VOLUME 16, NUMBER 1 Jan-Feb 2011 INSIDE THIS ISSUE or [email protected] if you plan on April 17—St. George’s Day show Austin J4 Van Update 5 attending (Steve must know numbers put on by the L.A.M.B. car club. Alpine Gets a New Lease On Life 7 for restaurant booking) Contact Bence or register at Mike Smith 9 www.lambscarclub.com British Car Specialty Bits 9 Mar. 1—Monthly meeting at Confed- May 21-Vancouver ABFM World’s Fastest Sunbeam 10 eration Park—film ―Vancouver Hon- June 11-June 27 -California Cruisin’ Branch Minutes/ICBC Report 11 eymoon‖ 1961 BC Tourism promo -Drive to California organized by the Autojumble/At The Wheel 12 film featuring a . Central Island Branch, contact Marge at 250-753-9168 or April 10—Fort Langley Run (contact UPCOMING EVENTS [email protected] for more Walter for more info ) Feb. 12– Hearts and Tarts run- info. contact Steve Blake at 604-943-6416

Cars of Branch Members My lust for English sports , however, started six or and their Stories seven years earlier when I had a high school art teacher with a red Austin Healey 100-6. His girlfriend had a By Walter Reynolds baby blue Austin Healey Sprite and I thought they were the two coolest people on the planet. The lust was fi- The Car Collection of Steve Hutchens nally satisfied In 1965 when I saw a red 1960 Austin Healey 3000 BT7 with a “for sale” sign.

My Volvo interest co-existed with my English car inter- est, and late in ‟65 the ‟62 Volvo was traded for a ‟66 Volvo 122-S. Facing service in the US Air Force in the fall of 1966 called for realigning my fledgling auto col- lection so a series of rapid transactions saw the ‟66 Volvo 122-S traded for a ‟60 Volvo 122-S (to get rid of car payments), then, just before entering the Air Force, the ‟60 was traded for the ‟64 Volvo 544 that I still own. I also sold the Healey, a transaction I have often regret-

ted.

Air Force service introduced me to the Pacific North- Writing on the windshield of the Reynolds’ . 2009 west at McChord AFB in Tacoma where a sergeant I Fort Langley Run. (Walter photo) worked for loaned me his ‟66 Austin Healey Sprite for a Time-Speed-Distance rally sponsored by the Tacoma This month we tell the story of Steve’s collection of cars. Rally and Competition Klub (TRACK) which my wife The story even includes a spot of romance. While the em- and I won. I joined TRACK and became their first news- phasis is on British vehicles, Steve also tells us about his letter editor. My lust for English sports cars continued collection of European cars. and in March 1969, soon after getting out of the USAF, Here then is Steve’s story: I bought the 1962 Morgan Plus-4 4-Seater that we still own. I wanted a 4-seater to ensure room for our first I bought my first car, a 1962 B16-powered Volvo 544, in child. 1964 when I graduated from the University of Arkan- sas.

1962 Volvo 544 + Steve with hair! (Steve photo) 4 Seater before restoration and colour change. (Steve photo)

The need for a newer car prompted the addition of a On December 6th, 1998, I went to morning church ser- new SAAB 99 in 1970. It used the same engine as the vice at Unity of Tacoma. I had arrived at the church Triumph TR7 and, though fun to drive, proved less than towards the start of the service and found a place to sit reliable. The front wheel drive 99 had the engine in- that wouldn‟t disturb anyone. This was an aisle seat. stalled longitudinally behind the drive axle with the The next seat was vacant and in the seat beyond that front of the engine facing the firewall. To replace the was a tall woman. When it came time to use the hym- timing chain, which happened twice during my brief nal, I realized that there wasn‟t one in front of me. ownership, required pulling the engine. The SAAB was However, the woman two seats over shared hers with so bad that I wholesaled it to a dealer in Kansas City, me. She was Celia. Our eyes met and that was that. We Missouri, and took a bus back home to Aurora. Needing were the last people to leave the church that morning. a “daily driver” led me to buy a 1972 BMW Bavaria in “Close the door behind you,” was the church Elder‟s the fall of 1972. The Bavaria was probably the best car parting comment to us! I‟ve ever owned, and, as an ancestor of the current BMW 5-series, was capable of at least twice the feder- July 1999 was a big month for me. I accepted an early ally imposed “double-nickel” speed limit (55 mph na- retirement deal from Creighton University and Celia tion-wide). (For anyone who is counting, there were four and I were married. We had no permanent home at that cars in the stable at this time.) point so we travelled around the United States in my motor home looking for places where we would like to Sometime in 1977 I sold the BMW to a local mechanic, settle down. One of the stops was Tulsa, Oklahoma, six months before the engine blew up. To provide tem- where my son lives. There we found a 1959 Morgan porary family transport I bought a 1965 Volvo 122S sta- Plus 4 4-Seater for sale. I needed a retirement project so tion wagon. It looked awful but we found the owner. He had an ran great so I used it for over four import cars parts store with a col- years including my time in grad lection of eight to ten sports cars school. The fall of 1981 found me at the rear of the store. During the teaching in Omaha, Nebraska. My 70s and 80s, he bought these tired dad thought the Volvo was too sports cars at the bottom of their tatty for a fledgling professor so value curve and stashed them he found a 1978 504 Die- away. The Morgan was in a room sel station wagon for me to buy. about 8‟x28‟ with an Austin The Peugeot turned out to be a Healey 100-4. The walls were very nice car, lacking in power stacked with stuff on both sides perhaps, but excelling in every Morgan 4+4 at 2009 Fort Langley Run. such that it was difficult to walk other measure. I‟d still own it if it (Walter photo) around the Morgan. There was hadn‟t rusted away and yielded only one light bulb in the centre of its garage space to a 1988 Jeep Cherokee Laredo, the the room and everything was covered in dust. only North American car I‟ve ever owned. The owner didn‟t want to pull the car out into the day- Fast forward to the fall of 1998: I was on sabbatical do- light for a proper inspection, but as it was a Morgan ing marketing research at Mount Rainier National and he was willing to sell we said we would get back to Park, living in the park headquarters compound. My him. A month later and while we were still traveling we Morgan was living in a trailer behind my motor home finalized the deal through my son, Mike. He trans- and I had a connection to the Morgan community ported the car to his home to store for me beside my ‟64 through my membership in MOGNW that I joined the Volvo 544. previous spring before leaving Omaha. That connection led me to the Portland ABFM that September where I A story that a friend told me about a restoration shop in met Ken and Pat Miles, Bob McDiarmid, Les Indiana planted the seed for a restoration saga that Burkholder, Ron Theroux and several other MOGNW lead to another Morgan. The shop restored cars in members. Ken invited me to join them on the Whistler batches of four or five cars of the same make and model Run three weeks hence so I drove the Morgan to North (a batch of TR3s, MGAs, etc.). This way, the first car Vancouver to join them. As we progressed toward Whis- was used as the guinea pig and the lessons learned tler along Marine Drive in West Vancouver, I looked at were used on the other cars in the batch, thereby speed- the ocean, the blue sky, the snow-capped mountains ing up the restoration process and reducing the cost to and the green forests and took in the sight of over a the owners (the owner‟s charges were based on the av- dozen Morgans driving together through this scenic erage of the cost to restore all the cars in the batch). I beauty. I could not figure out how I was going to leave thought that this was an interesting business model, all this in nine months and return to Nebraska! and telling Celia about it led towards making it my own.

VOLUME 16, NUMBER 1 THE ROUNDABOUT PAGE 2 We were traveling through Ft. Myers in Florida and Time for another reconciliation: At this point in time we stopped at a mall. Coming out of the shopping mall, I owned two project Morgans – one stored at my son‟s picked up a copy of Hemmings. We drove on north up place in Tulsa and the second with us on the U-Haul Florida‟s west coast and Celia was looking through the and in the motor home (it, too, would be stored at his Hemmings. She read me an ad for a Morgan Drophead place). Our Volvo 544 was also stashed there. The origi- Coupe that was for sale in Peoria, Illinois. As the miles nal 1962 Morgan Plus 4 4 seater was in a trailer in passed by we talked about the Drophead. Celia encour- Mount Rainier National Park in Washington. That‟s aged me to look into buying the second project car to four collector cars, three in storage in Oklahoma and pursue economies of scale somewhat like the shop in one in Washington awaiting our return. Indiana. I phoned the owner and spoke for over an hour. So, come January 2000, with our tour over, we still did- n‟t have a permanent home although we did have about The next day I phoned him back to say we wanted to five areas where we would like to concentrate our look at the car which, at that point, was three days search. We started looking near Olympia but every drive away. I offered to wire a deposit to him but he morning we woke up to fog. After several days of fog I wouldn‟t hear of it. I told him researched long term weather at that I was concerned that the car the local library and found that might not be there after the the further north you go on the three day drive. The owner west coast, the better the weather. promised to save the car till we Bellingham appeared to be the got there. We arrived at his shop best location on the U.S. side of on Friday afternoon. The shop the border. After several months was called „914 Ltd‟ and is a Por- of searching we found a property sche 914 garage. The Morgan in Bellingham that had a home was bought for his wife and he and a large pole barn for project had done a lot of work on it but, cars and other vehicles. in the end, found that the chas- SPY PHOTO—Steve’s DHC in Panel sis needed major work. Retrieving three cars from Tulsa, Craft’s spray booth, November 23, 2010. Oklahoma, became the next chal- At this point in its life, the Mor- lenge. Because we go back to gan had gone through two own- Tulsa every year, we decided to ers intending to restore it but bring a car back after each visit to was still largely in boxes. In fact, save shipping expenses. One by it was stored around three ware- one the cars found their way to houses which, in turn were in Washington. different parts of the city! We spent some time looking at what I was now retired and was looking he had of the Morgan at 914 Ltd. forward to all the time I could get After we had finished looking he to work on the restorations. Real- invited us out to dinner with his ity, however, found me getting wife, and if that wasn‟t enough involved with car clubs plus part SPY PHOTO: Steve’s DHC wings, freshly time teaching. Part-time enroll- they offered us a room for the painted but “hidden away” from prying ment in an auto body course at night to give us a break from the eyes. Panel Craft, November 23, 2010. motor home. The next day we Bellingham Technical College and went to the remaining two locations to look over the other life things were slowing my progress with the res- rest of the Morgan which was all in boxes. By 1 p.m. torations. [WR. I recall Steve providing a ‘show and tell’ that afternoon (Saturday) we made the deal and paid session at an OECC meeting where he brought in a wing for the Morgan. We rented a U-Haul trailer and loaded from one of his Morgans that he was working on in the as much of the Morgan on it as we could. The balance of course.] Even by 2009, progress on restorations was not the car‟s parts were liberally distributed throughout the as I would have liked it. During August 2009, Les motor home. After spending a second, very pleasant Burkholder called to say that he‟d bought a Morgan evening and night with the now ex-owner, we headed Drophead Coupe in Hawaii. After some discussion Celia out on Sunday morning to Missouri to visit with my and I decided that it was to our advantage to enlist parents. The morning after we arrived, I took dad out to some help in finishing our ex-Peoria Morgan Drophead see the “new” Morgan. Dad was always interested in Coupe‟s restoration. I contacted Panel Craft in Langley cars, but looking at the DHC in boxes he thought it and contracted with Steve Sillett to do the work. As of looked like an awfully lot of work. writing this, the work is progressing nicely.

VOLUME 16, NUMBER 1 THE ROUNDABOUT PAGE 3 Over several years Celia and I talked about buying a British saloon car to join the Morgans. We looked at lots of cars and did lots of talking to a lot of people. In Sep- tember 2009, we went to the Portland ABFM in the ‟62 Morgan. That year, the Morgans were parked next to the . There was a station wagon in the Mini group and I spent a lot of time talking to its owner and decided that the Mini station wagon was a car to inves- tigate further. Thanks to the Internet, we found two Mini station wagons that we liked – one in the UK and one in Dallas, Texas. [WR: The story of acquiring and retrieving the Mini can be found in the May-June 2010 and July-August 2010 issues of the Roundabout.]

Steve and Celia at a rest stop during

BRBC 2010. (Alan photo)

We‟ve been members of the OECC Vancouver Coast Branch since November 2000. By a fluke of fate, I was on the organizing committee for the first Brits Round BC in 2005. The name was penned by Celia after the event committee‟s name discussions became bogged down. We completed all of BRBC 2005, 2008, and 2010 and did the first and last days of 2006 Needless to say, we enjoy BRBC and touring in general. The Mini saw use on BRBC 2010, and provided space for OECC rega- Mini as found, pre-restoration. (Steve photo) lia of which we sold over $800 during the event.

While half of our collection is British, the other half re- veal my affinity for vintage Volvos of which we have three. I still have a weak place in my heart for vintage , SAABs, and the BMW Bavaria. And there we have this month’s story. The Cars of Branch Members and their Stories continues in future issues as follows: April 2011 – Bart Shaw; June 2011 – Alan Miles; August 2011 – Brian Lees. As this is a sec- tion for members, contact me if you want to tell us about your British vehicles: Otherwise, that phone call you get may be from me!

Mini under restoration. (Steve photo)

Gerry Parkinson admires some fine examples of British automotive engineering (including a regalia stuffed Mini) at the motel in Valemount during BRBC 2010. Mini today. (Steve photo)

(Alan photo) VOLUME 16, NUMBER 1 THE ROUNDABOUT PAGE 4 as a reference as the inside structure was removed layer by Austin J4 Van Update layer. We were both amazed by the number of layers of for- mer steel (rust) that comprised the door jamb. At one point we considered cutting it all out and putting in steel tub- The following article is written by Frank French of the ing but in the end it was decided to start from the good Edmonton Classic Sports Car Club. Frank is the current bits and build it back out. Lots of cardboard cereal boxes owner of this van and is restoring it with other members were cut up into patterns. and then reconstruction started. of his club. This is the latest article on the restoration, Seeing how things went together we left the front jamb to previous articles can be found online at www.box.net/ shared/zrdoptmgtm. the door sill which is a box section with some very tricky curves but one that gives the structure a lot of strength. OECC members may recall that this van was once We stopped for the day with the inner panel set up. owned by Pat Jones and was considered as a restoration project for our branch at one time.

Special thanks to Les Foster for contributing the article, Ian Cox for his help in contacting Frank and especially Frank for his permission to reprint it here

The J4 van has been the test mule for two courses on metal bending and a lot of progress was made and people have learned how to do flanges on the brake, how to stretch The next day was day one of the course and we started metal over a form and other handy metal bending items. with marking out the inner sill panel for the other side; The areas we covered such as rockers and cover panels were as it has to be replaced too. It was a bit different as that perfect for group courses. However the van had serious sill panel had less metal than the passengers side. With structural problems in the door jambs. I made arrange- that done Phil continued on the door jamb reconstruction. ments with Phil who taught our courses to have him work The group tackled removing the corrosion above the sill on on one of the door jambs outside of a course. I asked him the drivers side. That involved cutting out part of the how much more if I came out to help and he was kind side panel. A bit scary and welding that length could re- enough to say it would save me some money. So that‟s what we did. Before the next course I went out and we sult in a bunch of permanent waves. It had to be done as started on the passenger side door jamb. Being busy I did- the rust had perforated the inside. The floor beneath was n‟t take as many pictures as I should have but to give you crusty too and so that was cut out and ground flat. That an idea the drivers side pictured was the good side. work was interspersed with helping Phil as he figured things out on the door jamb. We all found that it all took After much study we started at the top and cut out all time and before we knew it it was time to end for the day. the rot behind the front flange which wasn‟t bad till you get to the bottom of the windscreen panel Then it was We started back on Sunday and continued with the grotty to the bottom. Phil made up the little curvy bit work though we managed to get a few more items attended behind the front hinge and we left the bottom flange front to we did run out of time to get the long panel installed.

VOLUME 16, NUMBER 1 THE ROUNDABOUT PAGE 5 We did get it made up and joddled (or joggled) and it fit quite well. It had been decided to give automotive adhe- sive a chance and so that was what we were working to- wards before the end of the day. Phil asked me to come back out on Monday to finish the last bits.

The majority of the struc- ture had been made up over the weekend but there were a few complex pieces to make up. The prob- lem with the The passenger side is just about done from the front seam cap piece in to the back. We still have to repair the panel above the addition to the multiple folds and flanges was that the back sill and then the nose area will get some attention. I whole unit was curved slightly on the outer edge. That think Phil will be using the English Wheel for that took some head scratching but as you can see it was fi- panel. Sure Looks a lot different than when we loaded it nally figured out. We coated it all with weld through on the trailer two years ago. Probably not worth the time primer which may work but Phil commented a number of or money poured in but she is kind of cute. times how it made welding difficult. Not his exact We then turned to the side panel. The outer bit of rusty words. Still it will protect the inside of the panel a bit floor had been removed and replaced earlier. The re- better than original. placement panel had been made up and joggled and fit- ted. All we had to do was plug weld it to the floor. Figure out a clamping system and apply the panel adhesive. It took four hours to set and so I didn‟t get to see the end product but clamped up the metal wasn‟t warped and if they can glue Audis and Volvos together there‟s no reason to think it won‟t hold a 68 Austin‟s side panel. Phil phoned as I was writing this and said the wood came off and things look good, it‟s primed up and ready to go for the next course. He was saying that if we keep doing courses Once that panel was in and the sill panel was welded to the van will be done and then what will we do... I think the inner panel the jamb was complete and the door shut there‟s a lot more to be done but some day... varoom... off with a very satisfying clunk. The work completed for a we‟ll go... very reasonable price (there‟s a fee for the course) at shop rate it would of been about eight times the cost of the van. The next side shouldn‟t take as long but then things will have come a long way.

VOLUME 16, NUMBER 1 THE ROUNDABOUT PAGE 6 Now having decided that this was going to be my plan Alpine Gets a New Lease on of action I then decided that I didn‟t want to pay any Life (Twice!) more mechanics. These cars are pretty straightforward in design and I have helped pull a few engines before so By Alan Miles I figured it was something I could handle myself. Now when I say myself I knew I would need a couple of help- ing hands, preferably with a little more experience than myself. I found two very willing and enthusiastic accom- As some of you may recall from my last Roundabout plices in Gerry Parkinson and Les Foster. So enthusias- article, “2,600 Miles in an Alpine – The Road to SUNI tic that when I said there was no hurry and that I still and (almost) Back” (Sept/Oct. 2009) Mary Lou and I had to unhook everything from the engine to get it encountered a bit of a problem on our way home from ready they said they‟d be over on Saturday which was South Dakota in the ‟62 Alpine. I thought I would pro- only a few days away. When I told them I couldn‟t possi- vide a short update on what has happened with the car bly have it ready to pull by then Gerry informed me it since. was no problem, they would help unhook everything. Upon our return I had the car towed to the local garage Saturday arrived and sure enough Messrs. Foster and we have used for many years and it was diagnosed with Parkinson arrived and fuelled by coffee and cinnamon several burnt out exhaust valves among other things. buns said engine was removed that day. As we ran into The owner of the garage suggested sending the head out a few problems and other family obligations had to be for rebuilding including new hardened valve seats to honoured we adjourned for the day. We met again a few make it compatible with today‟s unleaded fuels. I asked weeks later and installed the shop owner about re- the “new” engine. I then pro- building or at least having a ceeded to hook up every- look at the bottom end but thing and finally got the en- he was adamant this was gine running in early 2010. not necessary. He reasoned That‟s when the fun began. that it was a waste of money to rip it down if it had not As soon as I fired up the re- given any trouble. I reluc- conditioned engine I noticed tantly agreed as I know he the rockers were very noisy. was just trying to save me Nothing unusual I thought some money and I figured as I hadn‟t adjusted them he was a mechanic and yet. After the engine probably knew better than I reached operating tempera- what was best. ture I set the valve clear- ances and to my surprise it Shortly after the car came made no difference to the back Mary Lou and I took it noise emanating from the on the AGM tour in September, 2009. I noticed it engine bay. Gerry came over a few weeks later to help seemed to be making a slight knocking or rattling noise me put the hood back on and upon hearing the clatter from the engine. Upon my return it was diagnosed as coming from the engine suggested we check the valve possibly being piston slap. I was advised by the shop not lash again. I must say doing this job with two people is to worry about it but again I didn‟t feel completely com- much easier. It was decided that I had indeed set them fortable with that advice. a bit loose so I was feeling quite confident that we had After several months and much thought I decided the solved the problem. Much to our dismay when we fin- best plan would be to pull the engine and replace it with ished and started the car the noise was still there. At a used but reconditioned one I had just been given by a that point I assumed it must be a case of badly worn friend. I would then have the bottom end of the original rockers. engine rebuilt and put it in my newly re-painted Rapier After deciding that the rockers might be worn I decided when it returned from the paint shop (both cars use the to install a pair that had been on the old Rapier engine same engine). That way the Rapier would have a com- and that I knew were relatively quiet. Once again no pletely rebuilt engine to go with its new gearbox and decrease in noise was achieved. Now I realized that unit. I was hoping to get a larger 5 bearing something else must be amiss. 1725cc unit for the Rapier but figured the 3 bearing 1592cc engine I already had would have to do. I was After consulting with several fellow Rootes Group afi- planning on selling the Alpine eventually so the recon- cionados I was told that perhaps a bent pushrod could ditioned engine would be fine for it I reasoned. be the culprit and was told how to check for this. With

VOLUME 16, NUMBER 1 THE ROUNDABOUT PAGE 7 the engine running and the valve cover off I inserted a feeler gauge under each rocker in turn to see if any change or decrease in noise was heard. Once again no difference was heard. This left one culprit in the mind of my fellow Rootes friends (and a mechanic I might add), the camshaft.

Now to say I was disappointed would be an understate- ment. I knew that putting in a “reconditioned” engine a friend had gave me was a risk but the friend had told me he had looked at the bottom end and all looked fine to him. I couldn‟t really blame him and I didn‟t. As I said, I knew it was a bit of a risk. On the bright side it was good experience for me to do an engine swap and I was quite proud of myself that I got it up and running (and running quite well I might add save for that damn rattle!). Despite the engine and everything mechanical running great we were still plagued by electrical problems on There was no way I wanted to get into ripping apart an BRBC. The alternator and some interesting wiring by engine and with Brits „Round B.C. fast approaching and the previous owner were found to be the culprit. After a fix in Williams Lake the second half of the tour went the Rapier still in pieces I was wondering what I should well. do. Cancelling our participation in BRBC was looking like the only option. Then a thought occurred to me, why don‟t I put the original engine out of the Alpine Still I wasn‟t totally convinced until a few days later (now back from the engine rebuilders and awaiting in- when I was talking to a fellow branch member (who stallation into the Rapier) back into the Alpine? Several shall remain anonymous except for the fact that he advantages occurred to me with this possible solution. seems to always have big boxes of clothing with him Firstly, I would have a brand new engine in the Alpine and a pretty good sales pitch). He mentioned that the forcing me to keep it for a few more years anyways to summer season was almost on us and that sometimes get some enjoyment out of my investment. Having there‟s just too much other stuff going on in life to do it grown a bit fond of the old crate I was in need of an ex- all yourself, especially if there‟s events you want to par- cuse to keep it other than just as a replacement for the ticipate in. That sealed the deal for me and I decided to Rapier while it was out of service. Secondly, we would have it done. Being a straight forward re and re of a have a much more reliable car that we could do BRBC small engine the cost wasn‟t too bad really and partak- in. All you folks who saw me constantly break down the ing in BRBC was a lot of fun and I wouldn‟t want to first half of the tour can start laughing now but in my have missed it. We also participated in several other defence, most of my breakdowns were electrical in na- events last summer including the AGM tour and ture (damn previous owner!) and the new engine ran Bence‟s Fall Crawl putting on over two thousand miles great and had lots of power. The last advantage was I on the Alpine in total. So I guess the investment was could now look for a bigger 5 bearing engine for the Ra- worth it, as we have some really good memories as divi- pier as per my original plans. dends.

Disadvantages you say? Well with Brits less than two months away, a busy work schedule and every weekend spoken for plus visiting relatives for most of June, there was no time to do another engine swap. An experienced type might have been able to handle doing it on the odd evening here and there but I knew it would take me awhile judging from how long it took for the first swap. There was only one option available to me if I wanted to attend Brits, pay a garage to do it for me. I discussed it with Mary Lou and being a big fan of BRBC she said to go for it. Reasoning that the tour is quite a reasonable holiday expense wise, not like flying overseas or any- thing, and that these cars are money pits anyways and should only be looked on as investments in the sense that they give you back a lot of joy in return. On the way up to Lund on the Fall Crawl in Oct. 2010 (Still sporting BRBC plate)

VOLUME 16, NUMBER 1 THE ROUNDABOUT PAGE 8

As most of you will know by now branch member Mike Smith passed away on Dec. 17, 2010. Mike was a well liked member of our branch and contributed over the years to the phone committee . He could often be seen at monthly meetings and on runs with one of his beautiful cars. Whiskey Mike will be missed by all that knew him and if I may quote Nigel Matthews from a recent e-mail…”Let’s all lift one final tumbler to a real Gentle Man”

The following is an article that Nigel wrote for Homes and Living magazine in 2007. Reprinted here with kind permission of its author.

Having taken just five weeks vacation over a 15 year period running your own business is enough to drive anyone to the whiskey bottle! Mike Smith was first subjected to the taste of single malt whiskey during a Christmas vaca- tion while staying in a castle in Scotland. The friends who had arranged the Scottish vaca- tion came to visit British Columbia and brought with them some more single malt whiskey (duty free I suspect) and a book called The Malt Whiskey Almanac by Wallace Milroy, a 144-page pocket book that became Smith’s bible!

Having sold his business in 2000 and used to a hectic lifestyle, it was time for a hobby or something to occupy his time-this is when some chaps take up golf! Mike dabbled with collecting classic cars and nothing but the best, Rolls-Royce and Bentleys. They are rather expensive and take up a lot of room and being British, leak oil! So, it was time to try something else. Smith decided to see if he could collect a sample from all of the distilleries listed in Milroy’s book. It kept Mike busy for years and just like the car hobby, he met and became friends with wonderful people from all over the globe, many of which communicate via the internet. The collection currently amounts to 604 bottles, only two in the Milroy book were unobtainable as the distilleries had been closed for many years. The benefits have been tremendous and sharing the quest and sipping the results of his finds has become a great hobby.

British Car Specialty Bits (Submitted by Steve Hutchens)

An email crossed my monitor that seemed possibly worthy of passing on. It was a list of small firms that supply specialty bits for our old English cars, some important, others not so, but generally things that are hard to find. The website‟s home page which has links to each of these firms states:

This web site showcases products and services developed by enthusiasts for enthusiasts but, being "cottage industries” or "one man bands" they can’t bear the cost of advertising. Their sales are usually by word of mouth and so the BCCI website helps the word to spread. The website also lists some prod- ucts developed by commercial organizations that are considered essential to the British car enthusi- ast but aren’t generally advertised.

http://www.britcot.com/

VOLUME 16, NUMBER 1 THE ROUNDABOUT PAGE 9 World’s Fastest Sunbeam By John Webber

(The following article appeared in the January issue of Classic Motorsports Magazine. It is reprinted by kind per- mission of its author, John Webber.)

During the Utah Salt Flats Racing Association‟s annual World of Speed event this past September, Larry May- field of Pahrump, Nevada, drove his much – modified Sunbeam to a speed of 204.912 mph during a timed mile. The last time a Sunbeam went nearly that fast was in 1927; the pilot was Sir Henry Segrave, the car was pow- ered by two aircraft engines, and the venue was Daytona Beach, where Segrave set an official unlimited land speed record of 203.792 mph.

Mayfield‟s goal on this run was not an official Southern California Timing Association record, but to secure bragging rights as the world‟s fastest Sun- beam. However his time sheet shows he was still accelerating as he flew through the mile-5 timing trap. His exit speed of 210.729 mph indicates that he could have a shot at a record 213.176 mph in SCTA‟s C/BFMS class, where his car is officially assigned.

His trip down the course was not without drama; the faster he drove, the more the Sunbeam‟s tail squirmed from side to side. He says he drove the last mile with one hand on the steering wheel and the other on the para- chute release. When the mile-5 marker flashed by, he popped the parachute. 1000 hp Sunbeam at the The car straightened up and finally stopped about a mile later. Beaulieu Auto Museum. This This story, like so many others, was several years in the making. In 1997, is the car Sir. Henry set his Mayfield bought a rust-riddled 1966 Alpine and decided to turn it into a land 1927 land speed record in. speed racer. His specific aim: break Segrave‟s record. He dubbed the car The World‟s Fastest Sunbeam Wannabe, and he‟s been working on it ever since. Help comes from his wife and crew chief, Cathy, friend and salt flats crewmember Dale Pulju, and a host of other Sunbeam supporters around the world who have enjoyed his frequent forum threads and website updates.

His Sunbeam is powered by a Ford 306 block fitted with a stock crank and rods plus AFR heads fitted with In- conel exhaust valves. The cam is a custom Comp Cams turbo grind with solid roller lifters and roller rockers. A Turbonetics HP72 turbocharger blows through an ice water-to-air intercooler. In its current state of tune, the en- gine produces about 650 horsepower. The transmission is a Performance Automatic-massaged Ford AOD turning a narrowed Ford 9-inch rear fitted with a 2.5:1 gear ratio set.

The Sunbeam body has been tubbed in the rear and fitted with a substantial roll cage. Other than a front air dam, rear spoiler/stabilizing fins, and an aluminum tonneau, the body looks remarkably stock.

Mayfield says he wanted the car to be recognizable as a Sunbeam, and indeed it is. However, after this run he‟s going to have to stop calling it a Wannabe.

Dale, Larry, and Cathy after the run Starter (in blue and white shirt) giving final safety check and talk just before run

VOLUME 16, NUMBER 1 THE ROUNDABOUT PAGE 10 Minutes of the Vancouver Branch of the passed that changed the route for 4 years. Those 4 Old English Car Club of BC for Jan. 4, years ended in 2010, but given border reality it did not seem feasible to have a cross border trip. 2011 made a motion that the Brighton Commemora- (Submitted by Bill Aaroe) tive Run remain an all Canadian routing; there was no discussion and the motion was passed.

Ken Miles spoke on the Club AGM which will be in The meeting was held at the „Chicken Farm‟ home and Kamloops on August 27th. He is again planning a run car collection of Dave and Rosemary Pollon in Langley. for the trip there with a stop at the Quilchena Inn near Fourteen members and two visitors were present. Merritt. As this facility has only 12 rooms those want- ing to stay there will have to commit to the run quickly. After socializing and touring the collection the meeting was called to order by Ken Miles in the absence of Steve Lorna Hoare spoke about a possible run to the Britan- Hutchens at about 8:00 pm. nia Mine with a picnic at Porto Cove. A private tour of the mine museum will be arranged for us. She then Lorna Hoare expressed the gratitude of the club to went on to ask for thoughts and ideas for future meet- Dave Pollon for his hospitality; followed by a warm ings. round of applause by all. All business being concluded the meeting was dis- The floor was turned over to Ken Miles for the purpose missed at approximately 9:00 pm. of elections. The following were elected unopposed; Steve Hutchens as Past Chair, Steve Diggins as chair- man, Collin Crabbe as Treasurer, Alan Miles as Editor, Lorna Hoare as Events Coordinator and Dave Bal- ICBC/AirCare Liaison Report lantine as Social Secretary. A call for nominations for By Fred Bennett the position of Secretary was made and no nominations or volunteers came forward. The outgoing Secretary, Bill Aaroe said he would serve until a replacement could be found. Collector Car Program

The meeting was turned over to Steve Diggins. 1) A recent concern within the collector car fraternity regarding apparent delays in processing of collector The Treasurer reported that we were more or less status applications by ICBC, has been reported by ap- break even last year on operations and that we have plicants. A joint decision by the Collector Car Council about $3000 in our bank account. and the Specialty Vehicle Association is to collect data to address this concern. If you have recently applied for The acting Secretary reported that 62 had paid their collector car status would you please provide the follow- dues for the year, 23 had not and that one member had ing information. Privacy will be maintained. advised that he was dropping out of the club. -Owners name Lorna Hoare advised that the next meeting was at -Make and year of car Rainbow Station on Feb 1st and that Dave Ballantine -Date of application would be the guest speaker and that the Hearts & -Date of ICBC response (if received) Tarts Valentine Run would be on Sunday Feb 13th (now Saturday the 12th). Also we have been invited Please respond to Roundabout editor, Alan Miles, back to the St. Patrick‟s Day parade, Sunday March [email protected] or 604-272-2145 or Fred Bennett, 20th, but that an $80 entry fee was required. Some dis- ICBC/AirCare Liason, ph. 604-939-1773, fax 604-939- cussion occurred about how this event was good expo- 1753 sure for our club and it was decided that we would ask for a waiver of the fee as we would be ferrying so digni- 2) It has been reported by the media that the AirCare taries if our cars were in the parade. contract has been renewed and will continue into the future. I have spoken to Dave Gouley, Manager AirCare Steve Diggins spoke on the plans for the 2011 London and have been informed that regional recommendations to Brighton Commemorative Run, that we needed help to TransLink have not been completed and no to re-organize it as he hoped we could return this to the TransLink request for contract renewal to the ministry premier club event it used to be. In 2010 we had 30 – 35 has been made at this time. It is anticipated that these participants. A question was asked about whether or processes will be complete and in place by 2011 year not it would ever again be a cross border event and Ken end and that contract renewal will take place. Few, if Miles reminded everyone that in 2007 we had a motion any, changes are anticipated.

VOLUME 16, NUMBER 1 THE ROUNDABOUT PAGE 11

AUTOJUMBLE English Cars & Parts For Sale and Wanted See more ads at oecc.ca/vcb under the Autojumble menu

1976 Triumph TR6. One owner for the last 20 years, 104,000 miles, mechanically per- fect, all bills available, new tires, collector plates. ICBC agreed value: $15,000.00. $13,000.00 obo. Peter Henderson 604-682-8290

Lesney Dinky Toys from the 1960’s: Bedford Duple Luxury Coach,, No.21, Rolls Royce Silver Cloud, No. 44, Matchbox series red double-decker bus, Austin A50, No.36, 1 ton Trojan Van with Brooke Bond Tea written on the side, No. 47, Morris Minor 1000, No. 46, Ford Anglia, No. 7 $15.00 ea. 604-910-7244

1960 Austin Cambridge original condition, in need of full restoration, located in Edmon- ton. Contact Peter for more info and pictures at [email protected]

1963 TR4 rear axle and rad fan : Mike Stout 604 -531-3328

1962 Minx Series IIIC Saloon: 1592cc 4cyl. ohv engine, rare Easidrive auto- matic transmission, new carpets and some upholstery work, excellent near original condi- tion, has collector plates, 35,000 miles approx., runs great. $3,500.00, contact Alan Miles at 604-838-2145 or [email protected]

1950 Thames E83W van; original, complete and restorable; has proper papers; $1500 CDN.

1953 Thames E83W Estate Car; all original and very rare; missing rear seats but have measurements, photos, etc. for restorer to replicate; have both front seats; needs complete resto but could be combined with excellent chassis from similar ve- hicle (restored many years ago but never used) to make restoration much easier. Has proper papers. $3000 CDN.ncluding second chassis.

1952 Thames E83W chassis; restored and painted in mid-70's but never used; needs minor attention and new paint but is complete with all running gear except motor. Motor possibly available at extra cost. Papers available. $1000 CDN.

Thames E83W steel pickup box and cab corners, etc. Make a pickup out of your van? Rare- $500 CDN.

Lifetime collection of Thames E83W and similar upright Enfo parts; all types of items - send your requests.

Les Foster [email protected] 604-999-4936 Vancouver BC Canada area

AT THE WHEEL New memberships and correspondence: Roundabout Editor : Alan Miles Chairperson: Steve Diggins 604-294-6031 1279 Brand St., Port Coquitlam, BC, V3C [email protected] - 604-272 -2145 Roundabout Distribution: Richard Taylor- Vice-Chairperson: John Chapman 5C4 [email protected] - 604-298-9346 [email protected] 604-590-3749 Immediate Past Chairperson: Steve ICBC/AirCare Liaison: Fred Bennett Treasurer: Colin Crabbe Hutchens [email protected] 360 -733- [email protected] - 604-590-621 3568 604-939-1773 / Fax 604-939-1753 Membership renewals: 864 83 Ave., Delta, Event and Meeting Coordinator: Good & Welfare: David Ballantine BC V4C 2H5 Lorna Hoare [email protected] - 604-980-4120 Secretary: Bill Aaroe 604-942-7746 [email protected] - 604-584-2564 Website Editor: David Austin [email protected] Communications Coordinator: Steve Mor- '[email protected]' 360-752 2200 ris [email protected] 604-574-9833

VOLUME 16, NUMBER 1 THE ROUNDABOUT PAGE 12