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Home , Commer, Hillman Imp, Humber Super Snipe, Rootes Group

Official Magazine of the Club Inc

No. 367, July 2021

ROOTES GROUP CAR CLUB INCORPORATED CONTACT US Address: P.O. Box 932 GLEN WAVERLEY, VIC 3150 Note that post box is only checked fortnightly – allow plenty of time for response Note new phone number: (03) 9005 0083 (AH)

Email: [email protected] REG # A14412X Web Site: vic.rootesgroup.org.au MAIN OFFICE BEARERS 2020-21 PRESIDENT: Bernard Keating VICE PRESIDENT: Murray Brown 0422 550 449 (AH) (03) 5626 6340 (AH) [email protected] [email protected] SECRETARY: Thomas Clayton TREASURER: Bernie Meehan 0414 953 481 (AH) 0412 392 470 [email protected] [email protected] SOCIAL MEDIA OFFICER: Jodie Brown WEB SITE: Alex Chinnick (03) 5626 6340 (AH) [email protected] [email protected] SOCIAL COORDINATOR: Tim Christie MAGAZINE EDITOR: John Howell (03) 9741 6530 (AH) or 0409 966 942 0434 319 910 (AH) [email protected] [email protected] LIBRARIAN: Matthew Lambert REGALIA OFFICER: Kristi Lambert (03) 9570 5584 (After 8pm) (03) 9570 5584 (AH) [email protected] [email protected] SPARE PARTS OFFICER: Murray Brown CLUB PERMIT OFFICERS: (03) 5626 6340 (AH) Neil Yeomans: 0429 295 774 [email protected] Mick Lindsay: (03) 5860 8650 (AH) AOMC Reps: John Howell or 0417 304 616 Federation Reps: Neil Yeomans CLUB PERMITS For club permit applications & renewals, call one of the above Club Permit Officers who will tell you what needs to be done, and where to send your paperwork. Include a stamped envelope and don’t forget to sign the form! Fees: 1. Lodging an application (Post 1931 vehicle): $30 Don’t post renewals to the 2. Lodging an application (Pre 1931 vehicle): $POA Club PO Box! 3. Renewal: $10 4. Provision of paperwork to support the applicant (e.g. loss of logbook): $30 Note it is the permit holder’s responsibility to ensure that the renewal gets to VicRoads on time MEMBERS’ MEETINGS Meeting times and locations vary each month – see the Calendar for details, which is an effort to give more members a chance to attend meetings. New members and visitors always welcome

Rootes Group Car Club website hosted

by: www.qcsgroup.com.au

This month’s cover – A Gazelle in a picturesque autumnal setting (was for sale on Gumtree) THE INVERTED – July 2021 3

RGCC Calendar Check events are still on before attending – more are being cancelled, for example the Bendigo Swap Meet Until Aug 31 “Dream : GMH Design at Fishermans Bend 1964-2020”, Melbourne Town Hall - City Gallery. Open Mon-Fri 9-5 (closed public holidays) JULY 2021 Sunday 11 Maldon QB Swap Meet, Racecourse Reserve, Lewis Rd, from 7am Wednesday 14 Member’s Meeting – Hoppers Club, Hoppers Club, 180 Pannam Drive, Hoppers Crossing (Mel 202 G11), Dinner from 6:30, meeting from 8:00pm Sunday 18 Wangaratta Historic Motor Show and Fly-in. AOMC Club Management seminar postponed AUGUST 2021 Fri 6-Sun 8 Winton Festival of Speed, Winton Motor Raceway, Fox Street, Winton. Run by the Victorian Historic Racing Register on the long track, this year also featuring a motorkhana. Wednesday 11 Member’s Meeting – TBC looking at a venue in central/eastern Melbourne – open to suggestions!, Dinner from 6:30, meeting from 8:00pm Sunday 22 Maling Road AutoClassico, Maling Rd Canterbury. A close-the-street-off car show SEPTEMBER 2021 Sunday 5 Mid State , Bendigo Town Hall Precinct 8-4, trophy presentation at 2pm. Entry $35 per car or $5 adult spectators – need to book tickets at www.bendigoregion.com.au (link) Wednesday 8 Member’s Meeting – TBC, Dinner from 6:30, meeting from 8:00pm Sunday 12 Corowa and District Car Club Car & Bike Show 'n' Shine, RSL Park Sunday 12 Peter Turner Memorial Show and Shine, John Powell Reserve Midland Hwy Guildford. Sunday 12 Gippsland Vehicle Collection Swap Meet, 1A Maffra-Sale Rd, Maffra, $5 entry from 7am. Camping available (must book) Fri 17-Sun 19 Baskerville Historic Races Sunday 19 3rd Birchip Mallee Bull Show 'n' Shine and Swap Meet, Birchip Leisure Centre, Morrison St. Raising money for local hospital. Sunday 26 Finley Show & Shine, Finley Showgrounds, NSW OCTOBER 2021 Fri 6-Sun 8 Winton Festival of Speed, Winton Motor Raceway, Fox Street, Winton. Run by the Victorian Historic Racing Register on the long track, this year also featuring a motorkhana. Wednesday 13 Member’s Meeting – TBC, Dinner from 6:30, meeting from 8:00pm Sunday 17 Best of Ballarat Rally, entry $5. Sunday 24 Akoonah Park Men’s Shed Car Show, Berwick Showgrounds, 2 Cardinia St (cnr Princes Hwy) Berwick, Mel 111 H10. 8-2, stands, music, with Sunday market. Sunday 29 on the Murray – Albury/Wodonga

16th National Rally ‐ Warrnambool Victoria - October 7th - 12th 2022 Expressions of Interest are now open

4 THE INVERTED COMMER – July 2021 President’s Report Hello Fellow Members I haven’t written for a while as there has not been much to do or say due to Covid-19 restrictions. The Club has had one face to face meeting this year at the Hoppers Club in Hoppers Crossing, back in May which was exceptionally well attended. This Wednesday the 14th of July, we will be having another Club Meeting starting with diner at 6pm. The Meeting will begin at the usual time of 8pm. Please attend if at all possible as we are starting to forget people’s happy faces and your good sense of humour. With Covid-19 restrictions being eased, it is my hope that the Committee and attending members at this 14th of July meeting can organise some “immediate” outdoor activities so that we all can enjoy our and each other’s company once more. Please bring yourselves and any ideas that you may have for activities. Look forward to seeing as many members at the next meeting Keep Safe, Keep Well Bernie Keating Imp Photo of the Month

Editor’s Report Hi everyone, Sorry I have struggled to make time to put the magazine together before now, but here we are finally, I hope you enjoy. John

Last time I asked can anyone identify the military plane with the Mark III – A Sonic convertible from Eiffel Tower Motors only Colin Gunn helpfully advised that the plane was the one with the wings… Tim sent in this photo from a book on Hardie history of a driven by Harry Firth and John Raeburn in the 1960 Armstrong 500 at Phillip Island. You’d think it was a rally and not a race track!

July Birthdays • Kristi Lambert on 2 Jul • Nicholas Aspinall on 8 Jul • Margaret Gee on 8 Jul • Lou Mallia on 17 Jul • Robin Walter on 31 Jul

THE INVERTED COMMER – July 2021 5 Put a little Sunbeam in your life with Petula Clark!

Petula did a “Sunbeam” version of the song that the radio refused to play!

6 THE INVERTED COMMER – July 2021 Introducing a family size with an unmistakable style that stands out from all others around today. But as well as its unique looks it brings you many other exciting benefits. Here are just a few. Once a year servicing. All Sunbeams need major servicing only once a year or at 10,000 mile intervals, with an intermediate oil change and brake check every 5,000 miles or six months. That’s nearly twice as good as most other . Amazing fuel economy. The Sunbeam ‘930’ gives you up to 50, yes 50 mpg*. The ‘1500’ engine gives up to 41.5*, and even the sporty ‘1600’ still returns up to 40.0 mpg*. That’s a real money saving feature. Unbeatable versatility. The huge, almost totally glass hatchback on the Sunbeam lifts up (by itself) to give a massive 42.7 cu.ft. of luggage space with the rear seat folded. But the seat in the GL and S models also divides in two, so you can take large or delicate loads and still have a passenger in the back. Whichever Sunbeam you choose, you’ll find it superbly equipped. Even the lowest priced model has electronic ignition, inertia reel seat-belts, dual- circuit servo assisted brakes, reclining front seats, and much, much more. Whilst the top-of-the-line Sunbeam S has a features list as good or better than any other car in its class. See the Sunbeam at your showroom soon. Note that the press initially thought it would be called the Scamp with this scoop artists impression. THE INVERTED COMMER – July 2021 7 North Sydney, 1951…

This heavy traffic photographed on 20 December 1951 was the result of a tram and bus strike. It originally appeared in PIX magazine and comes from the State Library of NSW via Facebook. It is tricky to identify most of the cars from the shape of the windscreen only, and I’m not sure how many more there are than the one in the foreground – what do you think? Another interesting point is there doesn’t seem to be a lot of Holdens; which actually makes sense because while they were very popular GM was still building the production capacity needed to get to the top of the sales charts. Some other comments on Facebook included the observation that against the hundreds of cars there were only four heading the other way – waiting for a policeman on point duty to let them turn right. Also strangely for a bus strike there is one in the photo, possibly a Bedford OB. Joe Kenwright added that post- WWII petrol rationing would have only just ended at this point. If you were a commuter, it was a matter of buying what drove your petrol rations furthest. The streetscape would have changed dramatically over the next two years. Note the white-painted garage part-way up the hill with its petrol bowsers by the kerb and tow truck. Then there was also “I can almost hear them overheating!”

8 THE INVERTED COMMER – July 2021 Dream Factory: GMH design at Fishermans Bend 1964-2020

17 May to 31 August 2021 Melbourne Town Hall – City Gallery

A stunning exhibition that goes behind the scenes of ’s most important industrial design studio and birthplace of GMH iconic cars at Fishermans Bend, Melbourne.

From Aussie classics to contemporary concept cars, Dream Factory takes a tour through almost 60 years of design by way of rarely seen drawings, models, photographs, film and memories from key designers, showcasing one of Australia's most important industrial design studios, the Technical Centre, at Fishermans Bend.

Opened in 1964 and scarcely known outside the world of GMH, the Technical Centre was a powerhouse of design and one of the most successful industrial design studios in Australia.

The drawings on display represent the work of nine designers covering a span of more than 50 years. Accompanied by quotations about style, technique and intent, the exhibition explores the activity of design and Australia’s industrial design history.

Some of GMH’s most significant and recognised cars are represented – the HK and HQ Monaro (Wheels Magazine’s Car of the Year in 1968), the LC and LJ Torana, the Statesman, the VN and VT Commodore, the Bathurst TR-X Torana and the eye-catching Hurricane concept car, on display as a scale model (on loan from GMH).

Dream Factory also features a commissioned work by ceramicist Jia Jia Chen, Dream my Monaro. The scale model is both a homage to those who lovingly embellish their cars, and an envisioning of Jia Jia’s own ‘dream machine’ fabrication.

Curated by Harriet Edquist

Harriet Edquist is a curator and historian, and Emeritus Professor in the School of Architecture and Urban Design at RMIT. She was founding director of the RMIT Design Archives 2007–20 and inaugural president of Automotive Historians Australia 2015–19.

Opening hours Monday to Friday: 9am to 5pm Closed weekends and public holidays.

THE INVERTED COMMER – July 2021 9 The Honeymoon Strike

I’ve often seen references to this in Rootes Group history but never known that much detail about it, and I expect many club members will be in the same boat. Prepare to be educated, courtesy of the UK Hillman Owner’s Club website! (and others) In 1959 a minority group of Rootes Group workers had begun to strike at regular intervals, much to the annoyance of the majority. The workers concerned were from a Rootes subsidiary company, British Light Steel Pressings Ltd. of Warple Way, Acton, . The shop stewards at the Acton factory first learned how to shout strike when a couple of newlyweds at the factory, who were night shift workers, asked to be transferred to day shift. This was done and 1,500 workers came out on strike! At a time when strikes were relatively rare, this one became known as the 'Honeymoon Strike'. The Rootes family had begun to regret ever taking over the firm but at the time it had become necessary to increase their pressing division, to keep up with the demand for their vehicles. Strikes at the Acton factory continued and on 1st September 1961, 1, 000 workers walked out again, bringing the total stoppages since 1st January 1961 to 82. These were crippling the Rootes Group and there was nothing they could do about it. The strikes, which were mainly unofficial and against union advice, had caused the loss of over 27,000 man hours at the Acton factory, which in turn had caused the loss of 17,000 man hours at other . This latest strike was called because of 'fears of extensive short time working and large scale redundancy'. When management refused to hold talks with the men's leaders (not the unions), they walked out. On Monday, 4th September 1961, the strikers decided to send delegates to the TUC Annual Conference at Portsmouth, to try to persuade the TUC to adopt a new national policy in relation to the car industry. They wanted 52 weeks pay per year for all workers in the car industry, no matter what the situation. They also told the TUC that they did not want any interference by union officials. "We feel this has been allowed to develop as a local problem because of lack of action from outside and we think we are in a better position to get a settlement with our management" a spokesman told Acton Gazette reporters. He continued, "We don't want the type of assistance the union officials gave us last time, when we stopped work over a short time dispute. On the first day we stopped, we were ordered back to work without anybody considering why we had come out." The strike delegates achieved nothing at the conference. By 18th September 1961, the strike had brought the Rootes Group almost to a standstill with over 6,000 workers from the various factories being laid off. Only the non-production line staff continued to work. Until now, Lord Rootes had refused to comment on the strike, but on the 26th September 1961, he made his first statement to the workers concerned: "Return to work by Thursday 28th September or be sacked." The strikers ignored the threat, and on Thursday, 28th September 1961, all 1000 workers were sacked. A recruitment drive was started to replace striking workers. The strikers objected to this, protesting that the Acton Labour Exchange was engaged in strike-breaking by sending men down to the factory for jobs - jobs which, as the committee said: "They will go back too, once the management accepts to abide by the rules of the committee." Rootes replied: "We regard the strikers as ex-employees. We have invited applications for their jobs. Some strikers have re-applied and we believe others will follow." The Rootes Group had complete backing from all their other employees, from the unions, and from the wives of the strikers (this was given a great deal of publicity). But the sacked strikers would

10 THE INVERTED COMMER – July 2021 not listen, stating that "We are determined to see it through." As the weeks rolled on, 8,000 workers from other factories were made redundant. Rootes were now having financial problems, and it was in fact the beginning of the downfall of the Rootes Empire. Controlled by five men, the strike had caused irreparable damage to the Rootes Group and its finances. There was a call for a public enquiry after it was disclosed that the strike was Communist planned and directed. By 2nd November 1961, Rootes had found other manufacturers to supply them with the body panels that should have been produced at the Acton works. They had also re-engaged 1,750 workers at their Coventry factories in an attempt to get the production lines rolling once more. The strikers from what was now labelled "the dead duck strike" were gradually drifting back, and by 30th November, Acton's work force was up to 680, 430 of whom had been strikers. By December 21st 1961, only 120 men were still out. After a final meeting, they decided to go back, but Rootes turned them away, giving them £40 compensation as a token gesture. Only one of the strike committee members was re-employed. The dispute may have been over, but it was only the start of the Rootes Group's problems. Their first priority was to build up their workforce to enable them to fulfil the outstanding orders. In November 1962, Rootes announced the total cost of the Acton strike up until the year ending 31st July. They showed a loss of £891,088, compared with a profit of nearly £3 million the previous year. This type of loss Rootes could not afford, during biggest phase of expansion in the group's history. British Light Steel Pressings Ltd was formed in 1930, and taken over by the Rootes Group in 1937 to make body shells for Sunbeam cars, and from the mid-50s the big Humbers as well as other components, and later truck cabs and bodies. BLSP had some of the largest presses in Britain, but the Acton factory was closed in 1966 and the company wound up in 1968. Also found this.. The Bride Who Caused A Strike Of 1,500 Men: Twenty-one-year-old Eileen Stevenson and her husband 25-year-old Tom seen in London during the weekend. Tom is a welder at the Rootes Group factory in Acton and when he returned to work after their honeymoon he requested to be put on day work instead of nights because his wife preferred it. His request was granted but 1,500 men at the works went on strike because the men with whom he would work claimed that they would lose money because of the extra person to share the bonus on the job THE INVERTED COMMER – July 2021 11 From Classic Military Vehicle Magazine, January 2014

12 THE INVERTED COMMER – July 2021

Above: what might have been – Chrysler’s styling sketch for a Tiger replacement with more than a hint of the late 1960s Charger around the rear three-quarters In the early 1960s, when big – in terms of engine capacity – was beautiful, American V8 power units When Chrysler took over offered the solution to many a British motor Rootes they tried to insert manufacturer’s quest for sheer power. However, of their big V8s into the larger companies, only the Rootes Group took everything in sight, from advantage of this source for uprating the models in their range. Super Snipes to Sceptres! The was Rootes’ answer to the Story by Mike Taylor MGA and first appeared in October 1959. Powered in desperation, the team looked at engines produce by a 1494cc ohv engine which produced 78bhp at by other manufacturers. With a directive from the 5000rpm, the car’s performance was respectable Rootes Board, they tried the 1600cc twin ohc Alfa rather than spectacular. Its maximum speed was Romeo unit and the 2½-litre V8 Daimler engine, but about 100mph and acceleration from 0-60 took some because of their size, neither proved suitable, 14secs. Then, in 1960, the Alpine’s engine was needing extensive surery to the bulkhead for them to increased in capacity to 1592cc which upped the fit. Even Jack Brabham became involved with the power to 80hp, but this did little to improve its project suggesting that one of the V8 engines from performance. If anything, the Mk II was slightly the States would provide the answer. But, without slower. Clearly, a more radical approach was needed any tangible evidence of how this kind of transplant if the Alpine was to stand any chance at all, would work, the idea was rejected. particularly in America, in the competitive market of sports tourers. In fact, the evidence needed to persuade the Rootes board to adopt the V8 technique was to come Rootes’ development engineers began looking at from Rootes’ own sales manager in California. A the options available for increasing the Alpine’s prototype Sunbeam Alpine fitted with a 4.2-litre performance. The four cylinder 2.2-litre Humber Ford engine with manual was prepared Hawk engine was too big and heavy and its power by in California; the car was then output at 73bhp was no more than the Alpine’s. So shipped over to England where it was tested by the THE INVERTED COMMER – July 2021 13 Rootes executives. Immediately the concept was The Tiger’s first public appearance was at the accepted as being a winner, so, against a background New York Show in April 1964 where its of rising financial problems, a deal was signed with performance allied to a competitive price ensured it the to supply engines and a good reception. Production began at Jensen’s transmission units. Kelvin Way factory in June that year and soon the car was being featured in motor magazines on both The Alpine could take a V8 sides of the Atlantic. The late Gregor Grant of What made the Alpine bodyshell so appropriate Autosport was one enthusiast who spoke highly of for accepting the larger Ford power units was its the Alpine with the V8 power unit. “The Tiger costs inherent strength. The Alpine monocoque structure £1195 plus £250 10s 5d PT”, he said. “Not a great was based on the floorpan of the and deal to pay for such a splendid motor-car, which, while its /track ratio was not ideal for when the word gets round, must sell in ever- outstanding roadholding, the underside had been increasing numbers”. braced with a cruciform box section thereby adding The comparative performance between the rigidity. Further, during its development, the Alpine Alpine Mk IV and the Tiger were as follows: had been fitted with stays between the scuttle and inner wings, the result being a body quite capable of Sunbeam Alpine Mk IV 4.2 handling the 258ft.lb of torque delivered by the 4.2- (1592cc) litre Ford engine. 0-30mph 4.4sec 3.2sec 0-40mph 6.1sec 5.0sec By 1964, Rootes’ financial situation was 0-50mph 10.2sec 6.8sec becoming acute. Putting the Hillman Imp, Rootes’ 0-60mph 13.8sec 9.5sec baby car, into production had been a major drain, and 0-70mph 19.6sec 12.4sec a crippling industrial dispute at British Light Steel 0-80mph 30.6sec 17.5sec Pressings (one of Rootes’ body suppliers) had also Maximum speed 95mph 117mph been a costly business. Eventually, rescue came in Fuel consumption 23mpg 16.9mpg the form of a contract between Rootes and the Chrysler Corporation, giving Chrysler a percentage Rootes cars occupied an important percentage of of Rootes’ voting and non-voting shares while at the the British car market and they were particularly same time providing much needed cash with which pleased at the way the Tiger was beginning to Rootes could maintain production. increase in popularity. Indeed, they were bitten by the V8 ‘bug’ and felt there had to be other cars in

This composite picture, with a Sceptre grille on a Super Minx, is roughly what the V8 Sceptre looked like

14 THE INVERTED COMMER – July 2021 A contract between Rootes and of West Bromwich provided the necessary know-how to undertake development and the low volume assembly facilities to put the Alpine V8 into production. Bigger engine for the Tiger Meanwhile, by early 1965, Rootes’ development engineers were well advanced on the Mk II Tiger programme. Supplies of the smaller 4.2-litre (260cu.in) engine were running out so the second Discreet: the only give-away from the outside of the generation of Tigers would feature the 4.7-litre V8-engined Super Snipe was this front wing badge (289cu.in) unit. In addition to making small cosmetic their range which would benefit from a V8 changes, like the move to an egg-crate grille and transplant. The Rootes Board asked the Product chrome wing embellishers, Tiger II would have Planning Division to carry out an analysis and come 10.7in discs on the front and 9.7in discs on the rear up with some suggestions. The two models which together with 14in road wheels. Cars for the States were chosen were the Humber Sceptre and the would also have black and white side flashes. substantial /. With the approval of the Rootes Board, the The reason for choosing these two models was development engineers began selecting engines for simple. The Sceptre was aimed at the fast semi- their V8 saloon programme. With the link which luxury saloon market, yet it could barely reach now existed between Coventry and Chrysler, it was 90mph; a V8 power unit would increase its decided to utilise a Chrysler unit if possible rather performance dramatically. The Super Snipe/Imperial than a Ford engine. In the event, the unit chosen for also badly needed uprating and it was thought that a the Sceptre was the 273cu.in, 4.4-litre ‘Barracuda’ V8 engine would give the kind of effortless V8. With a four-barrel carburettor and a compression performance more in keeping with the Super Snipe’s ratio of 10.5:1, it produced 196bhp at 5100rpm. This image. drove through a ‘Torqueflite’ automatic transmission to a Salisbury 3.07:1 differential. The brakes and suspension were to be identical to that used on the Tiger II complete with Panhard rod on the rear axle. Externally, the car looked like any other Humber Sceptre except that the twin headlight system had been replaced by the single lights of the Super Minx.

Not what it seems: this is one of the 12— the exact figure is uncertain—pre- production V8 Super Snipes THE INVERTED COMMER – July 2021 15

There was insufficient space under the bonnet of the Snipe for a V8 to fit without major body modifications The result of this modification was nothing short front wheels, steering was very heavy at low speeds of drama. All those who worked on the V8 Sceptre and the handling suffered from understeer. In the project enthused over its performance. In a straight event, the one and only prototype was cut up, much line its acceleration compared to the 1600cc model to the disappointment of the development engineers. was shattering. The Super Snipe/Imperial programme was more Humber adventurous. Six prototype cars were made in all, the Humber Sceptre Sceptre Sunbeam first having a 5.1-litre (318cu.in) Chrysler engine (1600cc) V8 (auto) Tiger II with manual transmission. Performance was 0-30mph 4.9sec 3.3sec 3.0sec dramatic, with a maximum speed of over 125mph. 0-40mph 7.7sec 4.7sec 4.2sec But this was considered too powerful, added to 0-50mph 16.6sec 6.7sec 6.2sec which fuel consumption was equally impressive! So 0-60mph 17.1sec 9.1sec 7.8sec this engine was taken out and replaced by a smaller 0-70mph 23.5sec 11.6sec 10.8sec 273cu.in unit, again with manual transmission. The 0-80mph 35.9sec 15.2sec 13.7sec other five cars were also tested with 273 engines, Max. speed 90mph 133mph 125mph some with two-barrel carburettors and the others Fuel Con. 22.5mpg 20.2mpg 22.5mpg with four-barrel carburettors. But after suffering The figures tell their own story. But there were several head gasket failures on the more powerful several major drawbacks. The body surgery four-barrel engines, it was decided to continue necessary to allow the engine to fit into the Sceptre’s development with the two-barrel cars only. Of the shell disrupted the car’s interior considerably and it remaining five cars, one was an Imperial, which had would have been impossible to use the old Armstrong Selectoride dampers on the rear, and transmission tunnel/dashboard arrangements on another was left hand drive. production cars. Also, with so much weight over the

16 THE INVERTED COMMER – July 2021 Although fitting the V8 engine into the Snipe bay Chrysler’s V8 didn’t fit was straightforward enough, the installation did call Accordingly, arrangements were made for one of for a certain modification to exhaust systems, the development cars to be fitted with a 273cu.in radiators and the routing of the brake pipes. After engine. But it was useless. The Chrysler unit did not many months of testing during 1965, the go-ahead share the same narrow ‘V’ banks compact design and was given for a pilot assembly line to be set up where front mounted distributor which was a feature of the it is thought a further six (this figure is uncertain Ford engine and which therefore made it ideal for because of the lack of records) pre-production cars fitting in the Alpine’s bodyshell. Producing a were made. Chrysler-engined Tiger would have required new But even after reaching this advanced stage, the inner wing and bulkhead pressings and, with the cost Humber Super Snipe V8 was never to reach series of the necessary re-tooling, it was not considered production. It seems that among the many snags viable. encountered on the pilot line was the difficulty of But despite this setback, Chrysler design studios installing the engine, which had to be effected from in Detroit continued to produce several possible above rather than by offering it up from beneath shapes for an ‘all new’ Tiger but, again, the projects which was the more normal practice. Moreover, fell by the wayside through lack of finance. In fact, fitted with the two-barrel carburettor, power output Chrysler’s stringent rationalisation programme left was a miserable 150bhp at 4400rpm, only 21bhp no room for any new sports models and the cars more than the standard Super Snipe. Therefore, which were to carry the name of Alpine and Rapier performance was equally unimpressive. into the late 1960s were merely modified saloons in Standard form. Super Snipe V8 Super Snipe Without doubt, the stories behind Rootes venture 0-30mph 4.0sec 5.5sec into the world of V8 powered vehicles makes 0-40mph 6.4sec 8.3sec interesting reading. Within Rootes during this period 0-50mph 9.4sec 12.3sec were two schools of thought. On the one hand were 0-60mph 13.0sec 16.1sec those who wanted to expand the range into the fringe 0-70mph 19.3sec 23.1sec area of ‘enthusiast’ cars and low volume, high- 0-80mph 23.1sec 30.3sec performance luxury models, which were inevitably Max. speed 102mph 99mph costly and time consuming to develop. On the other Fuel Con. 16.4mpg 19.7mpg hand there were those who felt that Rootes should concentrate their efforts on high volume, bread-and- During 1965 and 1966 Rootes continued to make butter saloons which were financially more financial losses and in 1967 Chrysler decided to beneficial. Although the second course of action protect their interests and increase their shares in would have been better for the company, had it not Rootes’ operations. At a stroke, the Snipe/Imperial been for the pioneering spirit we would not have range was discontinued after 2856 units had been been left with such a legacy of interesting models. built. Production of the Sunbeam Tiger too, with its Ford V8 engine was withdrawn after a total of 7067 had been made. However, Chrysler were anxious that the Tiger should remain in production, at least for a while, but using one of their engines.

Another sketch of the interior of the Tiger replacement date 1964, three years before production ended. THE INVERTED COMMER – July 2021 17 Max Brouggy's hand-operated Hillman Hunter From Street Machine, April 2021

The Hunter is pictured at the recent South Coast 660 at the club-owned and run Portland drag strip. Max says the number plates came about from people asking “What is it?”, then when he said it’s a Hillman Hunter, they say: “A what?” Max has MS – he can operate use his right foot to get the accelerator flat to the floor, but uses the hand controls to drive around the pits and use the brakes. He basically built the car for drag racing as a dare. It had been his wife’s daily driver until it got smashed twice and she said it was bad luck and refused to drive it. He had a Chrysler Hemi 265 engine sitting in the garage, so that went in and he started racing it in 1987. In 2001 he upgraded to a 327 Chev V8, Powerglide and 9” diff – all rebuilt himself as well as repainting it – all told the cash outlay was under $1,000! First time out with the new setup he ran an 11-second quarter mile: not bad at all and good enough to win an ANDRA divisional championship. He has it now down to 11.0 seconds, any faster and he would need to fit a roll cage which would prevent him from being able to get into the car. Apparently he used to make the odd appearance in street racing around Dandenong too, where the unassuming appearance of the Hunter came to the fore in sneaking through police cordons when they were trying to catch racers. Once they picked up on the meaty exhaust note as he drove away from a check, but it was too late.

Above, a pretty straight-forward setup with solid-mounted engine, recessessed firewall, electric water pump

18 THE INVERTED COMMER – July 2021 ROOTES GROUP CAR CLUB Meeting Date: 26th May 2021 Meeting Type: Members Meeting Location: Everywhere (Zoom)

MEETING OPENED 8:15 PM PRESENT (Visitors) Thomas Clayton, Bernie Meehan, Ken Watts, Murray and Jodie Brown, Duncan McHarg, Andrew Manolitsas, John Howell, Matthew Lambert, Kristi Lambert, John Neal, Michael Holden APOLOGIES Bernard Keating Minutes from Previous Bernie followed up on revision of Club Constitution change Bylaws to accommodate club permits Meeting for non Rootes TREAS REPORT Not discussed, Bernie back from holiday. EDITOR’S REPORT John needs some input for this month. Submissions, updates, photos, a history on their experience with Rootes vehicles MEMB’SHIP RPT 102 Financial SPARE PARTS No Movements LIBRARY No movements AOMC DELEGATE RACV had a couple of people from their motoring enthusiasts group taking over from Darrell Leake will accept proposals for assistance from car clubs. Their heritage collection from old vehicles and collection at Noble Park open Mondays, Fridays and possibly weekends. An interesting survey was had that a 1/3 to ¼ of clubs have a welfare officer. Vicroads review of CPS postponed due to possible privatisation of registration system. No news on update of BSI 33 on modification of classic vehicles. July accounting for clubs, social media / marketing. Next delegates meeting in August somewhere in country. Americal motor show out at Yarra Glen. REGALIA Kristi, plenty of hats and badges. No minimum quantity for Shirts. SOCIAL REPORT Neil’s report was cool, Tim Debbie, Colin, Jennifer, Enjoyed visit – Sunday 16th May Murray has made enquiries about wineries, reluctance to do car tour rather than in person tour, more to come soon. Bernie stopped in at Wangaratta on the way GENERAL BUSINESS Bernie spoke to Neil Yeomans, had his car insured with Lumleys, Neil suggested RACV classic car insurance came in 15-18% cheaper than Lumleys with total car package including roadside assistance for any car that your drive regardless of ownership. MEETING CLOSED 9:00 PM TRADING COLUMN To advertise, please use the contact details on page 2 of the magazine. Ads for vehicles must contain registration, engine or chassis number, as well as a full description, contact name and location for the car. Ads will run in the magazine and appear on the website for two months unless otherwise requested. Please let the editor know if a car or part is sold.

For Sale Last Month 1946 Mk 1 $16,500, Fully 1967 Hillman restored, new Gazelle $8,000 Green, upholstery. automatic trans, Very Roadworthy, strong Good Condition. New sidevalve motor. All retractor seatbelts mechanicals in sound fitted (original belts working order. Rare avail). Comes with to find a Mk1 in this box of goodies condition. On NSW including spare windshield, headlamps etc. Club conditional rego not transferrable. Contact Geoff plates 86873H. Regularly serviced, can organise a Prescott on (02) 4997 9258 or RWC if required. Contact Viv Cassin on 0411 241 [email protected] 2104 313 or [email protected] 2105 THE INVERTED COMMER – July 2021 19 WANTED MKVIII Hillman Minx Parts windscreen wiper motor, left hand sun visor arm, 2 x window winder Petrol cap – Series 2 Minx Filler pipe has 50mm handles and 4 escutcheons to suit. Drivers side outer diameter and 43mm inner diameter. Contact window for a Californian/Convertible. Contact Mick Brian McKay on 0407 314 551 or Taylor on 0418 564 592 or [email protected] [email protected] 2104 Armrests from Hawk/Snipe/Rapier or similar as per 1965 Hillman Minx Series 5 Radiator Please photo, preferably red/maroon. Contact Matt on 0407 contact Beau Jenkins [email protected] 2012 030 111 or [email protected] 2009 Horn switch button & Hillman Minx Series IIIC brake drums wanted by indicator arm complete with Duncan and Sandra McHarg, contact 0427 144 313 or wiring (right). Contact Lee email [email protected] Kirkus, Tarwin Lower [email protected] Steering wheel or cover 1960 Hawk/Snipe- contact Len Barry 0419 377 643 [email protected]

Some cars advertised on Gumtree… From front cover 1966 Hillman Gazelle body rust free few small dings interior good for age needs carpet wooden dash needs work T-bar auto all gauges and lights work engine has new rings bearings gasket kit rebuilt water pump and radiator new exhaust brand new white wall tyres original hubcaps and dress trims I've owned for 5 years and has been garaged the guy I bought off owned for 15 years and was garaged by him so that's 20 years I know of that it hasn't seen weather https://www.gumtree.com.au/s-ad/creswick/cars-vans-utes/1966-hillman-gazelle-automatic- /1275103870

1965 Humber Super Snipe, 1967 Humber Super Snipe, 1964 Humber Super Snipe. $4000 for all three Humber Super Snipe Series V (1965) Fully registered & running. Mechanically in good condition. Bodywork in reasonable condition, some rust in the usual spots but nothing that affects it structurally. Serious buyers/collectors only, this is a classic car and would suit someone who is in the vintage car market or looking for an affordable start in. With a bit of work its value would be massively increased. This is not a 'daily drive' car, its nearly sixty years old but if looked after the Super Snipe will last for many decades more. Constructed with heavy British steel and with bulletproof engine. Humber Super Snipe V (1967) Unregistered. Complete. Restorable condition. Good interior and not much rust. Humber Super Snipe IV (1964) Unregistered. Good for parts. Good engine and transmission. Located Grove south of Hobart towards Huonville https://www.gumtree.com.au/s-ad/grove/cars-vans-utes/1965-humber-super-snipe-v-two-spare-cars-1964- 1967-/1275867258

SIMON NUSKE Rootes Group Car Club website ROOTES SERVICE hosted by:

ENGINES, REPAIRS, www.qcsgroup.com.au

MECHANICAL PARTS ** All Rootes Vehicles **

Contact Simon: PO Box 40, Loch 3945 Phone 0400 550 657 email: [email protected]

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Rootes vehicle front end alignments Phone (03) 9376 0661 86-92 Parsons St KENSINGTON