Morris cars. With the active season almost upon us, much of the discussion was about forthcoming events, including a number of breakfast meets and various Drive-it-Day events. Jim Riglar advised that he and Anne were making steady progress with events for May’s Torquay break, but that some adjustment to the intended programme would be likely. As well as those busy sorting their cars out after the Winter break, a number of members reported steady progress with restoration projects, with perhaps the next vehicle to return to the road in time for Drive-it-Day being Raymond Newbury’s Family 8 Minor Saloon. Jim Riglar

DIG FOR VICTORY SHOW his takes place at North Somerset Showground, TWraxall, nr Bristol BS48 1NE, on Sat 9th and Sun 10th June. If you would like to enter your Morris then Lindsay and David Smith are able to offer you free entry to the show. They can contacted at 01275 371 717 or [email protected] You can also book via the show website, but will then have to pay for entry: http://www.digforvictoryshow. com/get-involved/vehicles. 29 WILLBORE ENGINEERING VISIT, 22nd JAN (PART 2) nless you have been Uinvolved in mechanical engineering you cannot fully appreciate how much work goes into refurbishing an engine. After John Hutchings brief introduction he demonstrated, using a Morris 8 engine, the reboring process. Once the bore wear measurements have been Portable cylinder boring machine taken work can begin, in most Cylinder bore cutter cases the bore is prone to wear on just one side, this is caused by the angle of the crankshaft and conrod as they rotate and the thrust pressures applied to the piston. Also, with the introduction of stepped piston rings this helps reduce wear at the top of the cylinder. We then moved onto the valves and valve seats being re-cut, inserted down the Valve seats being re-cut Boring bar fitted into valve guide valve guide is a boring bar, the valve seat cutter slides over this bar to ensure the cutter sits squarely on the valve seat, taking just seconds the job is done. Yet another machine demonstrated how inlet and exhaust valves are refurbished if valve seat pitting or damage is not too severe, once the correct angle has been set the grinding wheel makes short Crankshaft journal being re-ground work of removing any pitting Pitting to valve seats being ground out to the valve seat, saving many hours by doing this work by hand and considerable cost in buying new valves. After demonstrations of block and cylinder head resurfacing, we moved onto the mysteries of crankshaft refurbishment. Yet again wear occurs on the thrust side of the crankshaft producing an oval shape More wear measurements being taken on the big end journals. Crankshaft wear measurements being taken Very accurate measurements of wear are vital and once set the machine rotates the crankshaft and the grinding process begins. We were very fortunate to be invited to Willbore Engineering and would like to thank them for their valuable time freely given to us. Ian Rayment

Members of the N and W Devon Noggins at Willbore Engineering's workshop 30 WEST REGION DRIVE-IT-DAY EVENTS, 22nd APRIL North Wiltshire Run 10 am: meet at Morrison’s supermarket, Devizes, SN10 1LQ for coffee. 10.45 am: depart for a morning tour via Alton Barnes, Avebury, Silbury Hill, Calne, Bowden Hill, Lacock and Gastard to a lunch stop on the A365 at the White Hart, Atworth, SN12 8JR. After lunch, the route continues via Neston, Corsham, Biddestone, Castle Combe, Biddestone and Pickwick to a finish circa 3.30 pm at Box for refreshments and a chat. Contact: Steve Knight, 07714 085 321 or [email protected]

North Devon/West Somerset Run 11.15 am: meet at Quince Honey Farm, North Road, South Molton, EX36 3AZ for coffee/tea/refreshments. Depart 11.45 am for a morning tour via Newtown, Exebridge and Dulverton, to a 1pm lunch stop, at Bridge Cottage Café, Winsford. After lunch the route continues via Withypool, Twitchen and Oldways End to a finish at the Jubilee Inn, West Anstey. Contact: Stephanie Whittlestone, 07583 837 431 or [email protected]

South Hampshire/South Wiltshire Run Meet at Royal Oak, North Gorley SP6 2PB (New Forest Noggin venue), for an 11 am departure via Ibsley, Ashford, Sandleheath, Damerham, Martin and Broad Chalke to a lunch stop at 12.00/12.15 pm at The Horseshoe Inn, The Cross, Ebbesbourne Wake, Salisbury SP5 5JF. After lunch for those wishing to return to North Gorley, retrace the morning route. Contact Toby Sears, 01590 644 269 or themings@ yahoo.co.uk

DON'T FORGET! WEST REGION AGM - TUESDAY 10th APRIL 2018 - 8 pm start at The Highwayman, Cannard’s Grave, Shepton Mallet, Somerset (Adjacent to A37, south of Shepton Mallet) Nominations for all Committee positions and any resolutions welcomed! The Annual General Meeting will once again be held on a Somerset Noggin night. The noggin starts whenever the first attendees turn-up (about 6.30 pm) and ends between 10.30 - 11.00 pm (dependent on how much chat is going on!) The noggin will be suspended from 8 pm for the duration of the AGM (about 30-45 minutes), and resume on completion of AGM business. If you wish to have a meal at the pub, it is suggested that you eat early to be clear of the AGM period. Any nominations for officer positions or items for discussion should be forwarded to West Region Secretary, Jeremy Matthews, prior to the meeting: [email protected] or 01458 445 175 Details of the current committee and meeting agendas/minutes can be found in the members’ area of the Morris Register website at: http://morrisregister.co.uk/3-west/

WEST REGION EVENTS 8 Apr: Dorset: Classic Cars on the Prom.Contact Ashley Miller 07885 792 711 Bournemouth behind the BIC 4.00pm - 6.30pm, most Sundays from 08 Apr until 23 Sep, except: Christchurch Quay, 11 am - 5 pm, 15 Apr, 24 Jun, 02 Sep 30 Sep. Highcliffe Castle, 11 am - 4 pm, 20 May Highcliffe Recreation Ground, 11 am - 5 pm date tba 10 Apr: West Region AGM 8 pm The Highwayman, Cannard’s Grave, Shepton Mallet, Somerset “Remember – it is your input that keeps the region vibrant” 22 Apr: Drive-it-Day. Three West Region Road Runs (see above) and numerous other events, incl: Lions Brimar Vintage & Classic Car Run & Display. For details email: [email protected] 28/29 Apr: Gloucs: Gloucester Warwickshire Steam Railway. Wartime in the Cotswolds. Pre 1946 Classic Vehicle Display Toddington Station. Enquiries: [email protected] 1-5/8 May: Devon: Torquay 4-7 nights break at Belgrave Sands Hotel. Sponsor Anne Riglar, 01225 754 981 or [email protected] 4-7 May: Somerset: Abbey Hill Steam Rally - A37 (just south of Yeovil) Contact Abbey Hill Steam Rally Ltd, 01395 808 095 31 Editor: Jenny Smithson 01959 525 265, [email protected] Chairman: John Mason 01689 858 546, [email protected]

SOUTH EAST REGION AGM he Annual General Meeting of the South East Region will take place on Saturday 14th April at 3 pm. The venue will Tbe The Halland Forge, Halland, near Lewes, East Sussex BN8 6PW. Your Chairman, John Mason, and the rest of the Committee hope that many of you will be able to attend. A buffet will be provided after the meeting so it would be useful to have some idea of numbers for catering and seating purposes. If you would like to become a committee member please let John Mason know, you will be made very welcome. Jenny Smithson MORE GEOFF COX MEMORIES was sent this photo of Geoff winning a prize for his Morris Eight back Iin the 1970s. Many thanks to Simon Bishop for the photo which was taken at the Lingfield Hospital School rally in 1975. Jenny Smithson UPCOMING EVENTS he April Roving Noggin will be at The Cricketers, Meopham DA13 T0QA on Tuesday 17th April from noon. The annual Heritage Transport Show will be held at the Kent County Showground at Detling on Saturday 7th April. There is usually a very large entry of vehicles including several classic buses. Last year we saw a few Morrises there and we will be looking out for more this year. It is a good show, especially if the weather is kind. For more details check the show website at www.kentshowground.co.uk/heritage-transport-show. Another early season rally that we attend every year is the Merton Vintage Show at the Faversham showground in Kent. This is a three day event over the early May Bank Holiday weekend (5th/6th/7th May). Their website is www. mertonvintageshow.co.uk. Hopefully we will see a few Morris vehicles there, it may not be too late to get an entry if anyone is interested. WEST SUSSEX NOGGIN welcome change in the weather for our monthly noggin at “The Swallows Return” resulted in a record number of 29 A members in attendance. The line-up of cars shown in the picture is testament to this. Not shown in the picture, as it arrived after the picture was taken, is Martin Ranger’s Riley 9. Martin is a keen club member and owns a number of superb vehicles, including a Morris Minor and Triumph TR3. His Minor is shown below together with his Riley on a day out. Martin has owned his Riley since 1958 when he rebuilt its mechanics and continued to use it as his everyday car. Shortly afterwards, he undertook a European trip in the car with work colleagues to Rome and back. This venture included a crossing of the Alps. With family and work commitments from the mid 1960s onwards, Martin was forced to keep the car in storage in a number of garages as he moved from one location to another. Eventually, at the start of the millennium, Martin set about completely dismantling the car and rebuilding it with new ash frame and overhauled mechanics. Eleven years later in 2011, the car was finally returned to the road. Two further pictures show the car at the Amberley car

32 rally and in concours winning mode at the Riley Register annual meeting at Coventry. During the meeting, our chairman, Phil Barclay outlined the forthcoming events for the Spring calendar. These included a car run on 10th April from Houghton Bridge with meal and various brunch runs. The first of these will take place on 27th March followed by another in May. Also discussed was our noggin venue, as up to now, this was regarded as temporary while the “Worlds End” is being refurbished. Here, at “The Swallows Return” the area allocated to members was a more comfortable ‘self-contained’ arrangement and as a result, it was voted that we would prefer this to be our future haunt. Keith & Isabel Salmon THE RED R SE North West Region inc. N. Ireland and Isle of Man EDITOR: Tom Taylor, 01772 316 598, [email protected] SECRETARY: Neil Truslove, 01204 598 526, [email protected]

ttendance at the North West Region AGM on 3rd March was down on previous years with less than twenty members Apresent, but business of the day was successfully concluded including the election of a new Chairman. Martin Roters now succeeds Martin McClarence who handed over after completing a second spell in office. Martin M and his wife Anne have been tireless workers during the last few years and were presented with a bottle of Port and a bouquet of flowers respectively as a gesture of thanks. Thankfully, they will both be staying on as committee members, but Martin R and his wife Mary certainly have a hard act to follow. The resignation of Gary Clarke from the office of Events Secretary was

33 noted with thanks and a nice bottle of wine. Previously co-opted committee members Mark James and Peter Freeman were formally elected. The AGM was followed by a meeting of the new committee that set out plans for upcoming events during the coming season. Drive-it-Day lunch runs and an early June weekend in Buxton are all advertised in this issue. Also planned is a weekend visit to the Lake District on 12/13/14 of October staying two nights at The Rusland Pool Hotel at Haverthwaite on the A590 Barrow road. This will be a repeat of the very successful weekend visit back in 2014 and is being organised by Neil and Christine Truslove. The event will be advertised in the coming months, but get in touch with them on 01204 598 526 or [email protected] if you want to make an early reservation. A new initiative arising from the AGM is the nomination of an Events Coordinator to be responsible for advising members of Register and non-Register events that are taking place at venues throughout the North West Region. Mark James will act as a clearing house for event details which he will subsequently forward to members via occasional e-mails. If you know of any events in your vicinity that might be of interest to members, then send details to Mark at markrichardjames@ hotmail.com I am told that the new Noggin at The Bulls Head in Shenstone near Lichfield last month, organised by Midlands Chairman, Stephen Parkes, was a great success with some NW committee members able to make the trip to support the occasion. However, it turns out that I was completely wrong in describing the event as a new Midlands Region initiative because the venue is actually in Staffordshire at the southern edge of the North West Region! It matters not where a Noggin is held or who organises it, the main thing is that members can get together to talk about all things Morris. Congratulations Stephen for getting it off the ground and I can only hope that all Register members in the area continue to support the event. That‘s about all for this month. Do try to get out in the Morris on Drive-it-Day, even if you are unable to join an organised run. Happy Morris Motoring until May.

STOCKPORT NOGGIN DRIVE-IT-DAY PRESTON NOGGIN DRIVE-IT-DAY LUNCH LUNCH RUN (22nd APRIL) RUN (22nd APRIL) Meet at Brookside Garden Centre London Road Meet at Avant Garden Centre, Wigan Road, Leyland North, Poynton SK12 1BY for coffee from 10 am on PR25 5XW for coffee from 10 am on for an 11 am for an 11 am start. A run of approximately 25 miles start. A circular run of approximately 34 total miles on a mixed route of town and country roads to finish on a route of country roads for a 1 pm lunch at for lunch at The Hare and Hounds, Dooley Lane, The Rock Inn, Tockholes, Darwen BB3 0LU before Marple SK6 7EJ. Lunch is planned for 1 pm. Please a return to The Anchor Inn, Lostock Hall. Please contact Martin McClarence on 07794 915 108 or contact Martin Roters on 07968 158 968 or rotersm@ [email protected] to book your place on gmail.com to book your place on both the event and both the event and lunch if required. Please note this lunch if required. Please note this is an MSA permit is an MSA permit qualifying event and you will be qualifying event and you will be asked to complete asked to complete and sign an entry form on the day. and sign an entry form on the day.

EDITOR: Geoff Campbell, 01494 875 783, [email protected] SECRETARY: John Powell, 01895 672 706, [email protected]

EDITORIAL he vintage motoring season kicked off this month with what is now called ‘British Marques Day’ (formerly Austin/ TMorris Day) at Brooklands Museum. While the old arrangement was of more interest to most Morris owners, the new incarnation of the Event certainly added variety to the range of vehicles in attendance although many looked rather modern to my eyes! With the lingering winter conditions in early March, many owners were reluctant to subject their treasured vehicles to the salty road conditions but the selection of photographs gleaned from the Web shows that there was plenty of interest to interest those who were able to attend. Apart from the special events held at the former 34 racing track, there is much of interest to see with the various halls, the recently re-located London Bus Museum and the Concorde Experience. We now look forward to another season of vintage Morrising and the growing Events list should provide plenty of opportunities to get out and about in our cars.

OXFORD NOGGIN SUNDAY LUNCH he Oxford noggin hosted a Sunday lunch Tat the Holt Hotel in Steeple Aston, near Banbury. Despite the bad weather during the week, thirty five people managed to attend. Luckily things had warmed up over the weekend so only two had to cancel because they were snowed in. We were fortunate to be visited by people from other noggins and also some past members who have recently moved back into the region. As always, it was good to meet people from further afield Tom Reeves receives the "Good Old Richard Plumbe receives an award than greater Oxford. Boy" Award for the restoration of his father’s Eight Steve Shuttleworth and Wendy Pearce, the organisers of the event, had done an excellent job in making arrangements with the hotel. But the poor souls had to leave for a skiing holiday so could not attend in person -' tis a hard life for some! We were provided with a quiz to keep us occupied while waiting to be served. This proved to be quite a brain teaser but was quite entertaining. Needless to say, the food was excellent and there was plenty of it. I think everybody did the carvery more than justice. The noggin gave awards to members who deserve recognition for attendance and Mr Hampshire Senior receives an enthusiasm during the past year. Despite Roger Needle receives the DIY Award award for the restoration of his Series some embarrassment at being called up, to keep his hand in E Eight recipients took the awards in good spirit. In view of the fact that many cars are still being restored, this year's theme was for work in progress. Perhaps the awards will encourage work on the cars to be completed. We all look forward to warmer weather so we can go out Morrising again. The next event is Drive -it-Day at Bicester Heritage where we shall be joining some of the Midland Region members and then the Spring run on May 13th. Article and photos by Steve Gant

35 MY 1937 EIGHT TOURER, PART 2 n December 2016, I described in the Morris Monthly how I Ihad seen a photograph of a 1937 Tourer that I had owned 60 years before. It had been taken by our editor for Chilterns Chatter, Geoff Campbell, at the 2016 Ley Hill Common Classic Car Show, parked alongside his own Y van. Earlier, I had seen from the DVLA website that my car was still on the road, but this was the first time I had seen a photograph. Unfortunately, Geoff did not know to whom the car belonged. We made enquiries, initially with no success. Regular attenders of Chilterns Region Noggins didn’t know its whereabouts. Almost a year later, and following another publication of Geoff’s photograph in December 2017, word came of the possible whereabouts of the car. Fortunately this lead proved to be correct and I was able to contact the owner. He was kind enough to spend part of one recent Sunday morning allowing a detailed viewing. As we pulled the car out of his garage, its familiar shape became apparent. In many ways, it was the same as I remember but, in other ways, completely different. It looks very attractive painted red, but that is not the colour I remember. My car was black. Red upholstery has replaced the original brown, and the hood is now trimmed in red piping. This has all been beautifully done, but it somehow grated with my recollection. The interior had been a dull dark brown, of course, but that was what it was. I may be wrong (members please correct me), but I thought all 1937 cars came off the assembly line painted black. And, after all, I owned the car when it was only 20 years old, not 80. I was taken aback by the small size of the engine block which I had remembered as a rather significant lump. It had seemed so when I was lying underneath it with the sump off and removing the pistons one-by-one to fit new oil scraper rings. The SU carburettor remained as I remember it, still with no air cleaner attached to its inlet flange (I don’t think there is any room for one). The SU electric fuel pump had been replaced by a more modern version and the original three speed gearbox had been replaced by a four-speed box from a later-model Morris. Nevertheless, it was huge fun to sit in the driving seat again, even if only to carry out a couple of manoeuvres within the confines of the owner’s garage yard. We couldn’t go outside because currently the car is not licensed. Its owner has several other historic vehicles to use. The steering was amazingly heavy. I had completely forgotten how much you had to pull on the steering wheel to rotate the front wheels. So much for power steering that we are now so used to. I'd gone with a colleague from Canada who used to live in England and remembered the car from those far-off days of the 1950s. We took photographs of the car and its occupants, and the present owner with it, and close-ups of various details. Its HG badge on the front is the badge of the Home Guard, as I had suspected. The present owner is interested in wartime memorabilia and has a good collection including a World War II American Jeep and other items. He told me that his father had purchased the car 17 years earlier, having found it undergoing restoration and in pieces. He had requested it be repainted black. The restorer refused. Then From the top: David with DYO 847 in March 1955 At Saxon Barns, Cambridge, July 1957 David and DYO 847 Re-united Under bonnet inspection 36 DONE FOR APR

he requested green. Again his choice was refused. Finally, he had agreed to buy a red car which the restorer was willing to make available to him. The restorer told him that red was a much more saleable colour and he had to cover all eventualities in case Above: the sale fell through. Refurbished interior Article and photos Right: by David Newland New front wing

CHILTERNS EVENTS 8 Apr: Daffodil Run, contact Roger Clark 01494 729 290 21 Apr: Chalfont Lodge Open Day, contact Geoff Campbell 22 Apr: Drive-it-Day: Trip to Hambleden, contact Mark Lemon 1 May: Visit to Amersham Organ Museum 7.30 – 10.30 pm 28 Plantation Rd, Amersham HP66HJ - Ray Bickerton 12 May: Classics on Hyde Heath 13 May: Oxford Noggin Spring Run [email protected] 20 May: Chiltern Hills Rally Weedon Park, Aylesbury, http://www.chilternhillsrally.org.uk/ 1-3 Jun: Beale Park Vintage Rally Lower Basildon, www.bealeparkboatandoutdoorshow.co.uk 3 Jun: Hospice of St Francis Garden Party, Ashridge Park 9 Jun: Nether Winchendon Fete & Car Show - Terry Ponting 10 Jun: (from 10.00am) Classics on the Cricket Field, Naphill - Den Jarrott 17 Jun: Marsworth Steam & Classic Vehicle Rally, Startop Farm, www.marsworthsteamrally.co.uk

37 THE MIDLANDER MORRIS REGISTER MIDLAND REGION EDITOR: June Sargeant, 01905 840 155, [email protected] SECRETARY: Barbara Farmer, 01536 711 620, [email protected]

LEICS AND NORTHANTS NOGGIN know that Barbara had been hoping for some snow this winter in the hope that we could perhaps get some wintry Iscene photographs featuring our Morris cars for the club shop Christmas cards but the latest blizzards took it to the extreme and we could not even get our cars out of the garage! Hopefully now with all that behind us, we can look forward to a good spring and summer and March’s noggin focused on this thought with discussions on future events providing a full calendar. Twenty-six members attended the noggin and we were pleased to be joined by new member, Richard Knight, who owns a 1938 Morris 8, 2 seater, and once the seized brake problem has been rectified, will be ready for the road. We detailed our proposed events in last month’s Morris Monthly and should you be interested in joining us on any of these, please let us know as soon as possible and particularly with the Drive-it-Day visit to Bicester Heritage Centre as entries close on 15th April and you need to contact us for the discount code. Stuart King, once more, went through the implications of the new DVLA legislation in some length and this matter is covered elsewhere in this magazine. Chris and Jill Baker hope to take possession of their newly acquired 1934 Morris Cowley 6 shortly, but in the meantime we could only admire it from a photograph. Members' other general maintenance problems were raised and dealt with and advice given in respect of a member’s cracked engine block which had occurred as a result of the “Beast from the East” and photographs showing his problem were shown with the advice that he seeks quotes from metal stitching specialists. The evening concluded with Bob Williams showing photographs from the recent visit to the private collection viewing. Pat Farmer HEREFORDS AND WORCS NOGGIN e were very pleased that most of the snow had cleared and we had an excellent turn-out for our March meeting. WIn response to members enquiries, John gave an update regarding my son Karl’s recovery from his accident and although he is now off the kidney dialysis machine and has come out of his coma, he does have a tracheotomy which makes it difficult to try to communicate. It feels like back at school with the letter boards to spell things out. All in all progress is being made, slowly, but surely. Thanks were given for all the good wishes and many kind enquiries. Paul Jolliffe gave details regarding Drive-it-Day and circulated an instruction sheet. We will be starting from the Whitlenge Garden Centre and Nursery at Hartlebury, meeting in the car park there at 10.30 am. The route will incorporate Bromsgrove, Droitwich and will finish at the Jinney Ring Craft Centre at Hanbury. There is an interesting assortment of craft outlets and a restaurant where lunch can be purchased, if required. Further details will be given at our next noggin. John circulated a list of forthecoming events in the area during 2018, including the Peopleton Autumn Show and some entry forms for this were completed during the evening bringing the current entry total to ninety. With reference to John Ford’s letter sent at the end of February on regional structural issues, a long discussion took place. Tony Adlard agreed to produce our written response to this and this has been forwarded to Barbara Farmer and John Ford. Steve Shield will now give his presentation at our April noggin on his "Career at Ford". June Sargeant LICHFIELD SHENSTONE NOGGIN, 20th FEB he new group of Morris Register members at the Bull’s Head, Shenstone, Lichfield, was well attended and everyone Tenjoyed a first get together on Tuesday, 20th February. The Morris projects and one or two interesting problems, major and minor, kept discussion going till well after 10 pm. One member is after a 1932 Minor gearbox and a member near The National Memorial Arboretum requires an auto electrician for his Morris. Some of the National Officers came along to our meeting including the Chairman of North West Region. Thank you! During the year ahead we plan a few short tours and hope many new friendships will be made.

38 LICHFIELD SHENSTONE NOGGIN, 20th MAR he new Lichfield Shenstone Group (Noggin) met for the second time on Tuesday 20th March at the Bull at Shenstone. TAs we had received a number of apologies ahead of the meeting, we thought that attendance may be low. However, we were a most congenial group of about ten Morris enthusiasts. We were the first to arrive and discovered that the pub management had set up two extra heaters in our room as it was a chilly evening. We soon discovered that three of the group share the name of Bob, so apologies if this report seems rather confusing! Bob from North Birmingham is very keen to locate a gearbox for his May 1931 Minor and is not venturing far until he has replaced the current one. Peter from Sutton Coldfield has undertaken a full restoration of his Morris two seater and is using magnets to clamp steel parts prior to welding good steel where he has replaced rusty areas. There was some discussion regarding resin and high build primer and he decided to approach a specialist supplier. Mike and Sue had replaced brakes and clutch on their 1949 8SE and were in the process of tweeking the brakes ready for longer journeys (they’ve not really taken it out in 2018). Another Bob described his Morris adventures as he had purchased his vehicle and immediately dismantled it before reassembling it! A third Bob has two 1935 Morris vehicles: a tourer and a saloon. This year he plans to have brakes relined and during the discussion it was suggested that he should get new springs at the same time as they were inexpensive and this was an opportunity to fit them easily. There was a general discussion regarding electrics, particularly flashers and lights, as however authentic we may wish our cars to be, the more visible they are, the safer it is for us. General discussion concluded with Bob’s revelation that currently the DVLA are issuing age-related numbers from an area of Scotland which was underpopulated in the 1930s. Discussion moved to social events and Mike and Sue suggested the Lupin Farm Event on August Bank Holiday Monday; Maypole Dancing at Stafford Castle in May and the Abbots Bromley Horn Dance. There was enthusiasm for all these local events, but the group decided that Sue’s suggestion of a Sunday run to Tutbury would be a good first outing. Suggested routes are to be investigated by Mike and Sue and everyone would meet on Sunday 29th April at 10.00 for 10.30 start. (We think that it is about 25 miles from the Bull to Tutbury). The next group get together will be at the Bull, Shenstone, at 7.30 for 8 pm on 17th April. Further details of this and Tutbury run are available from Sue Roden at [email protected]. Stephen and Roz Parkes WARWICKSHIRE NOGGIN he Warwickshire Noggin met at the Crown on 13th March. There were a dozen enthusiasts around the table where Ta good discussion about recent events took place. John Bates had to remove his petrol tank to gain access to his fuel gauge; Alwyn had problems during freezing weather when his condensing boiler was badly affected. Pete’s Cowley is still in bits but the ash body is excellent now he has completely remodelled a large component due to a small mistake: they have replaced the tap, fuel gauge and petrol tank. Graham had been so kind to his father recently that he had been given the gift of an MG TD in mint condition: there are several Register members applying to be adopted into Graham’s family! Roger’s new acquisition, a 10/6, has a good body and the proud owner is arranging refurbishment of wheel and bumpers before working on the engine. Stephen is working on his cork clutch Morris 8 Tourer and should have re-installed the gearbox within a couple of weeks. Series 1 & 2 ash frames 2 or 4 seater John Bradshaw had returned from a Classic Car Show in Reims, France, where he had seen an amazing number of cars Complete frame(less doors) or parts thereof and a phenomenal autojumble. John Ford described the arrangements for the club stand at the Restoration Door frames available as an addition Show at NEC and the four areas for which the club had been nominated for awards. He explained the organisation Rear View Motor Cars and set-up for the Show and the logistics involved. John is to be congratulated for Call 07519 930 318 his work on the stand and presentation of detailed justification for each nominee to be considered for an accolade on the email: [email protected] Club’s behalf. The next meeting will be held at the Crown, Claverdon at 7.30 pm on Tuesday Morris Register Member 10th April. Stephen and Roz Parkes 39 nglia Re t A g s io a n E

No.482 EDITOR AND SECRETARY: Tony Nathan, 01702 589 643, [email protected]

FROM THE CHAIR ow, after the “Beast from the East” and Easter hopefully the weather will entice us out for those early Spring Wgatherings. After our committee meeting in February it was further established that the committee in our region is likely to be much reduced if there are any left at all. Perhaps this is the way the region wants it and to be based around a Noggin in a couple of areas. It would be such a shame if this is the case but without any further interest this is the way it will go. Next month is the AGM at Danbury and if you cannot make it in person but would be happy to support the continuance of a committee in your area please make contact now. Pam Lee EA SECRETARY uess you are all sick and tired of me going on about GEA Regional Committee support but here is a further reminder. 13th May - EA AGM – Danbury Community Association Sports and Social Centre, Dawson Field, Main Road, Danbury, Chelmsford, Essex, CM3 4NQ, commencing at 2 pm. If you do decide to attend, the postcode is a little ambiguous as it seems to direct you the Coop which is on the other side of the road to the venue. Reasonable parking. There will be no pressganging as we appreciate time is very valuable with more pressures on your time than ever. However your input is just as valuable should you be able to attend. Tea and cake promised! Go back to EAYP’s February 2018 and you will an article from Colin Moles regarding his trip to Anglian Car Auctions, Norwich on, I think, 4th November and the Morris 10/6 Cunard Special that was for auction. Following February publication, I was contacted by Alan Doy and friend of fellow Morris Register member and purchaser of the 10/6 Cunard Special, Nick Casburn. Whereas I might have purchased the Cunard just to look at it(!), Nick Casburn’s work on the car has proceeded very quickly and judging from his last project, a Morris 8 Tourer, the finish and attention to detail on Cunard will be just as ‘special’. I have permission to use some photos of progress and hope to add more as work proceeds. Tony Nathan Top Right: At the auction [Photo: Colin Moles] Middle Right: Five days from purchase. Body off and braced to hold shape [Photo: Nick Casburn] Bottom Right: In the workshop [Photo: Nick Casburn] Left: January 26th, Chassis being prepared – was found to be in good condition 40 ROOKE’S RAMBLES t is not too often we get much snow here on the East Icoast and when we do not, I suspect, like some other parts of the country. However the last few days have been very arctic like. This photograph of Duncan in the two seater (top right) would have looked good superimposed on the shot of the same location today (below right)! I must say it is picturesque but how we do rely on our roads! We have a road locally which is in no way spectacular but is merely the turning point from the A14 into the North West area of Ipswich and ultimately through the town. It is a road for various reasons we use frequently and I think every time we do I think about Scotland! There are no mountains, no glens, no lovely coastal views but in one direction we are descending a very gradual decline yet I always think we are going uphill! The connection with Scotland is the 'Electric Road' in Ayrshire. I am sure those members north of the border, and maybe many below, know of the Electric Brae. We were attending a wedding in this area getting on for 35 years ago. Travelled up by train and hired a car. So making it a short holiday we found ourselves in the area of this road. In practice I had read about it so the 'experience' was essential. It is as the records will tell you an optical illusion. Nothing to do with electricity! You appear to being going uphill on a downward slope or is it vice versa? Somewhere in the archives the statutory photograph is held but merely shows the car on the road! Having looked up the phenomenon on Google ironically enough there is a period shot of what must be a 1920's Cowley or Oxford on this very road. I believe there are other locations around the world which give a similar experience. At the other end of the country, I had an aunt and uncle who lived in the village of Thurlestone in Devon. I loved their upside down house overlooking the English Channel and my uncle loved his cars. I did enjoy my visits in the early 1960s even though it was quite a drive in the Eight from almost the most easterly point in the country but that was the transport I had so that is what I used. My aunt and uncle owned at one time the car park on the cliffs overlooking the bay, which I noticed had largely disappeared into the sea together with a local road, when I visited a few years ago. He also owned a garage in South Milton. Do any members remember this? But I digress. They also ran a taxi service using a Cortina 1800 and reckoned it was the fastest taxi service in Devon. He had what he called a test hill very nearby. I could not get the Eight up it and tried on many occasions. Even tried it in reverse but still failed. I accompanied my uncle on one particular trip with a 'fare' via this road one evening. It was eerie when the headlights momentarily shone into the inky blackness and then the nose dropped! Ivan Rooke

MARCH ESSEX NOGGIN welve members in attendance which is down on usual numbers, some missing due Tto ill health. Mick Roberts gave us an introduction to the Autovac which he has recently had restored for his Morris 25 which has transformed the vehicle's running. I have never had the need to study the Autovac as my Morris uses the SU electric pump. The Autovac (right and next page) is an interesting device (as many of you probably know) requiring only the vacuum from the engine and I guess was originally developed before an electrical source was generally available for many vehicles. It was also nice to learn that parts, knowledgeable and prompt service are still readily for the Autovac. Mick used Bishopgray, Unit 14, Court Farm, Nr Aldermaston, RG7 4NT. 01299 251 628. www.autovac.co.uk contact Mr Charles Gray. Mick was very pleased with the result (and he is very exacting as far as quality of work is concerned). Tony Nathan 41 EA EVENTS Due to a major hiccup with my computer with an update taking 2½ hours, followed by my printer deciding to play up (I don’t think the problem is related), I have just had to copy and paste last month's events and will follow up in May with any additions. Not specifically Morris Register or East Anglian. Here are just a few. Just to add, I am only the messenger and if interested you must take full responsibility for your decision to enter. Museum of Power, Langford/Maldon, Essex, on the last Sunday of each month, there continues to be held “Cars & Coffee” – I believe also that on Sunday 1st April the museum holds a Transport Fest. Check their website as from experience I know this is popular and the museum interesting. 22 April: Drive-it-Day. I have chosen the CCVC run Charity Classic Vehicle Club event as I received this notification first. “Starting from Sutton Hall, Rochford, SS4 1LH, refreshments will be available to buy before setting out on an approximately 50 mile journey through the Essex countryside. The destination is to be Stow Maries Great War Aerodrome, CM3 6RN. A significant location in Essex history, Stow Maries was home to 37 (Home Defence) Squadron, Royal Flying Corp. from 1916 to 1919 as part of a ring of aerodromes to defend London from attacks from German Zeppelin airships and Gotha Bomber”. See www.ccvcuk.co.uk Also but not connected is the CVCM Fun Run, limited number for both events, see www.chelmervalleycarmeet.co.uk – entry charge for both and are well organised 6 May: Ipswich/Felixstowe – check website – always popular, numbers limited – cost £17 13 May: East Anglian AGM at Danbury Community Association Sports and Social Centre, CM3 4NQ, 2 pm 17Jun: Epping and Ongar Railway at North Weald Station. Must be pre booked, see www.eorailway.co.uk 1 Jul: Maldon Motor Show. The East Anglian Region has a pitch – space is limited on the pitch and sponsored by the region. Contact our Mike Adams or Region Committee Members, Pam Lee or Tony Nathan, asap. Of course, individual entry is available (last year £5) but please do not expect to park on the Morris Register pitch without prior booking with the Region and without region-issued pass 5 Jul: Classics on the Green at Friston, Saxmundham, Suffolk, IP17 1NP from 3 pm until 9 pm. All veteran, vintage and classic cars, bikes and other vehicles in production before 1970. No need to book – just turn up and leave whenever you like. For more information contact Tony Morley 01728 687 999 tonymorley2000@aol. com 21/2 Jul: Marks Hall Garden and Country Show. “We are again holding our biennial show in aid of the Essex and Herts Air Ambulance, Marks Hall Arboretum and The Rotary Club of Colchester. Last time we raised over £45,000 which was split equally among the charities. Each time the show is bigger and better as the word spreads on the diversity and quality of the exhibits and venue. The last show of classic cars was of really high quality and diversity and we aim to increase it further this time. We will again be letting all the drivers in for free and will still only be asking for a donation of £5 for each passenger. This will allow you to have access to all the stalls and exhibits which will include heavy horses, bands, bird display, ferret racing and many other country pursuits.” See www.markshall.org.uk. I guess booking is essential. 22 Jul: Corringham Classic Fun Day at Pegasus Country Club – Charity Event, Chosen charity this year is MacMillan Cancer Nurses. [email protected] 2 Sep: Epping and Ongar Railway at North Weald Station. Must be pre booked See www.eorailway.co.uk

42 The North East Region Local News EDITOR: Ken Gosden, 01302 364 214, 07803 086 412, [email protected] SECRETARY: Roy Pidgeon, 01924 252 415, [email protected]

EDITORIAL ell, another winter month has almost come and gone and I hope the recent bad weather didn’t create any problems Wfor our beloved selection of cars. I’m sure everybody is looking forward to getting out and about in our cars whether it’s just enjoying the local scenery or attending the car shows in our area and further afield. The weather didn’t stop 12 of us meeting near my hometown, Doncaster, for a good natter and a bite to eat last Wednesday lunchtime. After lunch we had a committee meeting to discuss a request from the general committee about the regional boundaries and how to encourage more member involvement in regional and national activities etc. The discussion and the national committee’s thoughts will be known in due course. The club certainly needs some of the “younger” members to come forward. Younger members are the club’s future and are needed to guarantee its future and the fantastic magazine that Rob produces month after month. I can only speak for my region but since I’ve been the North East Editor it has been hard work enticing our regional members to come up with stories and contributions. A regular complaint from my predecessors. Is it the same in other areas I wonder? Each member has a story to tell. There have been some great stories in previous magazines. Our editor Rob Symonds is always requesting stories, etc. So come on folks let’s collectively send stories in and not leave it to a few. I personally have gained so much since I started going to the noggins. It’s not just about gaining knowledge about cars, etc., it’s also about the friends one makes. If anyone in our region wishes to start a Noggin nearer to their home please contact me or Roy Pidgeon. Our Monthly Noggin is on the 3rd Wednesday of each month at the Soothill Working Men's Club, 151 Soothill Lane Bately WF17 6HW at 8 pm. REMINDER EVERYONE: DON’T MISS OUT ON BEAMISH THIS YEAR. Please contact Roy Pidgeon for details. LAKELAND MOTOR MUSEUM n our way home from our recent Otrip to the Lake District we called in at the Lakeland Motor Museum. What a fantastic little gem this is. It has a eclectic collection of vehicles and memorabilia. It is certainly worth a trip out if anyone is in the area. Very good cafeteria with a varied selection of hot meals, cakes and buns.

43 Woman's World Helping Hand from a Morris Man Barbara Symonds? In response to my request for articles for this page from other readers, merely to save you-know-who having to worry about writing all the articles for WW, I received this in the post at the end of last year. I have tried to find out who sent it but I am unable to trace the Morris register member. Please let me know if you are the author. An article from the lady herself would be welcome too. y lovely wife and I enjoy reading MM together and after I had read Woman’s World aloud to her (as she was busy "Mironing), she said that she had quite a few ideas for articles for the page and would one day write an article if ever she got time. She is always so busy messing about that I thought I would secretly write an article on her behalf as a happy little surprise. The darling thing is in the garage sweeping up the leaves. Would you believe there were even some in the car as I was late putting the cover over it for the winter? Leaves soon turn very nasty so it was a job that needed to be done with some urgency. Unfortunately I was not able to do it myself as I am nursing this awful Australian flu thing and have very little strength. I have tried to do little jobs to help The Lady of the House out but I soon get exhausted. I admit I was rather naughty yesterday though. I sensed she was worried about me lying in bed all day and begged me to try and go out for a newspaper so that I could get some fresh air. As a lovely surprise for her, I arranged for a couple of fellow Morris members to take me for a few rounds of golf. We all agreed that it was important for me to get back into my routine as soon as possible. The wind was truly bitter on the golf course, and we reluctantly agreed to change tactics a little earlier than usual and head to a warmer round (or three) at the nineteenth. My lovely wife was so happy to see me safely home, although secretly a little cross that I had been so naughty staying out in the cold for so long. She had kept my dinner warm for me though and although it was rather dried out, I told her it was delicious. She does enjoy looking after me. I have just called her in as it is time for tea and a toasted bun. Excellent timing for her as she can warm her hands on the toaster. I did offer to make the tea but she said she could manage and suggested I just stayed in the warm. To be honest, I was quite pleased as I don’t like to miss an episode of Father Brown. Thumping good television that. Apparently she has changed the fuse in the garage heater so well done her, I guessed she would. It quite slipped my mind that it was getting a little chilly for the car in there. The good news is that she is going to put the cover on the car after tea, amusing herself by saying that the garage is warmer than the house now she has the heating in there *up and running. Women do enjoy being baked alive by keeping the central heating at a steady 20 degrees. I tell her that most Morris owners are used to open air motoring and find 18 degrees suffocating. I try not to complain too much but she does look like a Yeti when she wears several woolly jumpers and fur-lined slippers in the house. I am treading cautiously here but I am beginning to wonder whether she might be popping on a few extra pounds? A few weeks ago, My Dear One accidentally put the electric blanket on the highest setting quite early on the evening and I burnt myself rather badly. Poor dear was so upset for me but I had to beg her to take it off the bed. She wears so many layers in bed she didn’t notice how hot it had become. Oh, did you see what I did back there? I put "*up and running" re the garage heating working again. How she will appreciate my witty little play on words there! She often asks me if the car "is up and running yet?" She absolutely loves everything to do with our Morris. She always encourages me to take the car out when the weather is good. Would you believe she forgot to pick up my newspaper paper with the shopping this morning? She mumbled something about me saying she thought I was going to get it. I sometimes don’t mind a little walk if the weather is good or, better still, if I can go the long way in the Morris! I am beginning to wonder if she isn’t losing her memory a bit. She cooked chicken for dinner the other night when I had said I preferred a nice warming beef casserole but of course I hid my disappointment and ate it all. I hope this insight into the lives of we happy Morris owners will please our Editor. I know my sweetheart will be thrilled to see what I have done for her, sharing our happy Morris world with all our fellow members, she will be so pleased. I rather suspect she will make me a nice beef casserole for dinner, and possibly a nice apple pie too. We can’t wait for Spring to arrive, she enjoys it when I get all get the lads over with their cars, our car chatter and top notch banter, never stops of course and they often end up staying for lunch! With thanks to our wonderful Editor and all good wishes to my fellow Morris owners, and their good wives of course. It has taken me hours to write this little piece for the mag, do wonder though, however does the editor’s wife manage to produce such brilliant pieces every month? *Geoff Brown" * or is it?

44 Letters to the Editor Morris Mail

SNOWMAN GOES FOR A RIDE? Dear Editor thought this might be an interesting picture to publish in the I.magazine. It is my Series E Tourer in taken in the snow recently, Pat Hale Thanks, Pat. When I first saw this pic I thought for all the 12005/4 world that the snowman was about to get in for a ride. Suffolk Just as well he didn't as I am sure the heat coming through from the engine would have done for him! I reckon it would be good for a caption competition, so does any member want to suggest a title other than mine for this? ZZZZZZZZ Dear Editor ore superb LAT images in MM for March I see - always most Minteresting. I was particularly taken with the Aveling & Porter compound roller scarifying with the Series II Ten or Twelve Morris posing ahead of it. I may be wrong but I don’t think the roller survived into preservation. It reminded me of a photo I took in 2016 when I organised an impromptu rendezvous at Furzeley in the New Forest between a friend’s 1924 Burrell steam roller, our 1928 Cowley and another friend's 1930 BSA 500 cc ‘Sloper' motorcycle. The roller was on its way to Netley Marsh steam rally whilst the BSA and ourselves were out for for a ride to meet up with the roller for a few photos (see right). More recently with our snowy weather I took the Cowley out for a short drive around our village of Hazelbury Bryan, Dorset. I stopped and took some photos, the clearest of which were actually outside our gate before I set off. I have also attached one taken when snow started on the evening of 1st March and two before I set off for my drive in the morning of 2nd March after the overnight snow had fallen. Incidentally the best photo to have taken would have been of my Cowley overtaking a stuck Nissan Quashquai but as I was concentrating on not getting stuck myself I didn’t think stopping to take a picture whilst going up a slope was a good idea! Just shows how sure footed vintage cars with narrow block tread tyres are compared with moderns - even pretend Land Rovers like 4x4 Nissans! John Young Many thanks, John. You will see that one of your pics of the Cowley in the snow is on the 13276/3 front cover. We don't often get comtemporary pictures of Morrises is in the snow, so I hope Dorset the slightly fuzzy appearance of the enlarged and cropped version can be forgiven. OLD AD Dear Editor wondered if members might be interested in this advert taken Ifrom a 1935 Daily Herald. I hadn't seen it before though I was familiar with the “Specialisation” theme that Morris developed. Keith Harris 10189/7 Shropshire

Thanks, Keith. Morris Motors were certainly keen on this approach to selling, and it seems to have worked.

45 M8 DRIVING TEST 1962 Dear Editor t the age of 21 after my apprenticeship as a carpenter and boat builder I moved Ato Leeds as I was courting a Leeds girl. Her mother had two Morris Eights, a two seater and a four seater tourer, both needing restoration. Although I had no mechanical knowledge and could not drive, I fell for the Morris Eights and gave her mother the £10 she had paid when buying them from the bus scrapyard near Leeds. I decided that the tourer was best and set about restoring it. Lots of things were difficult for a person with no mechanical experience which is another story. To finish it I sprayed it with hammer finish gold air-drying paint sprayed with a glass spray gun and a vacuum cleaner. I could not afford a hood at £37 10 shillings and so I used a black rubberised sheet tied to the hood frame for bad weather. Otherwise it was always hood down. I was taking driving lessons with the BSM driving a Hillman Minx and I failed the test twice driving the Hillman so I decided to try in the Morris Eight tourer. As the girl I was taking out had a licence, we went out with L plates on, with me driving so I was familiar with the Eight. To let people in the back of the tourer you had to lift up the passenger seat and hold it up, so being a carpenter I made a drop down leg which held the seat up and then you just eased the seat forward and folded the leg in to drop the seat. The day arrived for the driving test and I went into Leeds to the Test Office. The examiner came out and asked me which was my car so I pointed out the Morris Eight. He climbed in and I closed the door and pushed the bolt in (they were required on all Morris 8 tourer doors so they did not fly open). He asked about them and I said I did not want him to fall out. Off we went, and did all the turning, etc., that he requested. Then he asked me to stop at the top of a steep hill. He then said I want you to drive down this hill and when I slap my hand on the book on my lap I want you to stop as soon as possible. I set off, then he slapped his hand down and I jumped on the brakes (which had all new parts). This locked all four wheels on, he slid off the seat and his knees, etc., went under the dash. The seat went up and the leg fell down trapping him. His face was squashed on the windscreen so I turned the engine off and engaged the handbrake then walked around to the nearside trying not to laugh. I reached in through the flap and took off the bolt, then opened the door and to release the leg I had to push the seat forward which caused him to give out a little squeal. I then got him sat correctly and put his papers back on his knee. We then returned to his office and much to my surprise he gave me my pass certificate. Gideon Booth 991/7 Great story, Gideon. There can't be many of us who had a laugh on Cumbria our driving test, and even rarer, to have it an the examiner's expense! I reckon your licence looked something like the one above. Has any member still got their original red one, I wonder?

46 Members: A single private small ad, with/without a photo, is free. Morris Mart Non-members: contact the Editor Car for Sale Car for Sale Car for Sale 1946 Morris Eight Series E 4 door saloon 1938 Morris 8 2 door saloon 1936 Morris Eight Series 1 tourer

The first owner was believed to be chauffeur to In good condition. Red with black wings and red the 7th Earl of Cottenham who lived at Coolham, interior. Engine last run in 2015. Foot brake needs outside Billingshurst, West Sussex. The car was 4 discs of photos of complete restoration, chassis work (I have new master cylinder to fit). Will supplied through the Billingshurst branch of Rice up. Full new interior, floor, wiring harness, fuel need new 6v battery. My grandson helped me Brothers (Horsham) Ltd, sole district agents for pump, tyres, sliding roof, alternator, electronic keep it in the family but has a family of his own! Morris. Bought as an almost completed restoration ignition,12 volt system, luggage rack, twin DKE 142 has been in the club since 1965, Morris project, from a father/son in Medstead, Hants electric cooling fans. Reconditioned engine, Eight Tourer Club days. Looking for £8500 ono. who were only selling because they had finally gearbox rear axle, brakes, springs, suspension, Ray Frampton obtained their 'dream project', a Vauxhall Cresta steering box. Ins underwriters' written valuation. 01273 306 817 pm most days (East Sussex) PA. It has remained in covered storage ever since £10000. as my primary interests - Issigonis Minors - have Neil Spalding Car Wanted taken over. I will not now complete this project so 07913 874 989 or 01772 615 004 (Lancashire) Morris 8 four seater tourer in roadworthy condition. it is time to sell on to someone who will, finally, [email protected] Preference for green Pre Series or Series 1 but others return it to the road. considered. Bernard Lawrence Points to note: Sunroof fitted, interior shabby but Parts for Sale 07745 377 941 (London E17) complete with extra door cards, dismantled blind. For Morris 10/4: 1x engine block complete with Engine was running when purchased and driven Parts Wanted crankshaft, con rods and new 30 thou. piston, For 1948 Morris Y van: 3 speed gearbox. round the yard. Spare NSF wing, radiator cowl, suspect no. 3 big end. 1x engine block complete bumper blade, sundry 'stuff'. Steve Wooder with crankshaft and con rods, standard bore, seized 07999 858 873 or 020 8907 0061 (Essex) Sandy Hamilton pistons. 2x bell housings. 2x gearboxes, good. [email protected] [email protected] (Lincs) 2x worn camshafts and gear sprockets. Other bits available. Parts for Sale Parts for Sale John Hopkins For Morris 8 Pre Series/Series 1: Front axle with For Morris 8 S1or S2: Left hand running board, 2x 01270 874 831 (Staffs) original brakes, wire wheels, hubs, springs. easiclean wheels and hubcaps, chrome radiator [email protected] Offers invited. surround, 1x headlight. Richard Sillitoe (non-member) Gerald Chainey (Dorset) 0151 623 1135 or 07776 018 066 (Wirral) 01725 517 591 Parts for Sale Literature for Sale For Minor Side Valve '30 - '34: 1x 4 speed The Morris Cowley Car Manual, 1930. Literature Wanted gearbox, 1x crown wheel & pinion (8/43), 1x In good condition (no pages missing Please donate any unwanted books with a motoring camshaft, 1x camshaft rear bearing, 1x pair of and no oily fingerprints!). £15 connection to the club so that we can offer them at inclusive of postage. shows for a small contribution to club funds. timing sprockets, 1x spiral crankshaft oil pump drive gear, 3x unused pistons (std), 1x set of Richard Clayton Contact Brbara Farmer on the Information Centre 01494 791 027 (Bucks) number. pistons (+40), 1x oil filter, 1x first/reverse [email protected] 0333 006 5255 sliding gear (3 speed), 1x front axle, 1x rear axle case, 1x 19" wheel, 1x 18" wheel, for re-conditioning, 1x clutch cover, 1x handbrake lever, 1x brake cross shaft, 4x leaf springs, 1x DAVID MOLYNEUX set of brake drums. Brian Shufflebotham Morris MORRIS PISTONS 01782 515 802 (Staffs) for all models Literature Offered Car Spares Before I recycle them, I wonder if any member would like the following old club publications. Morris 8 and Series E M8TC: Vol II, no 5 (1964), Vol III, nos 2,4,5,6,7 (Spring New and used 1965 to Winter 1966), Vol IV, nos 1 to 8 (Spring 1967 used parts supplied to Winter 1968). spares available Morris Register: Vol 5, nos 1,2,3,4,8 (Spring 1969 Job lots of M8 and E to Winter 1970), Vol 6, nos 1 to 8 (Spring 1971 to Winter 1972 10th Anniversary issue), Vol 7, nos 1 Enquiries welcome parts bought to 12 (Spring 1973 to Winter 1975), Vol 8, nos 1 to 12 (Spring 1976 to Winter 1978), Vol 9, nos 1 to 12 (Spring 1979 to Winter 1981), Vol 10, nos 1 to 12 Happy to assist M8 and E abandoned (Spring 1982 to Autumn 1984). Complete collection weighs 1 kg. Free, but P&P projects/complete cars needed, or collect from Devon. Can split if required. For more information, bought for Martin Stephens-Smith 01647 231 564 (Devon) contact spares or repair Information Wanted graham440@ Help! I am restoring a 1933 10/6 coupé and am 01229 584 972 or looking for information on the door glass and winder btinternet.com mechanism. There was a stunning blue/black 07715 059 280 or example at the NEC a couple of years ago. Any help or [email protected] such as photos or tempates would be a great help. Derek Reynolds 07506 309 281 01670 733 122 (Nnorthumberland) [email protected] Acceptance of advertisements in Morris Monthly does not imply recommendation of advertisers or their products or services by the Morris Register. When purchasing cars or spare parts from private sellers, purchasers must satisfy themselves as to the condition and value. What’s it Worth? (See p5): classified ad, asking price £11995 47 Please submit pictures Foto Finish of interest to the Editor BEAMISH RALLY MEMORIES From Ian Findlay: I was editor for my local club, North East Club for Pre-War Austins for many years. The club kept the initials NECPWA but re-branded itself as North of England Classic and Pre War Automobiles, and I still write for them now and again. I have been looking through my photos which I have at last got scanned and filed in some sort of order. I thought you might find some of them useful to fill a space in a forthcoming newsletter. I have started with the Beamish Rally in 1987 and attach some photos of this event. Members may recognise the cars and/or owners.

DVW 793: 1936 Morris 8, owned at that time by J Bielby of Goldsborough RV 3176: 1933 Morris 10, owned by P M Cundy from Durham HPL 793: 1939 Morris owned by Jim MacConnell of Washington SR 1318: 1917 Morris 11.9 hp, owned by Bill Handcock of Allendale GR 5152: 1938 Morris 10 hp, owned by P Docherty of Marley Hill, near Newcastle BPK 781: 1934 Morris 12/4, owned by David Knotts of Ryton, near Newcastle DKJ 177: 1934 Morris 8 hp 2 seater tourer owned by J Grant of Consett WOT, NO WEDDINGS? 48