The Tradsheet

Founded 1967

Whether we can meet or not, it is good to know that we can horrible when we try. It will help with social distancing.

Newsletter of the Traditional Club of Doncaster OCTOBER/NOVEMBER 2020

Email special edition due to Covid 19 virus

1 Editorial Hello all, As usual, I hope that you are well. Again, this Tradsheet is arriving on your virtual door mat, otherwise known as your email account. It will also be uploaded to the club website so, if you know members who have not given an email address to us, or don’t have one, please let them know where they, or a helpful family member, can find it. We have not heard of any members who have been made ill by Covid as yet so hope that this is a good sign for when we can meet again safely and trust that we are all being careful so it stays that way. The Burghwallis is open subject to the usual restrictions, but the club cannot organise anything as Graham explains in his Chair’s chat on page 5. On pages 7 and 8, there is more about future events and decisions made by the Committee recently. It is fair to say that my fuel consumption has been remarka- bly low this year. Still not driving the Herald because too many people come over and talk about them and that’s not so good at present. I have managed a couple of trips away camping in the Bon- go van. In a field is easy to keep a distance and the weather has not been bad at all. I have fitted a solar panel to run a small fridge, extra lights inside and usb ports to charge bat- teries and phone, bit of interior decorating and am almost done. As these vans are mostly over 20 years old now, I am surprised that complete mechanical novices buy them in such innocence. Some questions on the facebook pages are surprising, where do I top up the oil, can I change a wheel or is that a garage job are fairly common. Many don’t have any idea that they are now classic vehicles and need a bit of regular care. The concept of classic is a constantly mov- ing thing, younger people will look at 80s and 90s that way I do at 60s cars. Possibly perception based on what your Dad and family drove when you were still looking and dreaming of what car you might have when old enough to drive. I concede that I haven’t done a lot on cars this year, have had a bit of what’s the point and can’t be bothered syndrome but, if you have been a bit more productive than that (and that’s not hard), let mem- bers know what you have been up to. We all like to see someone else’s work mostly because it is inter- esting but also because we haven’t had to do it so don’t have the grubby hands and aches and pains that go with it. Like most, I like hard work and could watch it all day. As it write this the new covid tier system has been an- nounced, some say they knew it would end in tiers, others say tiers of a clown. Either way, it means that we are still restricted for our own protection so no change to Graham’s information in his Chair’s chat. Keep safe and well, until we can meet again. Andy Campbell.

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4

Hello Club Members,

Before I settle into my usual ramble I think it wise to give you a brief update regarding the posi- tion of the Club. Since the initial lockdown of the country the Committee and I have been con- stantly monitoring the Governmental websites with regard to the Club’s options. We have conversed with each other as developments have taken place and I hope I am not talk- ing out of turn by saying that at no point has it been legal for us to hold a meeting or event to date, thereby rendering any decisions null and void as potential fines of anywhere between £100 and an eye watering £10,000 can be issued for ignoring the rules. I know there have been a couple of people asking about Christmas on Facebook already and at the moment our hands are still tied by the Regulations, with the new Rule of 6 tightening things further and proposed for the next 6 months as a possibility. I am not saying it is definitely no to the Club having a Club Christmas meal but it looks at the moment that this will be highly unlikely. As I write these words the Committee are communi- cating via e-mail about this so look in this Tradsheet for the decision as I know Andy is keen to get it in this edition somewhere. I must at this point also say a massive thank you to all the Committee members for keeping abreast of the situation. Rodger has done a fantastic job in constantly updating the website events list (as you can see later in this Tradsheet as well), thanks must also be given to Andy for keeping the Tradsheet going and putting so much effort into it. All the Committee have done such a fantastic job in keeping things going and letting you know what the situation with the Club is so a big pat on the back to you all. As you may or may not be aware, last August my Morris bravely struggled home one day on 2 cylinders whilst carrying 4 occupants, a feat I am sure many modern cars would simply turn their noses up at by the roadside. I did my due diligence at the roadside checking HT leads etc but was not too far from home so simply had no choice but to limp back using the back roads to avoid traffic. Fast forward to March this year as lockdown began and my Morris sat in the garage untouched, partly due to lack of but also not fancying the idea of playing with cold spanners over the winter months. By March I had enough time to come to the conclusion that the issue may well be a blown head gasket. So began my investigation with the removal of the cylinder head. As can be seen on the photo to the right, once I had access to the head gasket my diagnosis proved to be right, so I cleaned up the top of the engine block and the bottom of the head in preparation for a new gasket and checked the surfaces were still flat. Life then got in the way and my poor Morris sat in the garage untouched once more.

5 Fast forward to September and I picked up the spanners again. This is where I explain why I took the engine out to do a head gasket. On the back of the Morris engine, where the crankshaft sticks out, there was only ever a scroll seal so when the engine is sat not running the engine tends to weep out oil. Some time ago I bought an upgrade kit which once fitted has a modern oil seal which seats on the flange at the end of the crankshaft (the bit the flywheel bolts to). I took the en- gine at the time to a well known Doncaster engineering workshop to have the flange turned down to make a nice flat surface for the seal to seat on, giving them the fitting instructions for the tolerance needed. The engine came back with too much taken off the crankshaft flange so when put back together the engine leaked worse than ever. During the time the car was sat with the engine out I measured the end of the crankshaft and they had taken a whole millimetre too much off! Luckily I was able to source a new seal with the same outside di- ameter but a 1mm smaller internal diameter to take up the slack. Fast forward again to this week, the oil seal is in place the head gasket fitted, engine back in the car, plumbed in and the front of the car back on. Bear- ing in mind the amount of time the Morris was in pieces and you begin to understand my trepidation when I sat in the car for the first time key in hand. I turned the key to the first position, tick, tick, tick went the fuel pump then holding my breath turned the key all the way. A short turn of the starter was followed by the splutter and burble of a running en- gine…..PHEW. A little rough for my liking but I need to tune it now—at least the Morris is running once more. And finally a lesson to learn. Never leave your car in the garage with the window down! Why I hear you ask? If you do, be prepared for a fur- ry friend to take residence in your head lining. Yes a mouse has over wintered in the Morris so my new project will be a new head liner as the old one has holes in it, new aerial and other wiring he decided he liked the taste of. Lesson very frustratingly and expensively learned.

Stay safe and well Graham Wickham

6 This year’s events and subs. As Graham has said, we must be careful about our events for the rest of the year and may well not have any more until 2021. Obviously we want to comply with the law and not get fined , if we can work out what the rules are at any given time, but mainly we want to protect mem- bers, let’s be blunt, we are not a young club on aver- age and that is a significant issue with this virus. It is not possible to have club meetings for Hallow- een, craft evening or any of the other meetings either. Keep an eye on the members only facebook page and the club website for all updates. When we can safely meet, we will. Even though a Christmas meal is a while off, it is likely that restrictions will still be in place and plan- ning would need to have started already. Maybe things will change for the better but, at this point, The Committee have decided not to organise a Christmas meal and entertainment this year and we are sorry to have to do that. Membership subs. We have also discussed annual membership subscriptions and have taken advice from Teresa as Treasur- er. The Committee has voted to carry over this year’s subs to cover next year. It is true that we have lost our usual funding via raffles, regalia, Doncaster show and so on but have saved a noticeable amount by having to do the email Tradsheets, and not paying the subsidies for club Drive it day and Autumn Closer tea and buns, and the Christmas meal. It doesn’t balance but is afforda- ble with no real damage to the club. There are two issues that come from this:-

 This decision will need to be confirmed by the AGM in due course so that members are in control of issues within the club as you should be,

 We will not be sending out the application/renewal forms as we usually do so we will not know of any changes of address or email address unless you tell us. The form is often a reminder to do that, although I will remind you again, probably several times. AC.

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Doncaster & Bike Show – The Future.

It is with great regret that we have to announce that ongoing we will not be able to use the Don- caster Deaf Trust facilities for our car show. This is a permanent move by them to counteract any possibility of safety issues in the future, brought about by the Coronavirus. For your benefit I re- produce below their communication in full:

“I am writing to inform you that, due to the ongoing Coronavirus global pandemic currently affect- ing everyone here in the UK, the Doncaster Deaf Trust has taken the difficult decision to PERMA- NENTLY cease with the hiring of its facilities with immediate effect. “The Senior Executive of the Trust is currently engaged in planning and implementing the first stag- es of the transition process from the response phase to the recovery phase of the pandemic. In con- sidering the way forward, it has been necessary to ensure that any decisions taken act in the long- term interest for the safety and well-being of our children, young people and staff teams.

“I understand that this decision will be a matter of inconvenience and no little sadness for many of you and I would like to take this opportunity to thank you on behalf of the Trust for the valued cus- tom and support that you have afforded to our organisation over the years”.

On the assumption that the country gets back to some normality in 2021, we need to consider the way forward for the Doncaster Classic Car & Bike Show; our committee will be meeting in due course to evaluate all options.

In the meantime we would appreciate your comments on what we should do, the options appear- ing to be: 1 – Temporarily close down the show for a couple of years and take stock then. 2 – To move to a much smaller show of some type (providing a better opportunity to find a suita- ble venue with less organisation). 3 – To source a new suitable venue to continue as before. 4 – Or????

Your opinions are much appreciated and IF the general consensus is to continue, we need to iden- tify a new venue as soon as possible – ideas please?

Over to you.

Nigel Thorley

So, members, what ideas do we have? Is there a venue big enough for a show and visitor parking near you but still in the Doncaster area. I would prefer to have a show, even if it is smaller, than none so we can keep it going until we can grow again. Circumstances may still stop that but I support that idea. Any ideas and suggestions can be sent to any of the committee and we will pass them on to the show com- mittee, if you don’t know how to contact Nigel. Our contact details are on page 2.

Andy Campbell

8 A Story from the Heart of my Bottom. The last few times that I drove the Herald, some months ago now, I noticed that I was sitting lower again. The rubber diaphragm that holds the cushion had, yet again, split at the fixings. I have had the car for about 5 years now and this will be the third one I that I have had to install. The issue is com- pounded by the splitting of the old stitching when the extra travel of the seat occurs. Bearing in mind that in those five years, I have done less than 2 years worth of average mileage between changes, compared to when it was new and used daily, and I can’t imagine that it was a regular repair back then. I decided to take the covers off and re-stitch it in the original holes so it will fit back properly. Then, I have wound and sewn some webbing around the seat frame, above the new diaphragm, to give it and me a bit more support and hopefully make it last longer. It would have been time to get new covers really but I can’t get the green, only black, red or blue and I didn’t want those. It was time to spread the somewhat fragile material back on which went ok until the rear spring. The Herald has a spring that goes the width of the seat and clips onto the frame either side to support where most weight is. What a pain that was, it involved getting one side on while holding the seat back cover up, then pulling the other end with a rope in the loop until it lined up. Then, it was a matter of holding on to the rope whilst standing on the seat frame for leverage and turning the hook round to clip into the hole that was neatly covered again by the seat rear. Without social dis- tancing I would have got help as I needed three hands really but couldn’t do that. I eventually managed to do both front seats by cursing, threatening and sheer bloody mindedness. I had not taken the spring off before to just fit the diaphragm so I am hoping that it is not a job I need to do again soon. After cutting out the rusty bit on the chassis and welding a repair (which has been the easiest job to do strangely), it was on to the stuck handbrake. That was easily lubricated and moving but it was about time to do the brake shoes so off I went. Looking at the brake shoes, I think I have had my money’s worth out of them! Fitted new shoes and the brake drum wouldn’t fit. Managed to break the adjuster trying to get the shoes to close a bit more so replaced that, luckily had a spare in the garage. Clearly it was the wheel cyl- inder needed to go back in a bit but it was stuck solid, a result of not doing anything for some months, covered in surface rust. Now the job stopped while I ordered two of them, luckily parts for a Herald are easy to get. Now, I have done the seats and they are ok, the brakes are fitted, work- ing with new shoes and parts and I am still not going anywhere in it because everywhere is shut down. The clutch isn’t stuck on so that is a bonus, just need to see if stale petrol will be a problem at some point. Probably not, we are not talking about a performance car here. Andy Campbell

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10 SAAB 96

The Saab 96 is an automobile manufactured and marketed by Saab from 1960 to January 1980, replacing the 93. The 96 featured aerodynamic two-door bodywork, four passenger seat- ing and at first a two-stroke, three-cylinder engine, later a four- stroke V4.

Compared with its predecessor, the , the 96 featured greater and more easily accessible storage space and larger rear window. The front end was lengthened for 1965 models, in preparation for a new engine, and the radiator was placed ahead of the engine, ra- ther than above and behind, a leftover from the thermosiphon cooling days. Both front and rear win- dows were enlarged slightly for 1968 models.

The Saab 96 had a longitudinally mounted engine layout. As first designed, it had an 841 cc, 38 hp three-cylinder Saab two-stroke engine. By 1965 this was increased to 40 hp . An optional 57 hp version of the engine, with triple and oil injection, was used in the Sport and Monte Carlo models. The additional power was obtained from a modified cylinder head and filled crankshaft counterweights offering higher overall compression ratio. The Saab 96 of 1964 was tweaked to 42 hp. For 1966 mod- els, the standard 96 841 cc engine, using pre-mix oil, appeared with a three throat Solex in which the center carburetor handled start, idle, and low speed functions, increasing the power to 46 hp. The same carburetor had been used in the Monte Carlo and Sport models. A common throttle shaft minimized carburetor synchronization problems.

In 1967, Saab began marketing the 96 V4, with the V4 engine, a four-stroke 1498 cc V4 engine, originally developed for the 1962 Ford Taunus 15M. Saab's project to source a four-stroke en- gine was dubbed 'Operation Kajsa'. The two-stroke option was offered until 1968.

Four-stroke engines had been tested before, between 1962 and 1964,Saab tested three different engines: a 45 hp Lloyd Arabella 897cc; a 33 hp BMC A-Series 848cc engine and a Appia engine of 1089cc and 48 hp. However the view that Saab needed to switch to a four-stroke engine was stopped higher up by CEO Tryggve Holm. After appealing to a major stockholder, the coup succeeded and testing could begin. The tested engines were Volvo B18, Ford V4, , Lancia V4 engine, , and . 1961 Saab 96 De Luxe The B18 was the most reliable, but the Ford V4 was not far behind and was significantly easier to fit into the engine bay of the 96. The testing was done in secrecy. Staff took a leave of absence and went to Desenzano in northern Italy with a 96 V4 prototype for testing. With five months to go before production only seven people knew about the new engine. To maintain secrecy they rented a house west of Kristinehamn. In the last week of July, just before the summer holidays, information about the new engine was released to more people and they were informed that full-scale production would start in four weeks. To keep secrecy, 40 of the ordinary staff were told to report to work to ‘fix a problem with the disc brakes’.

The ordinary V4 engines produced between 1967 and 1976 had 65 PS. For the Swedish 1976 model year, the car - now known as the 96L - had its power reduced to 62 PS due to new Swedish emission regulations. However, the 1977-1980 models had 68 PS due to a two-stage Solex 32TDID carburetor. The V4 96 managed 0–100 km/h in 16 seconds. In August 1975 (called "1975B" in Sweden as the less powerful engine was kept for cars marketed after the beginning of the new year, when the new emis- sions standards took effect), the car received new impact absorbing bumpers similar to those on the 99 and an altered bottom plate which allowed the rear seat to be moved 5 cm (2.0 in) further back.

11 The Saab 96 and its sibling, the , featured column mounted levers. The gearbox originally had three gears, the first un- synchronised. Later, a four-speed option, with synchromesh first gear, was offered and the three -speed was phased out.

An unusual feature of the Saab drivetrain was a 'free- wheel' (overrunning clutch). This allowed the trans- mission to run faster than the engine, such as when decelerating, or descending a long hill. Although such had been provided Saab 96 1965 in other cars before as an economy measure, they were required in the Saab because of the limited lubrication in the two-stroke engine. A petroil-lubricated two-stroke requires lubrication according to its speed, but provides this lubrication according to the amount of its throttle opening. Where the engine operates at high RPM and low throttle (such as when coasting down a long hill), the lubrication provided may be inadequate. With the , a coasting engine could reduce its speed to idling, thus requiring only the small lubri- cation available from the closed, coasting, throttle. In certain higher-performance models and in later two-stroke models, direct injection of oil into the engine from a separate reservoir allowed lubrication to be a function of engine RPM and rendered mix- ing of oil with unnecessary. Freewheeling was retained in the four-stroke variant, until the end of production and in the with the 1709 cc Triumph engine. A minor drawback to the free- wheel, particularly for drivers unfamiliar with the Saab, is that it makes unavailable alt- hough it could be manually engaged or disengaged by a control in the foot-well. Fixed wheel engage- ment, using the foot, could be difficult, as it involved pulling a 'T handle' intended for manual opera- tion.

The front suspension used double wish- bones and coil springs, while the rear suspension was a trailing U-beam axle with coil springs. Telescopic dampers were used for all four wheels. Up to model year 1967 models had drum brakes all around. Starting 1967, with the coming of the V4 engine, models were fitted with front disc brakes.

The Saab 96 was driven most famously by , in many international rallies. His most famous successes were first in the 1960, 1961 and 1962 RAC Rallies and first in the 1962 and 1963 Monte Carlo Rallies. It was these successive, top-level victories that put the Saab 96 'on the map' and established its reputation for reliability and toughness.

The last production date for the Saab 96 is 11th January 1980. It’s place in the factory was taken by the similar sized Talbot Horizon.

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Panther

Phelon & Moore manufactured motorcycles in Cleckheaton, , England from 1904 to 1967 particularly those under the Panther marque. They became identified with one particular design of which had a large sloping 40-degree single-cylinder en- gine as a stressed member of the frame. This design spanned the entire history of the company, starting with a 500 cc model and ending with a 645 cc model.

The sloping stressed member concept was patented in 1900 by Joah ("John") Carver Phelon and his nephew Harry Rayner. Phelon & Rayner made the first chain-driven mo- torcycle in 1900. They could not afford to put their first bike into production, so sold the design to Humber for royalties, and that design was produced by Humber till 1907. After Harry Rayner died in a car accident, Joah Phelon went into partnership with Richard Moore.

The first Panther was launched in 1924, but the Phelon & Moore name was not dropped until somewhere around 1929.

A report on the 1924 Motor Cycle Show reads (in part) The P. and M. Panther has undergone considerable modification since last year, the principal altera- tions being enumerated as follow. Dunlop cord three inch tyres are standard, as are Webb forks with integral shock absorbers and special handle- bar clips, enabling the stein to be dispensed with. The exhaust pipe is now brought out at right an- gles to the cylinder head, giving increased power, better petrol consumption, and a cooler engine. The gear control has been simplified, and internal expanding brakes are now fitted to both wheels, those at the rear being eight inches in diameter. A de- compressor is fitted, and the magneto coupling has been modified to allow of easy alteration of the tim- ing. The price remains the same as before, £75. A modified Panther, to be known as the Cub, is to be marketed during the coming season. It has... small- er mudguards, and a silencer which conforms to Brooklands regulations... The side-valve model remains unaltered, except as to price, which has been reduced to £70.

In 1932 the Panther Model 100, an OHV 600 cc single, was launched and this was produced through to the sixties, ending its run as the 645 cc Panther Model 120 of 1967. This line of Panthers was the most famous of all Phelon & Moore mod- els.

These heavyweight big single- cylinder "slopers" were often de- scribed as "firing once every lamp- post" due to their low rpm. Promoted as "The Perfected Motorcycle" they were noted for innovation for most of their history.

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Panthers were often used for haul- ing sidecars, a role in which the high torque output of a high capacity sin- gle-cylinder engine with its large flywheels was well suited, but the popularity of sidecar outfits eventu- ally waned. Phelon & Moore also produced a range of lightweight machines, also generally carrying the name Panther or Red Panther, using their own four-stroke single engines and Villiers two-stroke engines. The Red Panther was famous for being the cheapest complete bike available in the thirties, priced at a fraction under £30. In 1934 a 250 cc Red Panther won the Maudes Trophy.

The early post war models (both Lightweight and Heavyweight) were fitted with air/oil damped Dowty ‘Oleomatic’ telescopic forks.

During the boom of the late 1950s, P & M imported a scooter (Scooterrot) and from French manufacturer , which were plagued with troubles. This gave P & M the chance to devel- op their own scooter, the Panther Princess, but this was not a success and helped bring about the de- mise of P & M as motorcycle manufacturers. In 1962 the receiver was called in, and production stag- gered on until 1966.

The combination of the advent of cheap cars and the collapse of the British motorcycle industry brought production to an end. They are simple and fairly robust machines which inspire enormous en- thusiasm in their owners. These factors, combined with relatively low cost, have resulted in a fair num- ber of Panthers being still in use.

A Panther Tale.

A mate of mine had a Panther with a sort of sidecar on it, mostly just a frame with a wheel on.

One evening, we were outside of the coffee bar. You know the sort of place, juke box full of rock and roll music, pinball machine, teenagers trying to look cool and just the place that parents didn’t want us to be. BSA, Triumph, and Enfields all outside, hot and dripping a little oil. Plus this Panther.

Out came Bunny, no I don’t know why he was called Bunny or what his real name was. He jumped down on the kick start, nothing, then the engine bit back and sent him flying over the handlebars. Once we had stopped laughing, we helped him up, got the Panther started and he set of for casualty to check that he hadn’t broken something. Luckily, he hadn’t. I can picture it now, oh the good old days.

Andy

15 Skoda Felicia 1994 to 2001.

The Škoda Felicia, is a supermini car produced by the Czech carmaker Škoda Auto from 1994 to 2001. It was the last model on Škoda's own plat- form, but was one of the first models to benefit from Škoda Auto's takeover by the German company Volkswagen Group. The Fe- licia was a reworked version of the Favorit, but had a fresh, more modern appearance, with a rede- signed front end and a wider range of engines.

It was premiered in October 1994, on the Charles Bridge in Prague. Serial production of the hatch- back began in October 1994, the combi in June 1995, the pick up in August 1995, and it ended in June 2001. The name Felicia was not used for the first time, resurrecting a nameplate originally used by Škoda in the 1960s for a range of two seater sports cars.

As the Felicia benefited from Volkswagen input, it helped to elevate Škoda's image in Western Europe. It heralded the first ever diesel powered Škoda, and became their first car to feature major safety and convenience features. Some SLXi models featured air conditioning and velour upholstery. Anti-lock Braking System (ABS), drivers airbag, and seat belt tensioners were also available.

The Felicia made headlines in April 1998, after its high satisfaction score gave Škoda the "Best Manu- facturer" accolade in that year's J.D. Power Car Survey. Production of the Felicia ceased at the end of June 2001, one year after the launch of the Fabia. A total of 1,416,939 cars had been made (the pick up and estate models were available for sale throughout 2001).

The Felicia came in a variety of body styles, both for personal and professional use. The base model was a five door hatchback, and from June 1995, was accompanied by an estate, replacing the Favorit based Forman, now redubbed as the Felicia Combi.

There was also a coupe utility version, the Felicia Pickup, and a panel van called a Felicia VanPlus. The Pickup featured re- designed rear axle to increase space in car- go area. The pickup version was also im- ported to some countries re branded as the Volkswagen Caddy Pickup. The pickup model also had a lifestyle edition named the Felicia Fun, (you can tell it’s fun, look at those smiles.ED)

The rear screen section hinges out into the loadbay, allowing two extra seats to be folded out, giving comfortable seating for four adults. A tonneau cover is available to cover the rear seats, which are oth- erwise open to the elements. A Truckman top is also available which encloses the rear seats and load- bay, making for a more practical bad weather conversion. Luggage capacity in the hatchback was 272 litres with the rear seats in the upright position, and this increased to 976 litres with the rear seats folded. For the Combi (estate version), this was 447 and 1,366 litres respectively. The Felicia and Felicia Combi received a minor facelift in January 1998. The most obvious visual change was a redesigned radiator grille and larger bumpers, but changes also in- cluded minor upgrades to the chassis and bodyshell to improve crash safety.

16 Three years after its launch in the United Kingdom, in April 1998, it made the headlines with an excellent rating in a Top Gear customer satisfaction survey for N registered cars (sold from August 1995 to July 1996), resulting in the Škoda brand making headlines as the most satisfying brand of car to own, which helped end Skoda's previous reputation in Britain for producing crude, and supposedly unreliable and unfashiona- ble cars. The Felicia received high ratings for reliability, build quality and dealer service. These strong showings in motoring surveys have continued with the newer generations of Skoda models. The Felicia's successor, the Fabia, went on sale in the United Kingdom in the beginning of 2000, but the Felicia continued to be import- ed there until the end of the year, by which time more than 76,000 had been sold, and by August 2011, almost 30,000 examples were still registered on the road. All internal combustion engines used in Feli- cia are inline four-cylinder designs, operate on the four-stroke cycle, are fuel injected, and water cooled. Also a four cylinder carbu- retor engine was available in some countries. The fundamental layout of the Feli- cia’s powertrain included engines mounted at the front of the vehicle, and orientat- ed transversely.

The line up included the old 1.3 litre overhead valve (OHV) Škoda petrol engines, now with Bosch Mono Motronic single point fuel injection (up until 1997), and Siemens multi- point fuel injection, with two rated power outputs of 54 bhp and 67 bhp.

There were also two engines sourced from Volkswagen Group: a 74 bhp 1.6 litre petrol engine with multi point fuel injection, and a 63 bhp 1.9 D diesel engine. The 1.6 litre model served as a homologation basis for the Škoda Felicia Kit Car used in the World Rally Championship's F2 class.

For the Felicia, Škoda had developed its own 101 bhp aluminium 1.6 OHC engine, which appeared in some Favorit prototypes and Rally cars, but Volkswagen decided to use its old 74 bhp. The only transmission was a five speed manual gearbox, which was of a transaxle design, and contained the differential and final drive units. Drive was through the front wheels.

Production ended in 2001.

17 Two ways of looking at the current situation, get miserable or celebrate what we have done so far.

Some members in 2017 at Epworth getting ready to go round the show ring. Most there will remember club cars following one of the smokiest trac- tors still running.

Breakfast meeting at Ashworth Barracks and another at Eggborough Power Station. I think that both venues are now closed. Eggborough was where we saw the huge model steam railway which had to be moved.

18 Of course it would not be the same without a bit of dressing up.

Might be better, or worse without the dress up, but it wouldn’t be the same. Good bit of fun.

19 Club runs have been good, where will we go next year? How many people will take the wrong turn again? So much to wonder.

A few 2018 photos, Run to Ackworth School, 50 year club celebration at The Salutation where he club first met in 1967, Drive it Day and the Autumn closer.

PS. When I say club run, this is not exercise, we drive. We are a car club after all.

20 Then we have the club nights,

A time to meet with friends, have a chat, tell tall sto- ries and generally enjoy the warmth of the club. Right now might be rubbish, but we have this to come back to when we can.

21 Hispano-Suiza

In 1898 a Spanish artillery captain, Emilio de la Cuadra, started electric automobile production in Barcelona under the name of La Cuadra. In Paris, De la Cuadra met the Swiss engineer Marc Birkigt and hired him to work for the company in Spain.

Under his direction two types of La Cuadra gasoline-powered engine cars were started immediately, one equipped with a 4.5 hp single-cylinder explosion engine and another 7-cylinder two-cylinder mod- el, 5 hp. In 1900, these two explosion engines were the first designed and built in Spain by La Cuadra from a Birkigt design.

These cars had four wheels, the previous two directional, clutch mechanisms, 3-speed gearbox, chain drive and suspension by crossbows. Two complete vehicles were completed, and there were some more under construction. At some point in 1902, the ownership changed hands to José María Castro Fernán- dez and became Fábrica Hispano-Suiza de Au- tomóviles (Spanish-Swiss Automobile Factory) but this company went bankrupt in December 1903.

Yet another restructuring took place in 1904, creating La Hispano-Suiza Fábrica de Au- tomóviles also based in Barcelona.

Four new engines were introduced in the next year and a half; a 3.8-litre and 7.4-litre four- cylinder and a pair of big six-cylinder engines were produced.

This company managed to avoid bankruptcy and its largest operations remained in Barcelo- 1912 Hispano-Suiza Alphonso XIII (Spain) na until 1946, where cars, trucks, buses, aero engines and weapons were produced.

France was soon proving to be a larger market for Hispano-Suiza's luxury cars than Spain. In 1911, an assembly factory called Hispano began operating in the Paris suburb of Levallois-Perret. Pro- duction was moved to larger factories at Bois-Colombes, under the name Hispano-Suiza in 1914 and soon became Hispano-Suiza's main plant for producing the largest, most costly models.

With the start of World War I, Hispano-Suiza turned to the design and production of aircraft en- gines under the direction of Marc Birkigt. His aluminum cast block V-8 design was noteworthy for in- corporating overhead camshafts, propeller reduction gearing and other desirable features that would not appear together on competitors' engines until the late 1920s.

Hispano-Suiza's aero engines, produced at its own factories and under license, became the most com- monly used aero engines in the French and British air forces, powering over half the alliance's fighter aircraft. After World War I, Hispano-Suiza returned to automobile manufacturing and in 1919 they introduced the Hispano-Suiza H6. The H6 featured an inline 6-cylinder overhead camshaft engine based on the features of its V8 aluminium World War I aircraft engines and had coachwork done by well known coachbuilders like Hibbard & Darrin and D'Ieteren.

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Licences for Hispano-Suiza patents were much in demand from prestige car manufacturers world- wide. Rolls-Royce used a number of Hispano-Suiza patents. For instance, for many years Rolls Royce installed Hispano-Suiza designed power brakes in its vehicles.

Through the 1920s and into the 1930s, His- pano-Suiza built a series of luxury cars with overhead camshaft engines of increasing per- formance. On the other hand, in the 1930s, Hispano-Suiza's V-12 car engines reverted to pushrod valve actuation to reduce engine noise.

During this time, Hispano-Suiza released the 37.2 Hispano-Suiza car built at the Bois- Colombes works.

The Hispano-Suiza T49 was also designed and made by the Spanish company between 1924 and 1944; it was the Spanish version of the French H6B model with a 6-cylinder engine. 1929 Hispano-Suiza T49 (Spain) After the outbreak of the Spanish Civil War in 1936, the regional government of Catalonia, on behalf of the Second Spanish Republic, collectivized control of Hispano-Suiza's Spanish factories and placed the company on a war footing. The company was divided into three sections: aircraft engines and cannons, cars and trucks, machine tools. Because of the international isolation of the Spanish republic, the Span- ish arm of the company suffered from shortages of materials.

In 1937, the French government took control of the French subsidiary of Hispano-Suiza with a 51 per cent share of the capital for the provision of war material, renaming the company La Société d’exploita- tion des matériels Hispano- Suiza.

In 1938, the French company ceased automobile production and concentrated on aircraft engine production.

At the time, Hispano-Suiza had just introduced a new series of water-cooled V- 12 engines and 1936 Hispano-Suiza Pourtout (France) the Hispano-Suiza 12Y was in great demand for practically every type of French aircraft. However, without the Spanish factories, Hispano-Suiza lacked the capacity to deliver enough engines for the rapidly growing French air force, and many new French fighter aircraft remained grounded for the lack of an engine when World War II began.

A development of the era were a series of 20 mm auto-cannon, first the Hispano-Suiza HS.9, followed by the Hispano-Suiza HS.404. The 404 was licensed for production in Britain and equipped almost all RAF fighter aircraft during the war.

(I don’t know how you see it but the International nature of engines for planes and cars, and other parts, is really quite interesting.)

The word of 2020 is, beyond doubt , ‘unprecedented’.

23 In 1940, Hispano-Suiza, together with the Spanish bank Banco Urquijo and a group of Spanish industrial companies, founded the 'Sociedad Ibérica de Automóviles de Turismo' (S.I.A.T.). This led to Spain's first mass-production car maker, SEAT. After the civil war, Hispano-Suiza in Spain was severely affect- ed by the devastated economy and the trade embargoes imposed by the allies. In 1946, Hispano-Suiza sold off its Spanish automotive assets to ENASA, a public company belonging to the Instituto Nacional de Industria, the maker of Pegaso trucks. After the Second World War, the French arm of Hispano- Suiza continued primarily as an aerospace firm. Between 1945 and 1955, it was building the Rolls-Royce Nene under license, designing landing gear in 1950 and Martin- Baker ejection seats in 1955. The brand saw an attempt at a revival in the automotive sector with the showing of a model at the 2010 Geneva Motor Show. However the planned production never materialised. Another attempt at a revival of the Hispano-Suiza automotive brand introduced its Carmen all-electric at the 2019 Geneva 1,005 hp Hispano Suiza Carmen in Motor Show. Geneva Motor Show 2019

Anzani

Anzani was an engine manufacturer founded by the Italian Alessandro Anzani (1877–1956), which produced proprietary engines for aircraft, cars, boats, and motorcycles in factories in Britain, France and Italy. From his native Italy, Anzani moved to France where he became involved in cycle racing. He moved on to motorcycles and designed and built a record breaking lightweight en- gine. In 1907, he set up a small workshop in Paris with three staff and while they were building his engines, he designed a hydrofoil powered by one of his engines and propellers.

He supplied one of his engines to Enrico Forlanini and developed it further into a three-cylinder, air- cooled, radial engine ideal for the new aeroplanes. One of the early engines, the 25 hp Anzani W-3 or Fan type, was supplied to Louis Blériot who used it on his successful first aircraft crossing of the English Channel in 1909. In the UK, British Anzani outsourced the manufacture of their engines to Coventry Ordnance Works Ltd. In the 1920s, it was refinanced as British Vulpine Engine Company, and then again as British Anza- ni Engineering Company, concentrating on small engines and car and motorcycle powerplants. They supplied AC Cars with the 1496cc side-valve four-cylinder (that would become AC's famous 2-litre mo- tor), Frazer-Nash with a 1496cc side valve engine, (latterly supercharged) Morgan Motor Company with a V-twin, and Squire with the R1 twin cam engine. Berkeley Cars used small Anzani motorcycle engines in some models. British Anzani's best known products were motorcycle, lawnmower and outboard en- gines. , Tandon and Greeves motorcycles used Anzani motors.

The company became the British Anzani Group, and was trading under that name when it went into liq- uidation in 1980. The trademark 'British Anzani' was re-registered in 2003 and the company, Anzani Ltd, in 2006. The company is supplying classic spares through Dolphin Engines of Launceston (Cornwall, UK) and is planning a return to the automotive, marine and transport industries, with prod- ucts designed by Bo Zolland.

Another example of the intercontinental practices of car production.

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Information taken from club & event websites, social media & Morgans Updates EVENTS CANCELLED IN PREVIOUS EDITIONS OF THIS LIST HAVE BEEN REMOVED. IF AN EVENT IS NO LONGER LISTED IT IS CANCELLED. Exhibitors should contact the appropriate organisation if in doubt. DO NOT contact the Traditional Car Club about events organised by others. Selected 2021 events added to website events page. PLEASE NOTE, FROM 14th SEPT NO MORE THAN 6 PEOPLE TO GATHER INSIDE OR OUT!

Forthcoming events 2020 *=entry form available, abbreviations below Sept 27 Isle of Axholme Lions Virtual Car Show http://www.isle-lions.org.uk/ Oct 3 Breakfast Meet, The Baxters, Fenwick 10.30am CAMCELLED Oct 4 Classic Show, Castle Howard (AG) CONFIRMED (But this may change, watch this space!) Nov 1 London to Brighton Veteran Car Run Nov 13-15 NEC Birmingham https://www.necclassicmotorshow.com/ CANCELLED

2021 Provisional Mar 26-28 Practical Classics Restoration Show, NEC Birmingham ## Apr 25 FBHVC Drive it Day ## May 9 Normanby Hall Classic Show (Lincs A30/35 OC) £3 ## If anyone has entered the 2020 event your passes will be valid for the 2021 event. May 15-16 Haworth 1940s weekend May 16 Lindholme Classic Tour May 23 Woodhall Spa Country Show June 6 Messingham Show ## June 9 Eckington Classic Rally, Renishaw Hall (Rotary) ## June 20 North Yorks County Show June 26-27 Wonderland Car Festival, Ferry Farm, Hoveringham, Notts NG14 7JP June 26-27 Sheffield Steam & Vintage Rally Rackford Road, North Anston, S25 4DF ## June 27 Horbury Show July 2 Thornes Park Gathering, Wakefield (Fleur de Lys CVS) July 3-4 Winterton Agricultural Show July 3-4 Duncombe Park Steam Rally (GYTEC) July 4 Huby & Sutton Show July 11 Hornsea Classic Show July 17 Bishop Wilton Show July 17-18 Woodhall Spa 1940s Festival July 18 Crowle Show July 18 Ashover Classic Rally (Rotary) July 31-Aug 1 Hebden Bridge Vintage Weekend Aug 1 Sykehouse Show Aug 1 Tockwith Show Aug 6-8 VW Festival, Harewood House Aug 7-8 Driffield Steam Fair, Driffield Showground (Custom Shows, PO Box 93, Pickering YO18 9AU. https://www.driffieldsteamfair.co.uk/ ) Aug 8 Harrogate MG Club Rally, Pateley Bridge (Provisional date) Aug 15 Chesterfield Motorfest Aug 21 Auckley Show Aug 21-22 Lincolnshire Steam Rally Aug 30 Epworth Show (Provisional) Aug 30-31 Notts Classic Show, Thoresby Park NG22 9EP (AG)*

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Sept 3-5 Chatsworth Country Fair Sept 11-12 Hunton Steam Gathering DL8 1QF Sept 12 Otley Vintage Transport Extravaganza, Knotford Nook, Pool Road, LS21 1EA* Sept 17-19 Grassington 1940s weekend Sept 18-19 Crowle 1940s weekend

The EYTCC have cancelled their events until further notice, if some 2020 events are held entry will be ‘pay on the day’. Late entry fees will not apply. # According to ‘Friends of Crow Nest Park’ facebook page. ** Face coverings will be required when riding on buses/trolleybuses during the event. ## Added to club website events page.

South Yorkshire Transport Museum (SYTM) hold open days each month – see their website. Museum closed to visitors for now. Sandtoft Trolleybus Museum Closed - will open Easter 2021 If you wish to enter an event please refer to the Events Folder which will give more details. It is the re- sponsibility 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. Other event sources; In the north; https://.morgansyearbook.co.uk In the south; www.yeomansyearbook.org.uk 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 CS Crooked Spire Classic Tours http://www.crookedspireclassic.co.uk/ DBM Dewsbury Bus Museum www.dewsburybusmuseum.org EH Organised by English Heritage www.english-heritage.org.uk 01302 722598 / 0370 3331181 EYTCC East Yorks. Thoroughbred Club, www.eytcc.org.uk GVEC Glossop Vehicle Enthusiasts Club www.gvec.club GYTEC Great Yorkshire Traction Engine Club www.gytec.weebly.com HCVS Historic Commercial Vehicle Society http://www.hcvs.co.uk/ JB John Brook, Brickyard Farm, Badsworth, Pontefract WF9 1AX ([email protected]) JTU Just turn up LLMC Lincs Louth MC www.lincslouthmcclassic.co.uk (not currently active) 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 https://www.nymr.co.uk/Pages/Events/Category/events 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 www.sandtoft.org.uk TVMOC Trent Valley Mini Owners Club http://trentvalleymoc.co.uk/ WRBG West Riding Bus Group YHVG York Historic Vehicle Group www.yhvg.uk YVA Yorks Vintage Association (find on Facebook) YTCC Yorkshire Thoroughbred Car Club www.ytcc.co.uk

26 Traditional Car Club Outings. The format. First, we meet up at The Burghwallis for tea, bacon butties etc. Then we assemble outside for Kevin to tell us that he and Tracy have done a detailed route map with directions and everything. Lunch and afternoon tea are arranged. La- dies and Gentlemen, start your engines.

We then leave in a grand procession to drive through and around the area, nice scenery, people come out and wave and we have a relatively leisurely drive in good company.

Bonnet’s up but club members are looking into it. Lunch stop. Some have already gone a slightly differ- ent route to the directions, with a mix of U-turns , round the block and completely made up but we all arrive safely.

After lunch and a chat, it is off again. For a second time, it is make up your own route roughly based on the directions, follow the car in front and hope they know where to go. When things go wrong, there are members there to give their collective knowledge and support. Then we phone the AA.

On to the final stop. Technically, the run was dry and bright, totally contrary to the forecast, the drive home was when it rained. Job done. And that is how a club run goes, nearly every time, great fun.

27 So, the end of another issue in difficult times, I hope that you all keep safe and well and look forward to when we can meet again.

Right, if this is going to get sent out on time, I need to Dash……. I’ll get my coat.

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