The Tradsheet

Founded 1967

Are we all ready for another season then?

Newsletter of the Traditional Car Club of Doncaster

February/March 2019

1 Editorial The clocks go back the weekend I am writing this, the sun has put in an appearance or two already and we have started the season with a breakfast meeting at Ashworth Barracks with a good turnout. Club nights have been very enjoyable all winter with a good number coming along to enjoy each other’s company, some to stay on for the quiz but lighter evenings are on their way and the number of classics in the car park are increasing nicely already. Rodger Tre- hearn has again provided a list of events further on, he has entry forms at all club nights and the information is also on the club website, see Chair’s chat for more on that. Planning for the show at the College for the Deaf is well under way and we have fliers for you to give out to get another brilliant attendance. This raises a lot of money for charity and also helps our club fi- nances but, primarily, it is a great day out and is where we do the main club trophy judging. For those who won trophies last year, could you get them back to the club by the end of May please for engraving and getting ready for the show. If anyone needs them collecting, please let me know and I can organise that. We have another club event at Cusworth Hall on 12th May with a car limit of 40 and you must be there by 12 noon and not leave before 4pm to ensure public safety. Get your names down for this, it was very good last time. Passes for members to attend the College for the Deaf show on 30th June will be sent in the next Trad- sheet which will be produced for distribution at the club night on the 5th June and posted the following day. All members have the right to two passes with their membership, you can buy more if you like, so please let me know if you would like an extra one otherwise I will just put the one in the envelope. We are also doing a separate form for anyone wanting their cars judged as we had some issues last year checking how old some cars were and which judging class they should be in. If any of you would like to do the judging please let us know, you could judge any class that your own car isn’t in. Judges decisions will be final and supported by the committee. My cars seem to be running ok at the moment. If that carries on, I might even get some progress on my long term project. I suppose I could just get a garage to do it but that is not quite the same as doing it myself, even if it does take a lot, lot longer my way. ‘I did that’ feels so much better than I paid for that. Finally, I have the sad duty to tell you about the passing of Barry Wilkinson, best known as one of the three stooges from Redhouse Park (their description) and owner of the green Mk 4 Zodiac that won the best attendance trophy at the AGM. Most of us will have met Barry as he was at nearly every event that we held and he kept most of the club resources in safe keeping. (The committee have collected all of the club resources that we could find and have decided to scrap the broken marquee and are going to get rid of the caravan which we only used twice a year and have nowhere to store. An inventory of club assets is almost complete.) In particular I will remember Barry’s dry wit which was very funny and his habit of pretending that he couldn’t hear when asked something that he didn’t want to answer. It was Barry who told me about the club when I first met him at a Nostell Priory Steam event and his efforts on behalf of the club are considerable, always there to set up, clear up, lug the caravan full of stuff back home, even down to polish- ing the trophies ready for the big show. He was a pest when he wanted to be but I will miss him, he was a good man. Safe motoring Andy Campbell

Barry Wilkinson RIP

Barry was a very special person, not only to his family but also to his friends of whom he had many. I don’t remember when Barry first became a member of the Traditional Car Club of Doncaster but he always seemed to have been a member because he was a person who settled in very well to be with others. He had an interesting and varied life and had many stories to tell. In his younger days he had been a member of the S.A.S., had been parachuted several times in to various areas of conflict and once entered a farmhouse only to find himself concussed outside on the ground as a bomb was detonated on his entry, hence his poor hearing from this point on. He had his own motor repair garage, was skilled with D.I.Y., became a long distance lorry driver which took him all over Europe and had a passion for classic cars especially Ford Zodiacs which he drove daily. He had many hobbies and interests but one of his major ones was in helping others. He had a wealth of knowledge when it came to mechanical things and could repair most things that broke down. He always had a Plan B if Plan A didn’t work and was rarely stumped for a solution no matter what the problem. Barry was not one for financial gain but was a person whom you could rely on. He was generous both in Spirit and in time and would help anybody. He didn’t count the number of hours he worked on cars to help others, if he did then many here today would have a large debt to pay. No matter the age or type of vehicle then Barry seemed to be knowledgeable about it or soon gain knowledge. He helped me many times with my Model “T’s” so much so that I took him away on a Model T holiday to Kirby Lonsdale and surrounding area to give him a rest from working on old cars and to say thankyou. Six miles from the Hotel the petrol pipe fractures and the car comes to a gradual halt. Bonnet up, fault diagnosed, thought about , rectified, tested and we set off for what became a Busman’s holiday as he continued to keep the car running for the weekend in spite of one or two other problems. I felt awful but I reckon Barry felt at home because he would rather have been tinkering with something than just sat there doing nothing. Barry was not only a Father, a Hus- band ,a Brother, a Grandad, but for many of us here today he will be re- membered for being a close friend.

4 In a lifetime we have many different relationships with people. Some are work colleagues, some are family members, some are acquaintances and some are true friends who are there through thick and thin, through the good and the bad times, I would class Barry as one of the latter. A true friend, honest, relia- ble, a source of help, one who sees a glass half full rather than half empty. Today we grieve for the loss of a close friend. No more can we come to the font of all mechanical knowledge for help and guidance, and we feel a gap in our lives which only Barry could fill. We could leave this place with an attitude of doom and gloom, with sad faces and tear filled eyes or we can leave with a smile on our faces remembering the good times and the memories which can never be taken away. We can lift our spirits and hold our heads high as we say, “I knew Barry Wilkinson, God bless him.” Stuart Carey …………………………………………………………………………………………………………..

Annual General Meeting report The AGM was held 13th February and went through the normal business of checking and approving last year’s minutes and the accounts and hearing the usual reports. We also considered the issue of joint membership as we had been asked to at the previous AGM and, after an interesting discussion, decided that joint members will have the same voting and discount rights as full members, that partners be defined as a named person living at the same address and sharing any club information sent out. They will be able to show their cars at our events and be eligible for any trophies. We decided that the subscription for joint members (member and partner) to be £20 per year, the same as a single member. It was also decided that the committee will keep an account of any increased costs in relation to this and report back to the next AGM. The committee for this year was elected and has already met once and, thanks to a suggestion by Paul and Lisa, I have put photos of the committee members on page 29 so you can either use it to recognise us when at meetings or use it for dart practice. The suggestion was obviously a good idea but I would never have thought of it because I know the committee anyway and I would like to say that nobody should hold back if you have an idea. The belief that the committee must have thought of that may or may not be true. Your ideas and suggestions are a vital part of the club and have been used on numerous occasions to move the club forward and are most welcome. Last on the agenda was the awarding of the best attendance trophies. These are awarded on the lists that Barry Duffell doggedly takes around the car park and meeting every time all year round, they are rec- orded and calculated by Linda Duffell and they do a grand job. The Diane Trophy for best gentleman’s attendance 23 points – Graham Canty The Wilsic Shield for best lady’s attendance 20 points – Tracy Irwin The Excelsis Award for best classic car’s attendance 17 points – Barry Wilkinson 1970 Zodiac Mk 4

5 Sheffield-Simplex was a British car and motorcycle manufacturer operating from 1907 to 1920 based in Sheffield, Yorkshire, and Kingston upon Thames, Surrey.

The company received financial backing from aristocrat and coal magnate Earl Fitzwilliam. The first few cars were made by Peter Brother- hood and were a continuation of the Brotherhood- Crocker cars made in London in which Earl Fitz- william had been an investor. Stanley Brother- hood sold the London site in 1905 and moved his Peter Brotherhood business to Peterborough, near Fitzwilliam's second seat at Milton Park. He could not get permission to build a car factory in Peter- borough so the Earl suggested a move to Sheffield where Stanley Brotherhood built a new factory in Tinsleya few miles south 1905 Brotherhood 20-25 landaulette of Wentworth-Woodhouse.

In late 1906 Peter Brotherhood withdrew from the car venture and the former Brotherhood cars bore just the Sheffield-Simplex name. In 1908, the first proper Sheffield-Simplex cars appeared designed by managing director Percy Richardson, formerly of Daimler and Peter Brotherhood. The 45 hp LA1 had a six-cylinder 6978 cc engine and three-speed gearbox. It was joined in 1908 by the LA2, intended for lighter open bodies which did without a conventional gear system, having one forward gear and an emergency low and reverse gear in a small gearbox at- tached to the front of the differential housing. The only remaining example of a 45 hp LA2 is in private ownership and is seen frequently on rallies in Britain, Ireland and Belgium.

In November 1909 it was announced they had designed aero engines and were seriously considering their manufacture. Four smaller cars joined the line up in November 1909. The 14-20 hp LA3 and long wheelbase LA4 were the babies of the family with a four-cylinder engine of 2882 cc, and Renault-style dashboard radiators, while the 20-30 hp LA5 and LA6 had six-cylinder 4324 cc power units.

These cars lasted only one year and in 1911 were replaced by the 25 hp LA7 with a six-cylinder 4740 cc engine allowing the company to boast that only one other British maker made only six- cylinder cars. Sheffield-Simplex considered their only rival to be Rolls-Royce and even opened their London showroom very close by in Conduit Street. The LA7 was updated to 30 hp LA7b specification in 1913 (RAC 29.47 hp) and this included electric starting. Warwick Wright was joint managing director. In 1914, the old 45 hp LA1 and 2 models were finally dropped.

Just before the First World War, Sheffield Simplex conducted experiments for the War Office involving the 30 horsepower models towing field guns. When war broke out the factory was taken over by the British Air Minis- try, and reduction gears for R31 and R31 airships were made there. It appears that the design was influenced by a German airship engine from Zeppelin l31, which was brought down near London.

An old employee of the company recalled the airship engine arriving at the works and the havoc it caused upon operation. A special rig was built to hold the vast engine and, on firing-up, the rush of air from the huge propeller blew the door and windows out of the Test Building. The engine was then turned around, only to rip off part of the roof.

During World War I, the company made armoured cars supplied to the Belgian and Russian ar- mies, ABC Wasp and Dragonfly aircraft engines and munitions.

Car production recommenced in 1919 with the LA7b but now called the 30 hp. Few were sold and it was replaced by a new design, the 50, in 1920. This had a new engine of 7777 cc with each of its six cylinders cast separately. It appeared at the London Motor Show in 1921 fitted with a two -seat body and again in 1922. It is quite probable that it was the only one made. The final years of car production are a mystery. It seems likely that few were made post World War I and final production might have been in Kingston. About 1500 cars were made in the company's history.

1914 Sheffield-Simplex LA7b 30 hp It is believed that at least three cars survive. The unique 50 hp car produced in 1920 and exhibited at several motor shows was acquired by Earl Fitzwilliam, the financial backer of the business, in 1925 after the liquidation of the Sheffield company. This car can be viewed in the Kelham Island Museum in Sheffield from where it is taken to local shows from time to time. The ex-Lord Riverdale car (which he drove from Land's End to John o' Groat's without changing from top gear) is in private ownership and also appears at shows in the Yorkshire/Derbyshire area. Another example is owned by the Powerhouse Muse- umin Sydney, Australia.

The factory at Tinsley had five main bays which housed black- smiths, engine testing, car testing, running shed and pattern shop. The front of the building was occupied by administrative offices, the boardroom and the drawing offices. The factory was fully equipped with up to date machinery from all over Europe. 1913 LA7b 30hp open tourer

Warnings issued as hungry plane eats a car.

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8 The Austin Ten is a small car that was produced by Austin. It was launched on 19 April 1932 and was Aus- tin's best-selling car in the 1930s and continued in production, with upgrades, until 1947. It fitted in between their "baby" Austin Seven which had been introduced in 1922 and their various Austin Twelves which had been updated in January 1931. The design of the car was conservative with a pressed steel body built on a ladder chassis. The chassis was designed to give a low overall height to the car by dipping down by 2.75 inches between the axles. The 1125-cc four- cylinder side-valve engine producing 21 brake horsepower drove the rear wheels through a four-speed gearbox and open drive shaft to a live rear axle. Steering was by worm and wheel. Suspension was by half-elliptic springs all round mounted on silent-bloc bushes and damped by frictional shock absorbers. The four- wheel brakes were cable and rod operated by pedal or by hand lever on the offside of the speed lever. The electrical system was 6 volt. For the first year only, a four-door saloon was made in two versions. The basic model cost £155 and was capable of reaching 55 miles per hour with an economy of 34 mpg and the Sunshine or De-Luxe with opening roof and leather upholstery at £168. Bumpers were provided. The chassis was priced at £120. 1933 saw the saloons joined by an open two-seater or Open Road tourer, a Colwyn cabriolet and a van. A sports model, the 65 miles per hour, 30 bhp Ripley joined the range in 1934. Mechanical upgrades for 1934 included a stronger chassis, synchromesh on the top two gears and 12-volt electrics. The Ripley was a close-coupled four-door tourer with lowered front doors and no running boards. Improved engine breathing—Zenith downdraught carburettor, revised manifolds and camshaft—all combined to improve engine output to 30 bhp.

Austin's range now included five "sports cars": Seven open two-seaters: Speedy and Nippy Ten-Four sports tourer: Ripley Light Twelve-Six sports tourer: Newbury and sports saloon Kempton The first styling change came in August 1934 with a change to the radiator when the plated surround or cowl was replaced by one paint- ed in body colour and it was given a slight slope. Synchromesh was added to second gear and dual screen wipers, flush-fitting self- cancelling indicators (worked by the steering) and a foot-operated headlamp dip switch were fitted. The engine controls were simplified by the adoption of automatic igni- tion, compensated voltage control, and the provision of a "choke" (combined strangler and throttle control). The saloon was given the name Lichfield and got a protruding boot which enclosed the spare wheel. During 1935 the friction dampers were replaced with hydraulic dampers.

A new six light (three windows down each side, with one behind the rear door) Sherborne body style was added in January 1936, the roof line swept to the rear without interruption to provide a flush back, the then fashionable 'Airline' style. The new seating was extra deep at the rear, now with armrests and somewhat longer from back to front than on previous models. The new Sherborne with fixed or sliding roof was priced at £10 more than the equivalent Lichfield.

The forward doors opened rearwards which was considered safer, steering was now by worm and sector with an hour- glass worm. The road-tester described the engine in The Times as having "a steady plodding nature'" and advised that its trustworthiness and simplicity made up for any lack of re- finement. The weight of this car was quoted as 17 cwt as compared with the Lichfield's 15½ cwt.

A big change came in December 1936 with the almost stream- lined Cambridge saloon and Conway cabriolet. Compared with the preceding cars the passengers and engine were positioned much further forward, the back seat now being rather forward of the back axle. There were six side windows like the Sherborne and the quarter lights were fixed. Again like the Sherborne the forward doors opened rearwards. At the back there was now a compartment large enough to take a trunk as well as more luggage on the open compartment door when it was let down.

A new smoother single plate spring-drive clutch was now fitted, the two friction rings carried by the centre plate were held apart by leaf springs. Top speed rose to 60 miles per hour. The car's wheelbase was now ¾ inch longer. Rear track was now increased to 3' 10½". The vehicle's weight was now reported to be 18½ cwt.

The Times, when they had a car on test, commented favourably on the new clutch, saying no previous Austin clutch had engaged smoothly and added "the car is built for steady economical running rather than for speed or brilliance".

These changes did not appear on the open cars, which no longer included the Ripley sports, until 1938 when the Cambridge and the Conway cabriolet gained an aluminium cylinder head on the engine and a higher compression ratio. A virtually new car was launched in May 1939 with the body shell incorporating the floor to give a semi-unitary structure. The car was completely restyled by Argentine born Dick Bur- zi who had joined Austin from Lancia in 1929. The bonnet was hinged at the rear, replacing the side-opening type on the old car and the radiator grille became rounded and there was no cabriolet. It was now available as four-door saloon with fixed or sliding head or as a sporting type four-seated tourer. The new chassis consisted of a platform braced with box members bounded by reversed U channelling the full length of each side. The body was then bolted, not welded, alternately to the top and bottom of that channelling. The forward end was strengthened by diagonal bracing and the centre given extra strength by the tunnel over the transmission. Windows were of toughened glass. The cylinder head was now aluminium for high compression and output now 32 bhp at 4,000 rpm. Shock absorbers were now hydraulic and of the double acting piston type. Bumpers were now given over-riders, lighting was 12-volt.

Despite the outbreak of World War II, production of the Ten continued in large numbers; there were no tourers but there was a pick-up. In all during the war, 53,000 of the saloons and utilities (pick-ups and vans) the last two unofficially known as "Tillys", were made.

With peace in 1945 a change was immediately made to civilian production but because of the post-war financial crisis the cars were nearly all exported, with the first one arriving in the United States in July 1945. In Sep- tember 1945 the first passenger cars produced after World War II's end to arrive in Switzerland were two Austin Tens exported from England.

The car continued in production in saloon form only until October 1947 to be replaced by the A40. The van also re-appeared post-war with a slightly larger 1237-cc engine.

10 We will be having a 40’s themed club night on Wednesday 5th June to commemorate the 75th anniversary of D-Day.

Members who own cars made up to 1950 are especially encouraged to bring their vehicles (although all club cars are of course welcome) and we will endeavour to display these together, in pride of place, in front of The Burghwallis.

We would also love to see as many members as possible dressed up in suitable 1940’s attire, whether that means an allied services uniform or civilian wear, best bib and tucker or land army cas- ual we leave up to you. Of course there is no obligation to dress up, you may just wish to soak up the atmosphere and enjoy the 1940’s music whilst you chat to friends.

There will be a dance demonstration with the chance to join in and have a dance yourself. We will also endeavour to have some wartime goodies to eat, your contributions to these will be most welcome. So make a note of the date, put your best foot forward and come along to join in the fun. Rosie the Riveter says

On Wednesday 22nd May we have Charlie Brown, Spitfire Pilot and classic car owner who will drive up and give us a talk about his experi- ences.

Breakfast meetings are currently being confirmed, only a couple of venues to confirm

April 13th, Baxters Arms, Fenwick, DN6 0HA May 4th, (be with you) venue to be confirmed June 15th, Baxters Arms July 6th venue to be confirmed August 3rd, Baxters Arms September 28th Baxters Arms

All start around 10.30 but drop in later if you like, we are usually there until 12, or later.

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Hello Club Members Green buds are starting to appear in our trees and hedgerows, the World Rally Championship, Moto GP and now the Formula 1 season have all started - add to this that our first breakfast meeting is now behind us and the show season is well and truly upon us. I am looking forward to getting both the Mini and the Morris out of their winter hibernations as I will be taking the Mini to “Lincoln Big Mini Day” on April 14th and the Morris to “Scunthorpe Classic Car & Bike Show” on April 27th followed the next day by our very own “Drive it Day” run. That is just April, so a good start to what promises to be a packed season of events when you take a look at the upcoming events calendar.

We have over recent meeting evenings attracted quite a few new members and I would like to take this opportunity to welcome them all to our club. I know that we pride ourselves on being a warm and wel- coming club so it is nice to see new people becoming members. Don’t forget if you see a new face at one of our meetings or even a not so new face, make the effort to have a chat with them—it makes all the difference to them and our club. It is with great sadness that we have lost our Trophies Secretary Barry Wilkinson. I know others are planning to write more about him in this Tradsheet so I will just recount what happened when Andy Campbell and myself went to visit him in hospital just a few days before he passed away. Barry found it difficult to speak so we cobbled together a pen and paper so that Barry could join in the conversation rather than just listen to the double act of Andy and myself. As the conversation continued Barry would contribute with the odd word or two on his pad of paper and I would get up out of my chair and walk round to the other side of his table to see what he had written to pass on to Andy. This happened a few times and was always just the odd word or two. Barry then began to write a much longer sentence so both Andy and myself thought it must be something more important. After waiting long enough for Barry to finish writing I sprang from my seat to read what he had written. There in front of me was written “When I have finished writing I will turn the pad round for you to read what I have written”. It was so nice to see his sense of humour was still with him and I will miss him greatly. I think we will all miss him in the weeks and months to come, but especially at the Doncaster Show of which he was such a big part.

As this is my first “Chair’s Chat” article since our A.G.M. I would like to say a big thankyou to everyone for re-electing me as Chairperson. Last year was somewhat of a leap of faith as I was an unknown quantity with regard to the position, but this time you have all seen how the club works (or not) with me at the helm so the vote of confidence in my abilities is a great boost and quite humbling too. In my last article I was beginning to tell you that I was gaining access to our website and was planning to make some changes. If you look at our website now (www.traditionalcarclub.co.uk) and what it was like before I started, the transformation is quite dramatic. As members one of the most useful features will be the events calendar. Not only is it packed full of events, dates and details but has all the entry forms that we have copies of in our folders at meeting evenings. There is also a “Going” button which allows you to register your interest for an event. This is basically the same as one of our paper sign up sheets we have at meeting evenings. The reason for this is two fold. Firstly, if we have a list of members who want to go to an event we can arrange to meet up together and get into the event as a club rather than being spread across a show field. Secondly, I am already being contacted by show organisers asking for numbers of people we have likely to turn up for their event. The “Going” button means I can give them a number thereby improving the clubs communication with show organisers. Don’t forget however that the “Going” button will NOT book you into an event, you will still need to get a ticket from the show organisers as you normally would.

The website is currently getting about 1000 visits a week so not only are our members using the site but others also. I know that the National Morris Minor Owners Club claims that two thirds of its new members find the club through its website, so our new website is just another useful tool for the club to have. I still think our biggest asset however is all of you—our members, the heartbeat of the club.

Organisation of the Doncaster show is going well with entertainment already booked including 2 bands for the stage, Star Wars re-enactors mingling round the show field and a “Stig” lookalike doing the same. Bill Barrowcliff will be judging the vehicles again this year and has already got the trophies sorted. The main sponsor for the event this year is Yorkshire Caravans but check out the other sponsors too. Show entries are already being taken and this year we have been granted access to a larger area than before, so the show should be even bigger—watch this space. Graham Wickham

“BORIS THE MORRIS” IS BACK!

As most Club Mem- bers who went on last autumn’s ‘Closing Run’ will know, Boris had an unfortunate coming together with a teenage p*ll*ck on a push bike, who had been pulled along at quite some speed by his mate on a motor scooter. He had no chance whatsoever of negotiating the left hand bend remaining on his own side of the road and proceeded to come off his bike and deposit himself right underneath the front of Boris. It was an unpleasant episode (and a painful one for the lad!), but I’m pleased to say that Boris is now fit and well. This is in no small part thanks to Mick Smith (Club Member, a.k.a. “Mr Traveller”!) who not only recommended a competent repairer, but also visited the garage on several occasions to advise and check on progress. I can’t wait for the clocks to change and the show circuit to begin in earnest … bring it on! CHRIS DIXON

This just shows how easily this could happen, out of nowhere. Fortunately, the members in front had seen the lad being towed and the members behind were there to help out straight away. Car in good condition and driver perfectly capable satisfied the police who were called with the ambulance.

Luckily, no real injury and just damage to bike and car which can be repaired and a big scare for Chris. I have noticed a rather good looking badge bar has sneaked into the repair schedule.

I suppose that most of us did something stupid in youth but this lad was very lucky to find an experi- enced, alert driver.

15 Trip - Down Under

Our latest trip to Perth WA, where our 2 daughters live, was over Christmas and New Year.

Catching up with a good friend of mine, he told me about the latest car show event which was set up in Perth 2016 called Classic Cars and Coffee . It takes place in Perth once a month on a Sunday morning from 8.30 – 10.30. It is for classic, vintage, exotic and rare cars. The next meeting was mid January 2019, so he, his two sons ( all Jaguar and classic car enthusiasts) and I went along.

You find and absolutely brilliant range of cars (and people) of all ages and everything was really well organised.

Some photos of Teutonic cars ( me being German) with old memories of the 60s and 70s.

I used to own a Mercedes 220 S in exactly the same brown colour as this one in the early 70s with really happy memories. It took us all the way to Istanbul and Athens in 1972.

Who recognises these two German makes?

This beauty, an aluminium bodied XK 120 , I have known for quite some years (when we lived in Perth and I was a member of the Perth Jaguar Club). The owner bought it in his early 20s and still owns it now in his mid 70s. It is an unbelievable and very rare car.

It was a fantastic Sunday morning with about 500 cars on show. No doubt I will be going again next time we are Down Under in Perth

Hermann Swieter

Hermann sent several other photos of British cars at the show with his article, sadly the picture files are too big to put them all in one newsletter so they will be in the next issue. Ed

17 MONTE CARLO ... OR BUST The 2019 Monte Carlo Rallye Historique/Classique started on 30th January. Those in the Historique Class are on timed schedules through France, followed by special stages in the Alps. The Classique contingent are not against the clock, but do still have to pass through checkpoints en route.

The UK starters commenced their adventure in Scotland and as you can see, the weather was quite seasonal when they set off. However, when they arrived at their over- night stop, Ye Olde Bell, Barnby Moor, they were treated to dry, crisp conditions.

A friend and I went to the hotel early on the morning of their departure, to have a good look round the cars ... 17 in all ... and although there was a mild frost on the cars, all were soon prepared for the off. Everybody was very friendly and happy to engage with the small band of spectators, however silly some of the comments and questions may have seemed! The Standard Pennant was my favourite car, having been built specially for the Event, complete with a 1500cc Spitfire engine

However, my “two special awards” went to: For Optimism ... The 50’s sit-up-and-beg Ford Popular that was, as last year, true to the spirit of the event i.e. standard apart from some ‘Aquaplane’ mods, 12 volt electrics and TWO windscreen wipers. It’s called “The Flying Tor- toise” and on the sides it stated “Car prepared by Dave in a shed”. Priceless! For Bravery ... The pre-war cars with soft tops WITH- OUT sidescreens, and with little or no heating. Hardy souls who were tempting a dose of frostbite long before reaching the Mediterranean.

All in all, it was a most enjoyable couple of hours ... and whichever category they were competing in, each and every one of them are to be applauded for their gung-ho spirit. If the event takes place in 2020, count me in, I’ll be well wrapped up and in the Barnby Moor hotel car park!

CHRIS DIXON

P.S. I had to smile. They were giving out some A5 booklets with various bits of information in it. One full-page advert was by Owen Ferry Automotive – ‘Independent GERMAN Car Specialists’. What are they entered in this year? ... er ... a Swedish Volvo! …………………………………………………………………………………………... Could I encourage all members to think about putting in bits for the newsletter please. The facts are that members will be interested in your story, you actually can write something good, it can be a short or long piece. Base it on what is your car, why do you like it, how long have you had it etc and it will be worth reading. Gone out for a day and seen a couple of classics? Send the photo to me. Otherwise you will be fed a diet of what I think you like, and I may be wrong. Thanks Ed.

Stupid is as stupid does> That’s all I have to say about that.

First Breakfast meet of the year, Ashworth Barracks. Nice place, friendly staff and volunteers there, did our usual, drove in, parked up, went for breakfast and met with friends from the club and had a good catch up. Talked to a couple of visitors who may join us soon. Sound boring? A lot of members barely miss any of them so obviously not. Next ones listed on page 11.

20 Well, Blimey O’Reilly, another one that started with bicycles.

Riley Cycle Company

The business began as the Bonnick Cycle Company of Coventry, England. In 1890 during the pedal cycle craze that swept Britain at the end of the 19th century William Riley Jr. who had interests in the tex- tile industry purchased the business and in 1896 incorporated a company to own it named The Riley Cy- cle Company Limited. Later, cycle gear maker Sturmey Archer was added to the portfolio. Riley's mid- dle son, Percy, left school in the same year and soon began to dabble in automobiles. He built his first car at 16, in 1898, secretly, because his father did not approve. It featured the first mechanically operated inlet valve. By 1899, Percy Riley moved from producing motorcycles to his first prototype four-wheeled quadricycle. Little is known about Percy Riley's first "motor-car". It is, however, well attested that the engine featured mechanically operated cylinder valves at a time when other engines depended on the vacuum effect of the descending piston to suck the inlet valve(s) open. That was demonstrated some years later when Benz developed and patented a mechanically operated inlet valve process of their own but were unable to collect royalties on their system from British companies; the courts were persuaded that the system used by British auto-makers was based on the one pioneered by Percy, which had comfortably anticipated equivalent developments in Germany.

In 1900, Riley sold a single three-wheeled automobile. Meanwhile, the elder of the Riley brothers, Vic- tor Riley, although supportive of his brother's embryonic motor-car enterprise, devoted his energies to the core bicycle business.

Riley's founder William Riley remained resolutely opposed to divert- ing the resources of his bicycle business into motor cars, and in 1902 three of his sons, Victor, Percy and younger brother Allan Riley pooled resources, borrowed a necessary balancing amount from their mother and in 1903 established the separate Riley Engine Company, also in Coventry. A few years later the other two Riley brothers, Stan- ley and Cecil, having left school joined their elder brothers in the business.

At first, the Riley Engine Company simply supplied engines for Riley motorcycles and also to Singer, a newly emerging motorcycle manufacturer in the area, but the Riley Engine Company soon began to fo- 12/18 c. 1910 and chauffeur. cus on four-wheeled automobiles. Their Vee-Twin Tourer prototype, produced in 1905, can be considered the first proper Riley car. The Riley Engine Company expanded the next year. William Riley reversed his former opposition to his sons' preference for motorised vehicles and Riley Cycle halted motorcycle production in 1907 to focus on automobiles. Bicycle production also ceased in 1911.

In 1912, the Riley Cycle Company changed its name to Riley (Coventry) Limited as William Riley fo- cused it on becoming a wire-spoked wheel supplier for the burgeoning motor industry, the detachable wheel having been invented (and patented) by Percy and distributed to over 180 motor manufacturers, and by 1912 the father's business had also dropped automobile manufacture in order to concentrate capacity and resources on the wheels. Exploitation of this new and rapidly expanding lucrative business sector made commercial sense for William Riley, but the abandonment of his motor-bicycle and then of his automobile business which had been the principal customer for his sons' Riley Engine Company en- forced a rethink on the engine business.

In early 1913, Percy was joined by three of his brothers (Victor, Stanley, and Allan) to focus on manufacturing entire automobiles. The works was located near Percy's Riley Engine Company. The first new model, the 17/30, was introduced at the London Motor Show that year. Soon afterwards, Stanley Riley founded yet another business, the Nero Engine Company, to produce his own 4-cylinder 10 hp car.

Riley also began manufacturing aeroplane engines and became a key supplier in Britain's buildup for World War I.

21 In 1918, after the war, the Riley companies were restructured. Nero joined Riley (Coventry) as the sole producer of automobiles. Riley Motor Manufacturing under the control of Allan Riley became Midland Motor Bodies, a coachbuilder for Riley. Riley Engine Company continued under Percy as the engine supplier. At this time, Riley's blue diamond badge, designed by Harry Rush, also appeared. The motto was "As old as the industry, as modern as the hour."

Riley grew rapidly through the 1920s and 1930s. The Riley Engine Company produced 4-, 6-, and 8-cylinder engines, while Midland built more than a dozen different bodies. Riley models at this time included: Saloons: Adelphi, 'Continental'(Close-coupled Touring Saloon), Deauville, Falcon, Kestrel, Mentone, Merlin, Monaco, Stelvio, Victor Coupes: Ascot, Lincock Tourers: Alpine, Lynx, Gamecock Sports: Brooklands, Imp, MPH, Sprite Limousines: Edinburgh, Winchester Introduced in 1926 in a humble but innovatively designed fabric bodied saloon, Percy Riley's ground- breaking Riley 9 engine- a small capacity, high revving unit- was ahead of its time in many respects. Having hemispherical combustion chambers and inclined overhead valves, it has been called the most significant engine development of the 1920s. With twin camshafts set high in the cylinder block and valves operated by short pushrods, it provided power and efficiency without the servicing complexity of an OHC (overhead camshaft) layout. It soon attracted the attention of tuners and builders of 'specials' intended for sporting purposes. One such was engineer/driver J.G. Parry-Thomas, who conceived the Ri- ley 'Brooklands' (initially called the '9' Speed Model) in his work- shops at the banked Surrey circuit. After Parry-Thomas was killed during a land speed record attempt in 1927, his close collabora- tor Reid Railton stepped in to finish the job.

Officially backed by Riley, the Brooklands, along with later developments and variations such as the 'Ulster' Imp, MPH, and Sprite, proved some of the most successful works and privateer racing cars of the late 1920s and early 1930s. At Le Mans in 1934, Rileys finished 2nd, 3rd, 5th, 6th and 12th, winning the Rudge-Whitworth Cup, the Team Prize, two class awards, and the Ladies' Prize. Rileys also distinguished themselves at the Ulster TT, at Brooklands itself, and at smaller events like hill climbs, while providing a platform for the success of motorsports' first women racing drivers such as Kay Petre, Dorothy Champney and Joan Richmond. Another engineer/ driver, Freddie Dixon, was responsible for extensive improvements to engine and chassis tuning, creat- ing a number of 'specials' that exploited the basic Riley design still further, and contributed greatly to its success on the track.

For series production, the engine configuration was extended into a larger 12 horsepower '4', six- cylinder and even V8 versions, powering an increasingly bewildering range of touring and sports cars. The soundness and longevity of the engine design is illustrated by Mike Hawthorn's early racing success after WW2 in pre-war Rileys, in particular his father's Sprite. By about 1936, however, the business had overextended, with too many models and few common parts, and the emergence of Jaguar at Coventry was a direct challenge. Disagreements between the Riley brothers about Nine Biarritz 4-door saloon 1930 the future direction of the enterprise grew. Victor Riley had set up a new ultra-luxury concern, Autovia, to produce a V8 saloon and limousine to compete with Rolls-Royce. By contrast, Percy, however, did not favour an entry into the luxury market, and the Riley Engine Company had been renamed PR Motors to be a high-volume supplier of engines and components. Although the rest of the Riley companies would go on to become part of Nuffield and then BMC, PR Motors remained independent.

22 After the death of Percy Riley in 1941, his business began producing transmission components and still exists today, producing marine and off-highway vehicle applications, as PRM Newage Limited based in Coventry. Percy's widow Norah ran his business for many years and was Britain's businesswoman of the year in 1960.

By 1937, Riley began to look to other manufacturers for partner- ships. A contract with Briggs Motor Bodies of Dagenham to provide all-steel bodies for a cheaper, more mass-market saloon had already turned sour, with dozens of unsold bodies littering the factory. It had withdrawn from works racing after its most successful year, 1934, although it continued to supply engines for the ERA, a voiturette (Formula 2) racing car based on the super- charged 6-cylinder 'White Riley', developed by ERA founder Raymond Mays in the mid-thirties. BMW of Munich, Germany was interested in expanding its range into England, but the Riley brothers were more interested in a larger British concern, and looked to Triumph Motor Company, also of Coventry, as a natural fit. In February 14/6 Lincock 1938, all negotiations were suspended. On 24 February the directors placed Riley fixed head coupé '34 (Coventry) Limited and Autovia in voluntary receivership. On 10 March the Tri- umph board announced merger negotiations had been dropped.

It was announced on 9 September 1938 that the assets and goodwill of Riley Motors (Coventry) Limited had been purchased from the receiver by Lord Nuffield and he would, on completion, transfer ownership to Morris Motors Limited "on terms which will show very considerable financial advantage to the company, resulting in further consolidation of its financial position". Victor Riley then said this did not mean that the company would cease its activities. On 30 September Victor Riley announced that Riley (Coventry) Limited would be wound up but it would appear that the proceeds of liquidation would be insufficient to meet the amount due to debenture holders. Nuffield paid £143,000 for the business and a new company was formed, Riley Motors Limited. However, in spite of the announced intention to wind-up Riley (Coventry) Limited, perhaps for tax reasons, it continued under the management of Victor Riley presumably with the necessary consents of debenture holders (part paid) creditors (nothing) and former shareholders (nothing). Nuffield passed ownership to his Morris Motors Limited for £100.

Along with other Morris Motors subsidiaries Wolseley and MG, Riley would later be promoted as a member of the Nuffield Organisation. Riley Motors Limited seems to have begun trading at the end of the 1940s when Riley (Coventry) Limited disappeared.

Nuffield took quick measures to firm up the Riley business. Autovia was no more, with just 35 cars having been produced. Riley refocused on the 4-cylinder market with two engines: A 1.5-litre 12 hp engine and the "Big Four", a 2.5-litre 16 hp unit (The hp figures are RAC Rating, and bear no relationship to bhp).

Only a few bodies were produced prior to the onset of war in 1939, and some components were shared with Morris for economies of scale. Though they incorporated a number of mechanical improvements - notably a Nuffield synchromesh gearbox- they were essentially interim models, suffering a loss of Riley character in the process.

The new management responded to the concerns of the marque's loyal adherents by re-introducing the Kestrel 2.5 litre Sports Saloon in updated form, but as the factory was turned over to wartime production this was a short-lived development. 2½-litre Kestrel 1938 with the new Big Four engine

23 After World War II, Riley took up the old engines in new models, based in concept on the 1936-8 'Continental', a fashionable 'notchback' design whose name had been changed prior to release to 'Close- Coupled Touring Saloon' owing to feared objections from Rolls-Royce. The RMA used the 1.5-litre engine, while the RMB got the Big Four. Both engines, being derived from pre-war models, lent themselves as power units for specials and new specialist manufacturers, such as Donald Healey. The RM line of vehicles, sold under the "Magnificent Motoring" tag line, were to be a re-affirmation of Riley values in both road behaviour and appearance. 'Torsionic' front independent suspension and steering design inspired by the Citroën Traction Avant provided pre- cise handling; their flowing lines were particularly well-balanced, marrying pre-war 'coachbuilt' elegance to more modern features, such as headlamps faired into the front wings. The RMC, a 3- seater roadster was an unsuccessful attempt to break into the American market, while the RMD was an elegant 4/5-seater two- door drophead, of which again few were made. The 1.5-litre RME and 2.5-litre RMF were later developments of the saloon versions, which continued in production into the mid-fifties. 1950 RMD 2½-litre drophead coupé Victor Riley was removed by Nuffield in 1947. In early 1949 the Coventry works were made an extension of Morris Motors' engine branch. Riley production was consolidated with MG at Abingdon. Wolseley production was moved to Cowley. Nuffield's marques were then organised in a similar way to those of General Motors: Morris was the val- ue line, and Wolseley the luxury marque. Aside from their small saloons MG largely offered spartan performance, especially with their open sports cars, while Riley sought to be both sporty and luxurious. With Wolseley also fighting for the top position, however, the range was crowded and confused.

The confusion became critical in 1952 with the merger of Nuffield and Austin as the British Motor Cor- poration. Now, Riley was positioned between MG and Wolseley and most Riley models would become, like those, little more than badge-engineered versions of Austin/Morris designs.

The first all-new Riley under BMC, however, was designated the RMH 2½-litre Pathfinder 1953 RMH, and because of its distinctive engine and suspension design, has been called 'the last real Riley'. This was the Pathfinder, with Riley's familiar 2.5-litre four developed to produce 110 bhp. (The RMG 'Wayfarer', a projected 1.5- litre version, was rejected as underpowered). The Pathfinder body was later reworked and, with a different engine and rear suspension, sold as the Wolseley 6/90. The Riley lost its dis- tinct (though externally subtle) differences in 1958, and the 6/90 of that year was available badge engineered as a Riley Two-Point-Six. Although this was the only postwar 6- cylinder Riley, its C-Series engine was actually less powerful than the Riley Big Four that it replaced. This was to be the last large Riley, with the model dropped in May 1959 and Riley refocusing on the under-2-litre segment.

Riley and Wolseley were linked in small cars as well. Launched in 1957, the Riley One-Point- Five and Wolseley 1500 were based on the unused but intended replacement for the Morris Minor. They shared their exteriors, but the Riley was marketed as the more performance-oriented option, having an uprated engine, twin S.U. carburetters and a close- ratio gearbox. With its good handling, compact, sports-saloon styling and well-appointed interior, the One-Point-Five quite successfully recaptured the character of the 1930s light saloons.

Riley One-Point-Five saloon1965

24 At the top of the Riley line for April 1959 was the new Riley 4/Sixty-Eight saloon. Again, it was merely a badge-engineered version of other BMC models. The steering was perhaps the worst feature of the car, being Austin-derived cam and peg rather than the rack and pinion of the One-Point-Five. Overall, it could not provide the sharp and positive drive associated with previous Rileys, being based on the humble Austin Cambridge and Morris Oxford. Sharing many features with the similarly upmarket MG Magnette Mark III and Wolseley 15/60, it was the most luxurious of the versions, which were all comfortable and spa- cious, and (nominally) styled by Farina. The Riley 4/72 saloon 1965 car was refreshed, along with its siblings, in 1961 and rebadged the 4/Seventy-Two.

The early 1960s also saw the introduction of the Mini-based Riley Elf. Again, a Wolseley model (the Hornet) was introduced simultaneously. This time, the Riley and Wolseley versions were differenti- ated visually by their grilles but identical mechanically.

Elf Mk III saloon 1968 The final model of the BMC era was the Kestrel 1100/1300, based on the Austin/Morris 1100/1300 saloon. This also had stablemates in Wolseley and MG versions. Following objections from diehard Riley enthusiasts, the Kestrel name was dropped for the last facelift in 1968, the Riley 1300.

Between 1966 and 1968 a series of mergers took place in the British motor industry, ultimately creat- ing the British Leyland Motor Corporation, whose management embarked on a programme of rationali- sation—in which the Riley marque was an early casu- alty. The badge began to be discontinued in many export markets almost immediately. A BLMC press release was reported in The Times of 9 July 1969: "British Leyland will stop making Riley cars from today, "With less than 1 per cent of the home market, they are not viable" the company said last night. The decision will end 60 years of motoring history. No other marques in the British Leyland stable are likely to suffer the same fate "in the foreseeable future".

In spite of the decline of the marque under BMC, surviving well-preserved examples of the period are now considered desirable classics, the Riley 'face' and badge lending a distinctive character. The needs of enthusiasts are met by the Riley Motor Club, the original factory Club founded in 1925.

Riley production ended with the 1960s, and the marque became dormant. The last Riley badged car was produced in 1969. For many enthusiasts, however, the name of Riley still has resonance into the 21st century. Many of the original racing Rileys compete regularly in VSCC (Vintage Sports Car Club) events, and pre-war racing 'specials' continue to be created (controversially) from tired or derelict saloons. For a short while, following BMW's purchase of the Rover Group in 1994, there were hopes that Riley might be revived, though the rights to the Triumph and Riley marques, along with Mini were re- tained by BMW.

In September 2010 the motor magazine 'Autocar' reported that BMW were considering the revival of the Riley brand in the form of a variant of the redesigned MINI. No sources were quoted, however, and in the absence of any statement from BMW reports of the possible resurrection of Riley must be regarded as highly speculative. 'Autocar' reiterated this information in April 2016. ( compiled from Wikipedia info)

The Rover 600 series was a large family car range produced by the British manufacturer Rover from 1993 to 1999. The Rover 600 exterior was designed by Rover, a reskin of the European Honda Accord, also built in the United Kingdom by Honda in Swindon. The core structure and vast majority of the engineering content was sourced from Honda but the vehicles were designed at the same time, with a small Rover team on site in Japan. Colour and trim derivatives were also used to help separate the Rover from the Honda in the marketplace.

The 1.8, 2.0 and 2.3 litre straight-4 petrol engines were all provided by Honda. However, the 2.0 litre turbodiesel Rover L-Series engine and turbocharged T-Series engines were developed by Rover itself, evolutions of units already available elsewhere in the Rover model range.

The 600's interior included wood and chrome trim, as well as relatively high equipment levels, although rear legroom was criticised as rather constrained. The interior was similar to the Japanese built Honda Ascot Innova, except with a few cosmetic changes. Carpet was also not evident along the bottom trim of the dashboard, although it did feature there on the Innova. The Honda derived chassis was reported to give a comfortable but unsporting ride. Given the Rover's equipment, prices were reasonably competitive in the large family car segment and considerably lower than the price of such compact executive cars such as the BMW 3 Series and Audi A4.

Launched on 19 April 1993, the 600 Series replaced the Montego saloon in the Rover range, but because the 600 was positioned considerably further upmarket in relation to its predecessor, the entry lev- el Montego models were kept in production primarily for the fleet market.

Unlike the Montego, there was never an estate version of the 600 Series, with no direct replacement being launched for the estate version of the Montego when it was discontinued at the end of 1994, although an estate would eventually resurface with the Rover 75 Tourer when it launched in 2001. Production continued until the beginning of 1999, when it was replaced with the retro styled Rover 75, developed under BMW's stewardship. The 75 also replaced the larger 800 Series.

In 1984, when in the final stages of developing the Rover 800 Series saloon, it was planned to sell the sell the hatchback version from its launch a year later as the Rover 600 Series, but these plans were abandoned and instead the hatchback became part of the 800 Series.

In 1994, the 620ti was launched. It had a turbocharged, intercooled, 16 valve, twin cam 2.0 litre T series engine, a top speed of 143 mph, and a 0-60 mph time of seven seconds, thanks to 197 bhp and 174 lb⋅ft torque. The 620ti also had uprated suspension, dark half leather upholstery, and a set of six spoke 16 inch alloy wheels.

Autocar magazine (8 February 1995) had an example on a long term test, and found it to be as quick in the mid range as a Ford Sapphire 2.0i Rs Cosworth, following tests at the Millbrook Prov- ing Ground.

27 Forthcoming events 2019, provisional, edited (*=entry form available. Local events in bold) A more comprehensive list of events can be found in the Information Folder. Prices given are for pre-booked entries only. Apr 13 Breakfast Meet, Baxters Arms, Fenwick DN6 0HA 10.30am Apr 14 Lincoln Big Mini Day, Brayford Wharf (Trent Valley Mini OC) Apr 27-28 Scammell Spectacular, Ackworth Water Tower Showground* Apr 28 Drive it Day (FBHVC) Burghwallis (10.30am) to Eggborough to Farmer Copleys May 4 Breakfast Meet TBC ?Eggborough Social Club May 5 Tadcaster Classic Show, John Smiths Brewery Car Park (Leeds MG & CCC)* May 5 Sports Cars in the Park, Newby Hall, Ripon www.sportscarsinthepark.co.uk online entry May 5-6 Notts Classic Show, Thoresby Park (AG)* £4.50 May 6 Crow Nest Park, Dewsbury (YTCC)* £4 May 6 Waltham Windmill near Grimsby (LLMC) TBC May 11 Glossop Car Show, Manor Park www.gvec.club online entry May 11 Howden Vintage Day www.howden-live.com May 11-12 Notts County Show, Newark Showground May 12 Barnsley MMOC Rally, Graves Park Animal Farm, Hemsworth Road, Sheffield S8 8LL* May 12 Burton Agnes Hall (EYTCC)* £8 May 12 Cusworth Hall, members only (40 spaces, be in place by 12 midday) May 12 Classic Cars at Normanby Hall near Scunthorpe May 17 (Fri) Humber Bridge Meet (EYTCC) JTU, car 20+ years old May 19 Lindholme Classic Tour* May 19 Classic Transport Gathering (pre ’86), Crich Tramway Museum* May 19 Woodhall Spa Country Show http://www.woodhallspashow.co.uk/ May 19 Spring @ Sewerby Hall (EYTCC)* £8 May 24-26 TCCD Weekend in Hull, contact Stuart Carey email [email protected] May 26 Thornton le Dale Spring Gala* £5 May 27 Sherburn Vintage & Veterans Day, Sherburn Aerodrome, Lennerton Lane* £5 May 27 Yorkshire Classic Show, Ripley Castle, Harrogate (MW)* £4 May 27 Wassand Hall, Seaton, E. Yorks. (NECPWA)* June 1 Rotherham Vintage Hop, Rotherham Town Centre [email protected] June 2 Messingham Show* June 2 Yorkshire Rover Club Rally, Oakwell Hall, Birstall near Batley WF17 9LG. Tel: 01274 579949 June 8 Braithwell Church & Country Fair from midday June 9 Gringley Open Gardens & Classic Cars, Village Playing Fields, Gringley on the Hill DN10 4SF*, Tel;07957862027 June 9 Ripon Classic Show, Ripon Racecourse (MW)* £4 June 9 Locke Park, Barnsley (YTCC)* £4 June 9 Holmfirth Classic Run & Rally, Totties Garden Centre (Holmfirth Rotary) June 9 Autokarna, Wollaton Park, Nottingham* £5 June 9 Scunthorpe Telegraph Motor Show, Normanby Hall June 11 (Tue) Wetherby Car Club concours night, Bridge Inn, Walshford from 6pm June 12 (Wed) Eckington Classic Rally, Renishaw Hall, Chesterfield (afternoon/evening JTU) £5 in 2018 June 15 Breakfast Meet, Baxters Arms, Fenwick DN6 0HA 10.30am June 16 Fathers Day, Castle Howard (AG)* £4.50 June 16 Lincoln Castle (LVVS) £10* June 16 Fathers Day Classic Show, Keighley RUFC* [email protected] £5 June 16 Yorkshire Post Motor Show, Harewood House, Leeds www.ypmotorshow.co.uk online entry June 16 Yorks Museum of Farming, Murton (NECPWA)* June 16 Brodsworth Hall Fathers Day Rally (Yet to be published, at March 12) June 16 EYTCC @ Sandtoft Trolleybus Museum* £8 June 16 Trent Valley Mini OC at Gainsbro’ Market Place DN21 2BW June 19 (Wed) Around Sheffield MMOC Rally from 4pm, The Waverley, Brinsworth Rd, Catcliffe S60 5RWJune 19 Beverley Midsummer Gathering, Market Place (EYTCC)* 6pm no late entries June 22 Doncaster Minster Fair TBC (awaiting details) June 23 Huby & Sutton Agricultural Show, Sutton in the Forest nr York June 23 Summer @ Sewerby Hall (EYTCC)* £8 June 24 (Mon) Hope Motor Show (SHMC), Travellers Rest, Hope Valley afternoon/evening* June 29-30 Sheffield Steam Rally, Rackford Road, North Anston June 30 Doncaster Classic Car & Bike ShowJ June 30 Sledmere House Rally (NECPWA)* £5 June 30 Classic Show, Notton Cricket Club £5 on the gate (continued on pages 30 and 31)

28 Club Committee Rogues Gallery

Graham Wickham, Chairper- son, shows the new website to members at a club night.

While Graham Canty, Vice Chairperson, enjoys the Ep- worth show with one of his minis. (If you want to know about vice, he’s your man.)

Teresa Ford, Treasurer, arrives in her camper van for a breakfast meeting.

While Kevin and Tracy Irwin, who organise breakfast meetings and some club runs, are enjoying the Christmas meal. Kevin is our health and Safety advisor.

Tracy also looks after club regalia and is joint membership secretary with Sue Canty, who is blowing bub- bles at the club picnic.

Trevor Kirk, newly elected to the committee, enjoying the sun at the Green Tree breakfast meet.

Barry and Linda Duffell, who collect the names at each meeting, then do the scoring for the attendance trophies, enjoying their Christmas meal.

We invite Rodger Trehearn as an ex-officio member as he does the events and webpage.

And, last and definitely least, is me. Andy Campbell, Club Secretary. If you really need to know something, you are better off asking someone else who knows things.

29 July 5 (Fri) Thornes Park Gathering, Wakefield (Fleur de Lys CVS)* July 5 (Fri) Humber Bridge Meet (EYTCC) JTU, car 20+ years old July 6 Breakfast Meet, TBC July 6 Tickhill Gala July 6-7 Winterton Agricultural Show July 7 Harley Gala near Wentworth TBC July 13-14 Woodhall Spa 1940s Festival (pre-1950 vehicles)* July 14 Heath Common Classic Car & Bus Rally (YTCC & WRBG) £3 in 2018 pay on the day July 14 Scampston Classic Gathering, Scampston Hall, Malton (NECPWA)* July 14 Hornsea Classic Show, Hallgarth Park 07947 899235 email [email protected] July 14 In The Mood, Deaf College, Leger Way, Doncaster (Don Valley Cruisers)* July 20 Bishop Wilton Show www.bishopwiltonshow.com A166 Stamford Bridge-Bridlington Rd, signposted* July 20-21 Ackworth Steam Rally, Water Tower Showground* July 21 Newby Hall Rally (NECPWA) currently IN DOUBT (as at March 2019) July 21 Crowle Show* July 21 Ashover Classic Car & Bike Show (Rotary)* £5 July 21 Walton Classic Show, Wakefield July 27-28 Wolds Vintage Rally www.woldsvintagegroup.com July 28 Brodsworth Hall (EYTCC)* £8 July 28 Sandtoft Gathering (TM) July 28 Withernsea Gathering (EYTCC)* £8 Aug 1 Yorkshire Day Aug 2 (Fri) Humber Bridge Meet (EYTCC) JTU, car 20+ years old Aug 2-4 Whitby Traction Engine Rally near Whitby Abbey (OS) Aug 3 Breakfast Meet, Baxters Arms, Fenwick DN6 0HA 10.30am Aug 3 St Gemmas Classic Show, Temple Newsam Park, Leeds (Leeds MG & CCC)* Aug 3-4 Hebden Bridge Vintage Weekend, Calder Holmes Park HX7 8EE* £5 per day Aug 4 Sykehouse Show* Aug 4 Tockwith Show Aug 4 Waltham Windmill near Grimsby (LLMC) TBC Aug 4 Classics on the Moor, Sheffield* £5 Aug 10-11 Driffield Steam & Vintage Rally http://www.driffieldvintagerally.co.uk/ Aug 10-11 VW Festival, Harewood House www.vwfestival.co.uk Aug 11 TCCD Club Picnic, Highfield Cottage, Doncaster Rd, Whitley Bridge DN14 0JW 11am Aug 11 Locke Park, Barnsley (YTCC)* £4 Aug 11 Lincoln Classic Rally, Rand nr Wragby (Lindum Lincoln Rotary)* Aug 17 Auckley Show JTU Aug 17-18 Lincolnshire Steam & Vintage Rally, County Showground LN2 2NA http://www.lsvr.org/ Aug 18 Thwaite Mills, Stourton (NECPWA)* Aug 18 Burley Classic Show, Burley in Wharfdale Aug 24 Pocklington Rally (NECPWA)* Aug 24-26 Tolleybus Museum at 50 Gala, Sandtoft Aug 25 Tia Rescue Summer Fair, Mill Race Farm, Wroot Road, Finningley DN9 3DY, 11am* Aug 25 Ripon Classic Show, Ripon Racecourse (MW)* £4 Aug 25 Late Summer @ Sewerby Hall (EYTCC)* £8 Aug 25-26 Classic Transport Gathering (pre ’79), Crich Tramway Museum* Aug 26 Notts Classic Show, Thoresby Park (AG)* £4.50 Aug 26 Epworth Show Aug 30 (Fri) Humber Bridge Meet (EYTCC) JTU, car 20+ years old Sept 1 Breezy Knees Rally, Warthill (NECPWA)* £3.75 Sept 1 Kirklees Light Railway, Clayton West (YTCC)* £4 Sept 1 Burton Constable Hall (EYTCC)* £8 Sept 1 Isle of Axholme Classic Car Show, Epworth Showground http://www.isle-lions.org.uk/ Sept 8 Rotherham Show, Clifton Park TBC Sept 8 Wentworth Woodhouse Rally, Rotherham (Gemini Events)* £5 + 1.50 booking fee Sept 8 Wilton Park, Batley (YTCC, JTU) Sept 8 Classic Vehicle Gathering, South Yorks. Transport Museum (SYTM) Sept 8 Otley Transport Extravaganza, Knotford Nook, Pool Road* Sept 14-15 Winterton Steam & Vintage Rally, Winterton Showground Sept 21-22 Crowle 1940s weekend Sept 22 York Historic Vehicle Rally, Knavesmire, York Racecourse (YHVG)* £5 Sept 28 Breakfast Meet, Baxters Arms, Fenwick DN6 0HA 10.30am

30 Oct 6 Crow Nest Park, Dewsbury (YTCC, JTU)

Oct 11-13 Railway in Wartime, Pickering (NYMR) Oct 13 SSAFA Glossop Car & Military Show, Manor Park www.gvec.club Oct 20 Isle of Axholme Running Day (TM & DOLRS) Nov 8-10 NEC Classic Show, Birmingham

South Yorkshire Transport Museum (SYTM) hold open days each month – see their website. Sandtoft Trolleybus Museum open days – see their website.

Other event sources; In the north; https://.morgansyearbook.co.uk In the south; www.yeomansyearbook.org.uk If you wish to enter an event please refer to the Information Folder which will give more details. It is the responsi- bility of the entrant to ensure the event they wish to enter will take place. If you know details of any local events, please inform Rodger. A copy of an entry form is ideal so it can be copied, giving others the opportunity to enter. Abbreviations: AG Andrew Greenwood Shows www.classicshows.org AVTG Aire Valley Transport Group www.avtg.co.uk CAP Cheshire Auto Promotions www.cheshireautopromotions.co.uk DBM Dewsbury Bus Museum www.dewsburybusmuseum.co.uk EH Organised by English Heritage www.english-heritage.org.uk 01302 722598 / 0370 3331181 EYTCC East Yorks. Thoroughbred Club, www.eytcc.org.uk JB John Brook, Brickyard Farm, Badsworth, Pontefract WF9 1AX ([email protected]) JTU Just turn up LLMC Lincs Louth MC www.lincslouthmcclassic.co.uk LVVS Lincolnshire Vintage Vehicle Society www.lvvs.org.uk MMOC Morris Minor Owners Club www.mmoc.org.uk MW Mark Woodward Shows www.markwoodwardclassicevents.com OS [email protected], 08432 897631 (formerly number 1 events) NECPWA North of England Classic & Pre-war Automobiles Club www.necpwa.org NVTEC National Vintage Tractor & Engine Club www.penninegroup.net NYMR North Yorks Moors Railway PWA7C Pre War Austin 7 Club www.pwa7c.co.uk SHMC Sheffield & Hallamshire Motor Club SYTM South Yorks. Transport Museum, Waddington Way, Aldwarke, Rotherham. www.sytm.co.uk TBC/TBA To Be Confirmed/Announced TCCD Traditional Car Club of Doncaster, www.traditionalcarclub.co.uk TM Trolleybus Museum, Sandtoft (sandtoft.org.uk) WRBG West Riding Bus Group YHVG York Historic Vehicle Group www.yhvg.uk YTCC Yorkshire Thoroughbred Car Club www.ytcc.co.uk Rodger Trehearn As Graham has said, in his Chair’s Chat, these are on the club website as well where there is also a button to click to say if you are going. The current cunning plan is to look at who is going to an event and try to find a meeting place for members to get to the show and park up together on arrival. Currently, members go to shows and are scat- tered all over depending when you get there. Many members don’t use facebook, a number can’t make club nights for various reasons so the committee would welcome your feedback on any ideas that you have to help with this. Passing on a message to your mates would work. Maybe you prefer to be on your own or with your club for the car make, whatever you want is fine, we are just asking for some guidance on what you would like us to do. AC. Gerald Emms has sent a recommendation for two firms that have been very helpful to him to him recently Simply Bearings. Web Simply Bearings Very comprehensive on line catalogue of oil seals & bearings. Email sales@simplybearings Tel. 01942 269837

ANG Classic Car Parts Web www.angclassiccarparts.co.uk Email [email protected] Tel 07739 792535

Yes, I know I should have resisted this, but I couldn’t. A Westminster we could all be proud to call our own.