Founded 1967

There have definitely been a few silent nights for the club this year but, hopefully, we will be back to Hark the Herald by spring.

Newsletter of the

Traditional Club

of Doncaster

December 2020/January 2021

Email special due to Covid 19 virus

1 Editorial

Hello again, I hope that I find you all safe and well, even if a bit restricted. The review of this last year won’t take long, I’ve not done much or been anywhere much but am still here so it’s not all bad. If the vaccine roll out works better than some other things, the prediction is some return to ‘normal’ by East- er. Must admit that I see a conflict between normal and our club but I know what they mean. Spring is the time that we really start to get going with Breakfast meetings, Drive it day and show plan- ning can really pick up so we may be back in full flow at our usual time, we will see. A reminder that the committee is proposing to carry over subs to 2021 as we were effectively shut for most of this year. We have found a way to carry on with Tradsheet and our members only Facebook page has kept us informed and entertained. The website has been running throughout and has visitors from all over the world looking to see what we are up to. In that respect, we have carried on as best we can and have fared better than some clubs that have all but disappeared for the time being. So, with a choice of grumbling about this year or looking forward to the next, I will choose to wait a bit longer until we can safely meet up and resume our activities, meeting up, putting the world to rights, tall sto- ries and everything that makes a club night worth going to. The committee have had a review of the email list to resolve some posting problems so, hopefully, more will get this Tradsheet first time via the traditional car club mailing. We also wrote to the mem- bers who are not on email to let them know how they can keep in touch so have done all we can for now. I have done a few bits on the Herald, but it hasn’t been anywhere much since March so I didn’t bother with the MOT and free tax for now. Done even less on the Zodiac project as I found that the front garden is not the best place to avoid neighbours who were locked down with nothing to do even though they are being friendly and pleasant. I have been out a few times in the van because I can boil up a kettle for the compulsory tea and get a bit of fresh air without getting close to anyone. I was tempted by the Thoresby show but decided against it in the end. I have probably spent more time than I should on the internet but I found a new motto, attributed to Mark Twain, I might keep this one for a while. It is time for that winter reminder about checking the classic, keep the bat- tery charged, handbrake off, tyres pumped and move it a bit to stop brakes and clutch sticking. Saves a lot of grief in Spring. You won’t want to find a club night starting up and car won’t go. I have picked a theme of presents through Tradsheet this year, with all the usual corruptions and idiocy that I can think of. Keep safe and well, have as good a Christmas as you can and I look forward to meeting up again soon. Seasons greeting and Happy New Year to all of you.

Andy Campbell

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4 Hello Club Members

Before I put finger to keyboard I like to re-read my previous ramble to make sure I ei- ther don’t repeat myself or that what I say makes some sort of sense in context. The rapidly changing situation with Covid-19 makes reading my last article seem so long ago as we were then only looking at the “Rule of 6”. This second national lockdown has put the final full stop to the year as far as the Club goes so let me detail the current plans we have. I know that there is now talk of a Covid-19 vaccination, but at the time of writing this it is still not a possibility just yet and I am sure that the roll out of any vaccination will take some time to deliver so 2020 draws to a close with us all doing our bit to stay safe at home. Andy has been doing a fantastic job both keeping publishing the Tradsheet and in up- dating membership contact details so this electronic version of the Tradsheet is reach- ing as many members as possible. On that front Andy is also in talks with our regular Tradsheet printers looking at the possibility of producing a printed version of the Trad- sheet to send to those members who do not have access to either a computer or the internet or both early in the new year. Initially a print run will be limited to those mem- bers we have been unable to get in contact with by electronic means and then rolled out to the wider membership when that becomes possible, so keep looking in your e- mail inbox or the Club website for now and fingers crossed your door mat before too much longer. We have been aware that 2020 has been a non event as far as Club activities and that 2021 is fast approaching. The Committee have continued to be in touch with each oth- er and have decided to propose that the subscriptions you all paid for the 2020 year be rolled over to the 2021 year. This will of course have to be ratified by you the Member- ship at the 2021 AGM but I am sure you will be happy that 2021 will already have been paid for.

5 The Club is in the fortunate position to be financially healthy enough to support this so no worries on that front either. This means that you DON’T need to send us any subscriptions as would normally be the case from 1st January. If in the unlikely event that the 2021 AGM refuses to roll over 2020 subscriptions we will of course revisit the situation. Now that I have mentioned the 2021 AGM the Committee has al- ready been discussing how this can take place. Given that the Covid vaccine may take some time to be distributed we may by March be still in a situation where we are unable to meet physically. That being the case it may be possible for us to hold an AGM virtual- ly. I have had some Zoom meetings for the Doncaster Show, the Club held an evening on a live Facebook chat thread, Teresa our Facebook guru believes it is possible to hold a virtual meeting (like a Zoom call) on Facebook. There is also Microsoft Teams, Skype and many others to choose from so I am sure before we get to March we will be able to let you all know how, when and where to access the AGM. After all that can I take this opportunity to wish you all a wonderful Christmas and New Year from everyone at the Traditional Car Club. I know it may be quite a bit different this year but enjoy it as best you can and stay safe—you will be criticising my verbal ramblings at a car Club meeting evening before you know it :D. At this time of year it is traditional to look back. I have been doing this with the website, more specifically with the archives of the Tradsheet. This is now expanding with more and more old copies of the Tradsheet now being available on the website as I upload them. I find it quite amusing on the one hand that some of the things talked about in the Tradsheet over 50 years ago are still relevant today. The other thing that strikes me is that in another 50 years someone may look back at what we are experiencing now with the Covid situation to read what a strange time it has been for us all (assuming in 50 years people will still read things and a new technology has not rendered it obsolete - who knows?) As for the home front, last time I told you that I had got the Morris up and running once more. I have now tuned the engine and it is running well. I have not repaired the damage the mouse caused to the headlining and wiring so that will be a job for the spring when the weather and the spanners warm up. Stay safe and well Graham Wickham

Saw this and thought of you—Ed 6

Present Arms Coldstream Guards

Christmas activity 1– name the .

On the subject of parked cars, the show committee has been looking at the options for a venue for the 2021 show. Thank you to those who sent in suggestions, they have all been looked into and assessed. Unfortunately, many have hit problems of cost, accessibility or parking for paying public. Some are diffi- cult to enclose or ridiculously expensive to use. It is easy to forget just how big our show is and how many people drive to visit and a huge car park needs to be part of any plan. Without the public visitors, it ceases to be as good a charity event as it is. The College for the Deaf are not planning to release our usual space any more and will use it for their own activities so that ven- ue has been great while it was there but time moves on and so will we. The best option at present is the showground at Epworth. It is well established and organised, big enough for a good show of classics and room for a lot of parking. It is affordable and has a good toilet block although extra capacity may be needed. If you have any comments that the show committee should take into account on the current planned venue or any other good ven- ues, please speak up as soon as possible because detailed planning usually gets going early in the New Year in order to get it all done. Any club committee member will pass the message on.

7 The Jaguar Mk IX ( Mark 9 to those that don’t speak Latin)

The Jaguar Mark IX is a four-door luxury saloon car announced 8 October 1958 and produced by between 1958 and 1961. It was generally similar to the Mark VIII it replaced, but had a larger, more powerful 3.8 litre engine, 4-wheel disc brakes, and power assisted recirculating ball steering among its me- chanical improvements.

Visually the early versions were identical in exterior appearance to the Mark VIII except for the addition of a chrome "Mk IX" badge to the boot lid. Later versions had a larger tail-lamp assembly with an amber section for traffic indication, visually similar to the tail-lights of the smaller Jaguar Mark 2. It was replaced by the lower and more contemporary-styled Mark X in 1961.

A four-speed manual system was standard. Options included overdrive and a Borg Warn- er three-speed automatic box, the most popular choice.

Internally, an enlarged-bore 3.8 litre 220 bhp DOHC straight-6 replaced the previous 3.4 L 190 bhp unit. The B-type head of the Mark VIII was retained, but with a chamber at the bottom of the combustion cham- ber to accommodate the enlarged bore.

Twin HD6 1.75" SU carburettors were fitted. A smaller electromagnetically controlled auxiliary carburettor was placed between the main pair of carburettors to act as a choke. It often proved troublesome in opera- tion and many were converted to manual operation. Standard compression ratio was 8:1, but a higher per- formance 9:1 compression ratio was also available, as was a 7:1 compression ratio for export markets, such as Africa, where quality of petrol was sometimes a problem.

The Mark IX was the first production Jaguar to offer four-wheel servo-assisted Dunlop disc brakes and re- circulating ball power steering, which were now standard equipment. The brake system included a vacuum reserve tank to preserve braking in the event that the engine stalled. Automatic transmissions were fitted with a hill-holding "anti-creep" feature, where an electromagnetic valve maintained brake pressure at rest when the brake pedal was released to prevent the car from rolling back on an incline.

The power steering was driven by a Hobourn-Eaton pump, operating at 600-650 psi. It was attached to the back of the generator and allowed the steering to be geared up to 3.5 turns lock-to-lock as against the 4.5 turns for the Mark VII and VIII models.

Unlike the early automatic Mark VII predecessor, (but like late mark VII and all Mark VIII) the Borg Warner DG automatic gearbox started in first gear and had a dash-mounted switch to allow second gear to be held indefinitely. Once in third gear, a series of clutches engaged to allow direct drive rather than through the torque converter.

8 The torsion bar independent front suspension and leaf-sprung rear live axle were retained from the Mk VIII, which, in turn, was first used in the 1949 Mark V.

Final drive was 4.27:1, (4.55:1 when overdrive was fit- ted).

The sunshine roof became a standard fitting for the UK market. The interior was luxurious, with extensive use of leather, burled walnut and deep pile carpet. A range of single and twin-tone paint schemes was offered.

A car with automatic transmission tested by the British magazine The Motor in 1958 had a top speed of 114.4 mph and could accelerate from 0–60 mph in 11.3 seconds. A fuel consumption of 14.3 miles per gallon was recorded. The test car cost £2162 in- cluding taxes of £721. In addition, the Mark IX attained 30 mph in 4.2 seconds, and 100 mph in 34.8 secs. It covered the standing quarter mile in 18.1 secs.

Autocar magazine tested a Mk IX Automatic in its Used Cars on the Road series, number 200, published in the edition dated 14 December 1962. This vehicle, at the rec- orded mileage of around 34,000, achieved acceleration figures of 0-60 mph in 10.1 secs and 0-100 mph in 28.8 secs. The Standing Quarter-mile was passed in 17.6 secs.

The Mark IX was popular as a state car. When Charles de Gaulle paid a state visit to Canada in 1960, the official cars for the motorcade were Mark IX Jaguars. The British Queen Moth- er had a Jaguar Mark VII, which was progressively upgraded to be externally identical to the later Mark IX. The Nigerian gov- ernment bought forty Mark IXs, painted in state colours of green and white.

In the luxury car market, the Jaguar Mk IX was very competitively priced, selling for £1995 with manual gearbox, £2063 with overdrive, and £2163 with automatic transmission, which was less than half the price of similar competitors. In all, 10,009 were produced.

The Mark IX's power and good brakes for a vehicle of the era, together with its impressive aesthetic ap- pearance, make it a common choice for classic car circuit racing, such as at the Goodwood Circuit's Reviv- al meetings.

Christmas activity 2 name the cars. I can see a num- ber of mem- bers’ cars in this group.

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10 The Adamson was an English car manufactured in Enfield, Middlesex, from 1912 to 1925. It was designed by Reginald Barton Adamson at the premises of the family haulage contract busi- ness.

The first car of 1912 was a small two-seater bullnosed and had a 1,099 cc twin-cylinder or 1,074 cc four-cylinder engine made by Alpha of driving the rear wheels via a three-speed-and- reverse gearbox and a countershaft from which two V-belts went to the rear wheels. The engine could be started from the driving seat using a mechanical linkage. The channel sec- tion steel chassis was placed under the axles with suspension by semi-elliptic leaf springs. This arrange- ment allowed the car to have a low, sporting appearance. In 1914 the option of a larger four-cylinder ver- sion was added. A new model was announced in 1916 with 1330 cc four-cylinder engine, but few if any reached the public before car production ceased later that year.

After the war, a new company, R. Bar- ton Adamson and Co, was formed and the 1916 four-cylinder car was resur- rected with a Coventry-Simplex engine. In 1920 it cost £375, falling to £210 in 1924, but to put the price into perspec- tive, in 1923 the Austin 7 was launched at £165. The final cars from 1923 were the "Twin-Cars" that were effectively two sidecars side-by-side with the driv- er in the off-side and powered by a choice of air- or water-cooled 9- horsepower 1078 cc V twin-cylinder Anzani engines (remember Anzani from the last Tradsheet?) with mounted between the two passenger units.

Production numbers are not known.

Christmas P(r)easant

11 Anyone for a drop of Fizzy?

The FS1-E was the UK model. Machines registered in the UK from 1 August 1977 were restricted to a maxi- mum of 31 mph.

Originally the FS1-E was built as a five-speed transmis- sion light . It was originally called the FS1. Due to the regulations in Europe, the FS1-E was down- tuned with a four-speed transmission. The Yamaha FS1-E has a 49 cc single cylinder, two- stroke, air-cooled, rotary disc-valved engine with a four-speed gearbox. The FS1-E was the FS1 with the suffix E, which stood for England (differing from the models sold in other countries as the FS1-E had more cycle parts in common with other UK-imported Yamaha models). Yamaha introduced various im- provements such as a front disc brake (FS1-E DX model) over the years, and later an autolube model with a two-stroke oil tank and oil pump, with no need to manually mix two-stroke oil into the fuel tank.

About 200,000 were produced for the UK market. An award winning short film was produced in 2006 and is available entitled 'Fizzy Days' encompassing the bikes and the era.

The FS1-E had the ability to be powered by pushbike type pedals since this was a legal requirement for registration as a moped in the United Kingdom and some other European countries at the time.

The special pedal cranks allowed both pedals to be rotated forward so that the pedals would form motorcycle-style footrests in normal operation. To engage the pedals, the left-hand pedal crank could be rotated 180 degrees backwards and locked, and a drive gear engaged allowing the user to pe- dal. A short chain connected the pedal drive to the main engine-chain drive system. Pedalling was hard work for the rider, there was no freewheel and the pedal gearing was very low. The engine could be started with pedal drive engaged, causing the pedals to rotate under engine power when the bike was in gear. In practice, the cam and shaft arrangement to engage the pedals frequently seized (in normal oper- ation, a rider would very rarely engage pedal-drive as it was less tiring to push than to pedal).

Engine: Two-stroke single cylinder rotary disc valve induction, four gears, running on a 20:1 mix of pet- rol and two-stroke oil.

Frame: pressed steel tubular backbone type.

Electrics : Magneto ignition with integral 6V AC for the main running lights (including high and low beam on a switch). The indicators, brake lights, neutral light and horn ran separately on 6 v DC from a three-cell lead acid battery that received a trickle charge from the magneto. On most models the three position ignition switch (on a key providing off, run and lights) was mounted on the L/H side panel, however the switch was moved to the conventional position between the handlebars on the FS1-E DX (front disc brake equipped model) and later FS1-E models.

The right hand side panel contains a basic toolkit in a plastic case, pliers, 3 spanners, double ended screwdriver, plug spanner. The second most popular moped of this era came from Honda, the SS50. They had a similar speed, and thanks to their 4-stroke design were cleaner, more economical and potentially longer lived though with- out quite the same acceleration. All suffered the same legislative fate in August 1977, when speed re- strictions were introduced. For a short time after this date some smaller manufacturers (particularly Ital- ian) brought in machines that could easily be derestricted without the use of any additional parts or any machining.

12

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13 Saving Albert, will it take longer that finding a vaccine?

If you remember all the way back to the middle of the year, warmth and long days, Oh and some rain, Lorraine had just finished re-covering the drivers seat, she then moved onto the passenger seat which she is happier with.

The saga of cutting out and welding in new metal has continued, fabricating small parts and a complete inner sill, again, rather than buy an overpriced nosepiece for the sill I spent time with cereal packets and scissors before making one from steel, this worked out ok and my welding has improved with practice. At the same time as the sills being repaired I have fitted seat belt mounts, these were not even an option when the car was built. The upper mounting points were easier than on some cars as there is access through the trafficator mountings in the top of the ‘B’ pillar.

Under each side of the front floor is a rectangular box, on investigation I found that these are jigging boxes used during fabrication of the body, they also double up as mounting points for transport around the factory and when the body was dipped, I briefly considered not fitting new ones, but they will make good strong jacking points for the future. Again the cereal packets came out and I posted a photo of the completed item on the owners club Facebook page, along with thumbs up from a few, a couple of members asked how they were made, so I despatched copies of the templates for their use, these items are available at about £40 each, but as they say “when in Yorkshire”.

As the rear of the drivers seat had previously fallen through the floor, I decided to reinforce the area where the rear legs of the front seats rest, 2mm steel sheet was used for these but bending this to match the shape of the floor was not an easy job, the plates are bolted in so that in another 60+ years they will be easily replaceable. Having finished the replacement of metalwork in the passenger compartment the floor was filthy, sweeping, vacuuming and finally washing out with degreaser and rinsing took place before spraying with epoxy primer. Whilst the spray gun was out I also epoxy primed all of the underside including the chassis rails in the engine compartment. TV presenters.

14 About this time a family member asked me to make some wooden boxes, so using the excuse, I purchased an 8x4 sheet of ply and used this as a loom board, of all jobs making the loom went well and was complet- ed without incident. Included was alternator wiring, indicators, a security system and a high level brake lamp for the rear window. Did I mention seam sealer is sticky, of all household jobs I dislike silicon sealant is very well up the list!!! Seam sealer then applied very badly, almost everywhere, it looked ok until painted, redo it and paint again. I still detest the stuff.

At about this time the Lady of the House reached a milestone birthday and wanted the area of the carport as a socially distanced dance floor. On went the rear springs and axle, front dampers, springs, hubs and steering, scraping a good amount of paint off the steering column when I dropped it. Eventual- ly it was off the rollover and wheels on the ground. It looked ridiculous, be- cause of the lack of weight at the front, the wheels looked like Charlie Chap- lin's feet. But Albert rolled sedately out onto the drive.

It was at this point the much delayed hand surgery materialised so there was a bit of a delay before Albert was wheel less and suspended in the air once again. Next the rear wheel arches which like much of the car was sprayed with bitumen in the factory, this acted as protection and also as sound deadening. Much scraping and wire brushing later and the metal above the bitumen came into view, much of it as good as the day it was sprayed, sometimes these jobs could have been avoided if only we knew what was beneath the covering, but having done one I felt obliged to repeat the work on the other side.

Good weather, warm and dry, yippee get the compressor fired up, a couple of days spraying tintable Rap- tor all the way from the rear bumper mounts to the front floor, because of the thickness of this product, I used epoxy paint on the suspension mounting areas to maintain positioning of components.

Then onto the inside while the weather is good, rubbed down and sprayed the inside of the roof, boot and engine compartment, tintable Raptor in the engine compartment and boot as a finish but applied with a spray gun rather than the underseal gun. As the damp weather moved in, I started fitting some of the brake pipes and the fuel pipe, I am using copper throughout, although the original steel ones were still holding fluid, maybe because of the years of being coated in engine oil from the ‘A’ series applica- tor.

As we go to print, I have been test fitting the front wings, cleaning them down and applying rust converter, next will be 2 coats of Raptor under- neath. The winter project will be the engine and gearbox, tomorrow I am off to collect a 948cc engine to replace the 803cc original, about a 20% in- crease in power for better acceleration and hill climbing.

Stay safe and busy, with luck next years meetings will take place as planned. Happy Christmas. Mike and Lorraine Cottingham

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We obviously couldn’t hold a Christmas bash this year so just enjoy the warm glow from the last couple of years. We will have to see how people behave at Christmas this year and whether the vaccine is going to do what we hope. At least a lot of us will be in the first few groups of prior- ity. Just wondering if being an idiot increas- es my vulnerable status, never know.

16 I have been keeping an eye on the members Facebook page and see that some have been busy. I haven’t. Mike has been working on his A30, his update is on pages 14 and 15. Phil Carr has had a serious underseal treatment on his Mustang with a ceramic top surface treatment as well and I hope that that he won’t mind us admiring his shiny bottom. Alan and Jane took advantage of a nice day to give the Midget some exercise, don’t need warm, just dry. I see that Chris Pick has finished his MGB restoration and his engine bay is here in all it’s glory.

I can also see that some 40 members see a post, photo or joke but only about 10 join in with a comment.. Feel free to join in, it is another way that we can keep the club alive while we are stuck inside for our own good and it is good for the rest of us to see that you are ok. Same with Tradsheet, you know inter- esting stuff so share it because it’s interesting. We will have to wait and see when we can organise anything, maybe outdoor breakfast meetings will be the first. If we brought our picnic chairs, a car park meeting at Burghwallis might be an idea. Can’t do it yet but we aren’t giving up, just waiting.

A Christmas pheasant, as you know.

17 National Historic Vehicle Survey reveals significant contribution to UK economy

Number of historic vehicles on DVLA database has increased yet again to 1.5 million 4,000 businesses employing over 34,000 people 700,000 enthusiasts – up from 500,000 in 2016 56% of historic vehicles are on SORN The historic movement now worth over £7.2 billion to UK economy Overall, historic vehicles account for less than 0.2% of the total miles driven in the UK 35% of owners either already or are willing to contribute to a carbon reduction scheme

The results of the 2020 National Historic Vehicle Survey have been announced by the Federation of British Historic Vehicle Clubs. The summary results were revealed during the Virtual Lancaster Classic Motor Show with Discovery, filmed at the NEC this month. Historically, the Federation has undertaken this major survey every 5 years, the most recent being the 2016. However, in light of the very obvious impact that worldwide pandemic has had on the UK and is likely to have on historic vehicle habits, the survey was conducted earlier to represent a more typical year in 2019. The survey is the largest and most detailed survey of historic vehicle ownership carried out in any country. The results will help shape the future of the industry and will give the Federation of British Historic Vehi- cle Clubs the vital facts and figures needed to protect future of transport heritage in the United Kingdom at the very highest levels. More vehicles, contributing more to the UK economy Growth in the sector is the result of an increased number of historic vehicles registered with the DVLA, over the 2016 figures, to an incredible 1.5 million vehicles of all types from cars, buses and lorries to mo- torcycles, agricultural, military and steam vehicles. This represents 3.4% of all registered vehicles in the UK. Naturally, more vehicles mean more owners, 700,000 in fact, up by 200k on the previous survey in 2016. The use of those historic vehicles and their need for services and supplies has kept spending healthy, with the historic vehicle sector now contributing an impressive £7.2 billion to the UK economy – that’s more than the equestrian sector and significantly up on the £5.5 billion in 2016. This revenue is generated from the nearly 4,000 businesses that support the movement employing over 34,000 people. Those businesses are working on ensuring the future of the movement as well, with over a third either employing or considering employing an apprentice. The value of individual vehicles is widely spread, with 51% having a market value of less than £10,000 demonstrating a community of diversity and inclusiveness driven by enthusiasm. 44% are registered as on the road and ready for use. The survey revealed that increasingly, historic vehicles are not used for daily transport. Indeed, the average mileage covered during the course of a year is just 1,200 miles, which equates to all the historic vehicles on the road accounting for less than 0.2% of the total miles driven on UK roads each year. Despite that tiny mileage for recreational and heritage us- es, enthusiasts are clearly becoming more aware of the environ- mental impact of their activities, with 35% of owners saying they already contribute to, or would consider contributing to, a carbon reduction scheme. The Federation is actively researching options to identity tangible solutions for enthusiasts.

18 So, the headlines are positive and it’s good news for the future of the historic vehicle community that, de- spite concerns and uncertainty around Brexit, the movement has continued to grow, develop and contribute a significant sum annually to the economy of the United Kingdom. David Whale, Chairman of the FBHVC said, “The significant value to the United Kingdom that the historic vehicle industry generates simply cannot be ignored by those in power. We face the most challenging times ahead over the next few years and these results give us the justification to ensure that our freedoms to en- joy our transport heritage continue unhindered. As a sector we cannot be ignored and will be instrumental in the recovery of our nation’s economy post-Brexit and post-COVID. The most heart-warming news was that there are more enthusiasts than ever who are immersing themselves in our community and that is real- ly positive for the future.” The FBHVC will be releasing a more detailed report in mid- December 2020. Statistics are from the 2020 National Historic Vehicle Survey, carried out by the Federation of British Historic Vehicle Clubs during Summer and Autumn 2020. Other figures are from DVLA published statistics. JDA Research has been the FBHVC’s research partner for the 2020 Survey. JDA Research also undertook the Federation’s 2016 sur- vey and is completing a worldwide survey on behalf of FIVA.

Christmas Activity 3 Name the cars, I don’t know most of these, how about you?

19 Stuff this cold weather, how about a bit of sunshine.

That’s better, feel warmer now.

20 The Nissan Figaro is a front-engine, front-wheel drive, two-door, 2+2, fixed-profile converti- ble manufactured by Nissan for model year 1991, and marketed in Japan at Nissan Cherry Stores.

A total of 20,073 Figaros were produced by Nissan in the 's single year of series production, all with right hand drive.

As a fixed-profile convertible, the upper side ele- ments of the Figaro's bodywork remain fixed, while its fabric soft top retracts in conjunction with a solid panel with a defroster-equipped glass rear window, as seen in other notable fixed-profile , including the Vespa 400 (1957), Citroën 2CV (1948–1990), the Convertible "Landau" Coupe (1950), and the 1957 — as well its 2007 Fiat 500 successor. With its design variously attributed to Naoki Sakai and/or Shoji Takahashi, the design vaguely recalls the Gutbrod Superior, a mediocre German fixed-profile convertible marketed from 1950-1954.

Because of its origins at Pike Factory, Nissan's special project group, the Figaro (along with the Nissan Pao, Be-1 and S-Cargo) are known as Nissan's "Pike cars," and represented a design strategy that adapted "design and marketing strategies from other industries like personal electronics." The Figaro is based on the first generation Micra. (yes, Pike cars-stupid boy!)

In 2011, noted design critic Phil Patton, writing for the New York Times, called the Pike cars "the height of postmodernism" and "unabashedly retro, promiscuously combining elements of the Citroën 2CV, Renault 4, , and Fiat 500".

Nissan introduced the Figaro at the 1989 Tokyo Motor Show, using "Back to the Future" as its market- ing tagline.

Based on the Nissan March platform, the Figaro uses a 987 cc turbocharged engine generating 75 hp and 78 lb⋅ft of torque through a three-speed automatic transmission, front MacPherson struts, rear four-link coil spring suspension; rack and pinion steering, front ventilat- ed disc and rear drum brakes. The Figaro can reach a top speed of 106 mph. Weight saving front bumpers are thermoplastic resin.

Standard equipment included ivory leather seats with con- trasting piping, air conditioning, CD player, chrome and Bakelite-style knobs, soft-feel paint on the dashboard top, chrome-trimmed speedometer with smaller inset gauges for fuel and engine temperature; and chrome-trimmed speedometer with inset clock.

Exterior paint color represented the four seasons: Topaz Mist (autumn), Em- erald Green (spring), Pale Aqua (summer) and Lapis Grey (winter).

At first, 8,000 Figaros were manufactured and then an additional 12,000 to meet demand. Prospective purchasers entered a lottery to acquire a Figa- ro. Limited edition cars came with passenger side baskets and cup holders.

Ghostly presents

21 .

Singer began manufacture, like so many, with , pur- chasing the manufacturing rights to the Perks & Hooch Motor Wheel, a one-cylinder 222 cc four-stroke engine contained in a spoked aluminium wheel, known as a motorwheel. A unique feature was that the engine, fuel tank, carburettor and low- tension magneto were all housed in a two-sided cast alloy spoked wheel. It was probably the first motor to be provided with magneto ignition. It was perhaps the only mo- torcycle engine of its era with reliable ignition. These were fitted to bicycles. The design was used by Singer & Co in the rear wheel and then the front wheel of a trike.

In 1904, he developed a range of more conventional which included 346 cc two strokes and, from 1911, side-valve models of 299 cc and 535 cc. In 1913 Singer & Co offered an open-frame ladies model. Singer & Co stopped building motorcycles at the outbreak of the First World War. 1 Singer's first tricar was the Tri-. It was powered by a 2 ⁄2 hp engine, and offered in two models, the No. 1 (passenger facing backward) and No. 2 (passenger facing forward); both fitted the passenger seat well behind the rear axle. The Tri-Voiturette was replaced by another tricar, which had two front wheels and a driven rear, more horsepower, and a coach built body, but with the passenger now in front of the driver.

Singer made their first four-wheel car in 1905. It was designed by Scottish engineer Alexander Craig and was a variant of a design he had done for Lea-Francis having a 2-cylinder 1,853 or 2,471 cc engine. The Craig engine was replaced in 1906 by White & Poppe engines in Singer's two light car models. These were a 7 hp twin and a 12/14 four-cylinder. These were joined by a White & Poppe-engined Doc- tor's and two -powered tourers, a 12/14 and a 20/22.

1904 Singer Car For 1907, the Lea-Francis design was dropped and a range of two, three and four cylinder models was launched, using engines. The Aster engined models were dropped in 1909 and a new range of larger cars introduced Singer experimented with a cyclecar, powered by a trans- versely-mounted aircooled engine in 1911–12. Instead, the company built a light car, the Ten, which debuted in 1912 with a 10 hp 1,096 cc four-cylinder engine; its main draw- back was a three-speed transmission built into the rear ax- le. The Ten was the company's first big seller. The same year, two years after George Singer's death, the "bicycle wheel" radiator emblem was deleted. That year's primary product was a 16/20, powered by a White & Poppe engine.

The Ten's performance attracted interest from former racing cyclist Lionel Martin, who bought a copy right off Singer's stand at the 1912 Olympia Motor Show. Martin gave the car a thorough going-over, im- proving the engine's power and raising the top speed from 40 to 70 mph. Martin set up shop in Henniker Mews, Kensington, England, tuning the four-cylinder cars, and did a robust business. This was aided by the motor racing success of Martin's own improved Ten, in particular at the Aston Clinton hill climb. The Ten would also be sold by William Rootes, former Singer apprentice turned dealer.

(Martin, hill climbing at Aston– that’s a clue!)

22 In 1921, Singer purchased motorcycle and cyclecar maker , selling a four-wheeler of their design, powered by a 1,005 cc water-cooled V-twin, for £250, under that name until 1924. The engine was changed to a four-cylinder Singer in 1922, but the car ceased production in 1923.

In 1922, Singer's first six-cylinder was a 1,999 of 15hp, with a dated fixed head. This new 15 used a chassis very similar to the 10's, and had one interesting feature, a retractable luggage rack. In 1924, the 15 was offered with a Weymann fabric body. Sales of the 15 were "modest". At the 1926 London Motor Show, the company debuted the Junior, powered by a 16.5 hp OHV 848 cc. Priced from £148 10s as a four-seat tourer, it had only rear-wheel brakes to start with. A racing 10 set the lap record in 1921 at 74.42 mph. Meanwhile, the 10/26 became the 1,308 cc en- gined Senior, joined by the new Six, powered by a 1,776 cc inline six based on the 10/26's and four- wheel servo-assisted brakes from Clayton Dewandre. The same year, Singer took over Calcott Brothers.

In the 1920s, Singer sales climbed steadily, by 1928, Singer was Britain's third largest car maker af- ter Austin and Morris. Singer, restricted by a built-in site, acquired other companies for factory space. In 1926, they made 9,000 cars. In 1929, with seven factories and 8,000 employees, they produced 28,000 cars, though having just 15% they trailed far behind Austin and Morris which shared 60% of the market. Ham- pered by their new acquisitions, the cost of new machinery and a moving assembly line in their latest ac- quisition, Singer's offerings were eclipsed by new models from Austin, Morris, and ; from 1932, these were joined by the new .

The Senior would be redesigned in 1928, with capacity increased to 1,571 cc and an additional crankshaft main bearing added (up from two to three). And, like the Junior and Six, the track was increased. One other model was a fabric-bodied convertible saloon, the .

The redesign left Singer with a few hundred older chassis, which the company re-bodied and sold as Deliverys, at £180.

In 1929, a 2+2 on the Junior chassis appeared, and the Senior disappeared, while the Six 1934 Singer Le Mans. gained a 1,792 cc sidevalve engine. This was joined by a Super Six, with a 1,921 cc OHV and four-speed manual transmission. This was, said The Autocar, "the most impressive Singer yet"

Independent front suspension was added to the Nine in 1935, while the larger models got Fluidrive transmissions. The new 1,384 cc Eleven and two litre Sixteen debuted that year as well, both also with IFS, while the Eleven was also offered with "aerodynamic" Air- stream coachwork; the name was given inde- pendent of the .

No longer viable, Singer & Co Limited was dissolved in December 1936 and what had been its business was transferred to a new company, Singer Motors Limited.

23 From 1938 to 1955, Singer Motors Ltd supplied new OHC engines (a few 9HP, a 10HP and numerous 12 HPs plus 4-speed gearboxes) for fitment to HRG Engineering Company's sports cars at Tolworth, Surrey, these replaced the 1.5 litre Meadows engines fitted to earlier cars.

After the Second World War, the new Roadster and the Ten and Twelve saloons all returned to production with little change. In 1948, Singer's first streamlined car appeared, the SM1500 which featured coil spring IFS and a separate chassis, still using the SOHC 1500cc engine. It was, however, expensive, at £799, and hopes it would save the company proved in vain.

The SM1500 was given a traditional radiator grille and renamed the Hunter in 1954, the high-priced Hunter was equally in vain. In the December 2011 edition of Automobile Magazine, a 1954 SM1500 was compared to an MG TD, finding the Singer Singer SM 1500 the superior roadster. By 1955, the business was in financial difficulties and the Rootes Brothers bought it the following year. They had first handled Singer sales just be- fore the First World War. The Singer brand was absorbed into their which had been an enthusiastic exponent of badge engineer- ing since the early 1930s. The next Singer car, the Gazelle, was a more up-market which retained the pre-war designed Singer OHV engine for the I and II versions until 1958, when the IIA was given the Minx pushrod engine. The Vogue, which ran alongside the Minx/Gazelle from 1961, was based on the with differing front end styling and more luxurious trim.

After 1958, all Singer products were mere badge-engineered models.

By 1970, Rootes were again struggling financially. They had been acquired by the Ameri- can Chrysler corporation, and founder (by then Sir William Rootes) had died in 1964. In April 1970, as part of a rationalisation process, the last Singer rolled off the assembly line, almost 100 years after George Singer built the first cycle. The last car to carry the Singer name was an upmarket version of the rear en- gined called the Chamois. With the takeover of Rootes by Chrysler begun in 1964 and com- pleted in 1967, many of the brands were set to vanish and use of the Singer name ended in 1970. The site of the Singer factory in Coventry is now occupied by Singer Hall, a hall of residence for Coventry Univer- sity.

Present and correct Sir

Singer Chamois

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Information taken from club & event websites, social media & Morgans Updates Exhibitors should contact the appropriate organisation for further information. DO NOT contact the Traditional Car Club about events organised by others. Selected 2021 events added to website events page. Provisional dates 2021 (may change). *=entry form available, abbreviations below Mar 14 Dewsbury Bus Museum Spring Rally & Running Day 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 5-6 Tatton Park Classic & Performance Rally (CAP) June 6 Messingham Show ## June 9 Eckington Classic Rally, Renishaw Hall (Rotary) June 11-13 Practical Classics Restoration Show, NEC Birmingham (date changed from March 26/28) June 20 North Yorks County Show June 20 Brocklesby Country Fair, Lincs 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 Green present and land July 17 Bishop Wilton Show July 17-18 Woodhall Spa 1940s Festival July 17-18 Masham Steam Rally, Marfield Fields north of Masham July 18 Crowle Show July 18 Ashover Classic Rally (Rotary) July 18 Newby Hall Rally (NECPWA) PROVISIONAL July 25 Sandtoft Gathering (TM) 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 8 Dewsbury Bus Museum Summer Spectacular Aug 14-15 Emley Moor Motor & Steam Transport Rally Aug 15 Chesterfield Motorfest Aug 21 Auckley Show Aug 21-22 Lincolnshire Steam Rally Aug 21-22 Passion for Power Classic Show, Tatton Park (CAP) Aug 30 Epworth Show (Provisional) Aug 30-31 Notts Classic Show, Thoresby Park NG22 9EP (AGSept 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 17-19 Doncaster VW Festival, Parklands, Doncaster Sept 18-19 Crowle 1940s weekend

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Oct 17 Isle of Axholme Running Day & Rally, Sandtoft (TM) Nov 12-14 Classic Motor Show, NEC Birmingham Nov 14 Dewsbury Bus Museum Running Day

South Yorkshire Transport Museum (SYTM) hold open days each month – see their website. Museum closed until end of March 2021 at the earliest. Sandtoft Trolleybus Museum Closed - will open Easter 2021 NECPWA York branch suggest there will be no event at Sledmere Hall in 2021 usually held at the end of June. Their provisional 2021 events are possibly for NECPWA members only, 31 May Wassand Hall, 6 June Mr Moos Ice Cream Parlour, 20 June Yorks Museum of Farming, 11 July Scampston Hall, 28 August Pocklington. If they become generally available, I will add them to the above list.

If you wish to enter an event please refer to the Events Folder which will give more details. 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 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 JB John Brook, Brickyard Farm, Badsworth, Pontefract WF9 1AX ([email protected]) JTU Just turn up LLMC Lincs Louth MC http://www.lincslouthclassics.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 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 YTCC Yorkshire Thoroughbred Car Club www.ytcc.co.uk

26 The Albatros was an Eng- lish automobile manufactured in Croft Road, Coventry and founded in 1922 by H.T.W. Manwaring. The origin of the name is reputed to be derived from a play on the name of one Albert Ross, who was Manwar- ing's mentor and boss earlier in his career.

There were two models, an 8 and a 10 hp, both using side-valve Coventry- Climax engines.

The 1247 cc 10 hp was sold in two versions. The Utility model had a three-speed gearbox and shaft drive to a rear axle with no differential and rear-wheel brakes only. It was only available with open two-seat coachwork and cost £200. The Special Touring model was similar in mechanical specification but did have a differential and electric starting and was availa- ble with a variety of bodies including closed saloons or as chassis only. It cost between £190 (chassis only) and £275 for the 2-seat coupe.

In late 1923 the 10 hp was joined by a smaller 1094 cc 8 hp with 2-seat body at £165 or a sports model at £190. In 1924 the company appears to have been in financial difficulties and moved to new premises at Bedford Street, Coventry. A new car was launched still rated at 10 hp but with a larger 1368 cc engine still by Coventry- Climax and priced at £210 but they failed to take a stand at the London Motor Show that year and the company seems to have been de- clared bankrupt at the end of the year.

Only a few cars were ever made and it is thought that only two survive.

There was also an Albatros company based in Paris, France, who made motor cycles and cars in 1912.

Christmas activity 4 Name the horses

Presentation. (He is an Ambassador so it’s probably Ferreros.)

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It really has been a funny old year, Can’t meet for a car club, nor for a few beers Summer turned up, then left us behind, Autumn just passed by, it’s not very kind. Classics sat quietly, not going anywhere Because of a virus that really don’t care. As far as we know, we’re all still ok And if we stay careful we’ll keep it that way Until something changes and we can have fun All getting lost on the first car club run.

Merry Christmas to all and Happy New Year From the Committee

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