Chummy in the Lane
AUSTIN 7 CLUB OF S.A. INC
2011 COMMITTEE
PRESIDENT: RALPH DRAGE, 37 DeCastella Avenue, Wynn Vale 5127 Ph: 8251 2637 (H) Mob: 0418 846 082 email: [email protected]
SECRETARY: GRAHAM BUESNEL, 12 Sutherland Ave, Semaphore Park 5019 Ph: 8449 4764 (H) Mob 0438 794 979 email:[email protected]
TREASURER: LAURIE SUTTON, 593 Brighton Road, Seacliff 5049 Ph: 8358 3421 (H) Mob: 0418 831 974 email: [email protected]
ASST TREASURER: LYN CLERKE, 9 Talbot Road, Port Vincent 5581 Ph: 8853 7191 (H) Mob: 0428 851 139 email: [email protected]
ASST SECRETARY DEAN DAVIS, 9 Washington St, Findon 5023 Ph: 8244 3235 (H) Mob: 0417 822 949 email: [email protected]
COMPETITION CHRIS WATTERS, 224 Dawkins Road, Lewiston 5501 SECRETARY Ph: 8524 3178 (H) email: [email protected]
REGISTRAR & GEOFF STEPHENS, 198 St Bernards Road, Hectorville 5073 LOG BOOKS: Ph: 8365 1343 (H) Mob: 0437 061 569 email: [email protected]
SPARES MANAGER DAVID GREAR, 19 Woodfield Avenue, Warradale 5046 & Vice President: Ph: 8296 1689 (H) email: [email protected]
TOURING: BRENTON SPANGLER, 42 Hamilton Ave, Warradale 5046 Ph: 8376 1924 (H) Mob: 0410 471 078 email: [email protected]
RICK HOFFMANN, 8 Rothwell St, Morphett Vale 5162 Ph: 8325 3776 (H) Mob: 0408 898 736 email: [email protected]
PROPERTY & FHMC IAN MOTLEY, 231 Shepherds Hill Road, Eden Hills 5050 Delegate Ph: 8278 5582 (H) Mob 0418 813 206 email: [email protected]
EDITOR, A7 Journals: DAVID SEARLES, 33 Hughes Street North, Woodville 5011 Ph: 8445 1444 (H) Mob: 0408 700 047 email: [email protected]
**************************************************************************************** CAMS Delegate: TONY MORGAN, Ph: 8264 7179 email: [email protected]
LIBRARIAN: RON BURCHETT, 40 Johnson Parade, Blackwood 5051 PH 8278 3197 (H) email: [email protected]
**************************************************************************************** All correspondence to: The Secretary AUSTIN 7 CLUBROOMS: 262 TAPLEYS HILL ROAD, SEATON 5023 The Austin 7 Club SA Internet address is: www.austin7clubsa.com.au Austin 7 Journals Page 2 April 2011
Austin 7
Journals
Volume 196 April 2011
PRESIDENT’S PREAMBLE
2011 sees the first time for a number of years that there has been a full committee with the recent inclusion of Dean Davis as the Assistant Secretary/Risk Manager. I thank Dean for putting his hand up & welcome him to the position. He will be assisting Graham by taking & reading out meeting minutes.
Whilst we have a full committee, the number of people attending many of the events the club has organized in recent times has not been as many as we would like, which is disappointing. However, those who attended have always enjoyed themselves & while they may not be able to get to every event, certainly look forward to the next time they can. I know that our members who are interested in motor sport generally get what they want out of belonging to the club without attending some of the non racing activities that the club organizes, but if you are one of the members who doesn’t get along to many, or any, of the activities the club has throughout the year, I encourage you to do so, you may get more out of it that you think you would.
Unfortunately no suitable alternative properties for our clubroom have yet become available, but the search is continuing. I urge you to read the article “Important Notice re Clubrooms” in this magazine.
It is really pleasing to report that our Modern Regularity events are continuing to grow in popularity with the number of entries doubling in the past few years – from the high teens a few years ago up to the high 30’s in recent times. This is testament to the type of events that Tony Morgan & the rest of the team make happen.
I wish you all a very Happy & Safe Easter. Marie & I along with Graham & Carol Buesnel, David Franklin & Rosemary Davis, George & Pam Keil, Greg & Julie Lindsay and Graham & Marylou Pearce will be celebrating Easter in Forbes, NSW attending the Austins Over Australia Rally.
I would like you to join me in welcoming the following new members & wish them a long & enjoyable time within the club.
Darren Davey Alister Gosse Matthew Kennewell Denniss McDeed Brenton Smith Jayson Smyth Steve Conroy Les Cridland Cleo de Goun Nadia-Diana Whomes
Ralph Drage President Austin 7 Journals Page 3 April 2011
COMING EVENTS
April 2011 16 Working Bee and Open Day at the clubrooms, there may be a little time spent on the garden and a couple of jobs, but the idea is to come along have morning tea, a chat and a cuppa. You can bring along your Austin if you wish. Gates open around 8.30am 17 Social Day Run which is going to the Dogs - it's our second doggy day run to a few of doggy parks around Adelaide, so bring along Phydeaux or Rover and enjoy the day. 18 Austin 7 Technical night at the clubrooms, please note special date for this month due to Easter and members going over to Forbes in NSW for Austins Over Australia. 19 Tuesday Leisure Run to a venue in the hills somewhere between the Barossa and Victor. 24 Special Easter Sunday run probably heading towards a chocolate shop.
May 2011 9 Monthly Club Meeting at the clubrooms starts at 8pm, A7 spares at 7pm, please bring plate of supper to share. 15 Day Run to Jupiter Creek gold diggings in the Adelaide Hills near Echunga, followed by a visit to Balhannah and Woodside for lunch. 17 Tuesday Leisure Run to a venue in the hills which will delight your taste buds. 22 Modern Regularity Round 3 at Mallala Motor Sport Park, check Austin 7 web-site for details and entry form. 23 Austin 7 Technical Night at the clubrooms 7.30pm. Tonight it's swap meet night for your Austin or automobilia surplus spares. 27 Quarterly Luncheon which today is going to the Oakden Central cnr Fosters Roads & Hilltop Drive at Oakden. 28/29 Historic Winton hosted by the Austin 7 Club in Victoria for a weekend of interesting historic racing.
June 2011 11/13 Annual Austin 7 Club Border Run to Mt Gambier where we meet up with the Victorian Club, cost is $200 per person meals and accommodation included. Please see David Searles if you would like to come along. 19 Day Run which starts at the clubrooms for breakfast, eggs, bacon, tomatoes, you name it - it'll be there for you, followed by a run in our locality. 20 Monthly Club Meeting at the clubrooms starts at 8pm, A7 spares at 7pm, please bring plate of supper to share. Please note the date of meeting due to long weekend on the previous Monday. 21 Tuesday Leisure Run to a venue in the hills somewhere between the Barossa and Victor. 26 Modern Regularity Round 4 at Mallala Motor Sport Park, check Austin 7 web-site for details and entry form. 27 Austin 7 Technical Night at the clubrooms 7.30pm.
July 2011 17 Hills Luncheon going to ALMA Hotel (the bottom pub) at Willunga. We plan to meet at the Victoria Hotel Car Park Top of Taps, before departure at 9.30am heading towards Meadows for morning tea. After the break we head off towards Willunga via Kuitpo Forest arriving at the Alma Hotel ready for lunch at 12.30. A three course meal is arranged at a cost of $25 per head. The Treasurer will accept payment at May, June & July's meeting. An attendance sheet will circulate at each meeting but if you are unable to attend any meeting please advise David Searles on [email protected] if you would like to come along.
August 2011 27/28 Pre-war Austin 7 run to Wallaroo staying overnight at the Sonbern Lodge Motel in the heart of Wallaroo. Details of this run will be announced at each monthly meeting along with announcements at Austin 7 Technical nights.
Austin 7 Journals Page 4 April 2011
GEOFF STEPHENS K G B Car Audio Services Pty Ltd New address: 22 O.G. Road Klemzig S.A. 5087
* Car Audio * Car Radio Repairs * Alarms * Immobilisers * Hands Free Kits * Central Locking * Speed Alert * Cruise Control
Phone: 8266 1488 Mobile: 0437 061 569 Fax: 8266 1588 Special Discounts to Austin 7 Club members
Austin 7 Journals Page 5 April 2011
IS YOUR VEHICLE A CONDITIONALLY REGISTERED HISTORIC VEHICLE THROUGH THE AUSTIN 7 CLUB?
If so, you must get your Log Book endorsed by the Club Registrar (Geoff Stephens) as soon as possible after you have paid your subscription for 2011 and also if renewing your registration, have Geoff endorse your new Registration Certificate & Log Book.
The Club requests that you do NOT attend to any verification or updating of log books at Geoff’s business premises – any Austin 7 business should be carried out at the Clubrooms.
Please do your part to preserve the integrity of this conditional registration system we are privileged to have through our Austin 7 Club.
REVIEW OF AUSTIN 7 CLUB SA INC CONSTITUTION The Committee of the Austin 7 Club of SA Inc is reviewing the Club’s constitution and Graham Buesnel, the Secretary & Public Officer of the club; Barry Frost, Life member and David Searles, editor of the A7 Journals have agreed to carry out this task. Any member who has any suggestion of an amendment to the constitution should forward the amendment with reasons to the Secretary Austin 7 Club 262 Tapleys Hill Road Seaton by 15 May 2011. A member may request a copy of the Austin 7 Constitution from the Secretary by contacting him on 8449 4764 or email [email protected].
Austin 7 Journals – Back issues The Austin 7 Journals is published 4 times a year and distributed to members at the January, April, July and October club meetings. Back issues going back many years are available on request to the Editor, please contact me at any meeting or on email at [email protected]
Austin 7 Journals Page 6 April 2011
IMPORTANT NOTICE RE AUSTIN 7 CLUBROOMS AT 262 TAPLEYS HILL ROAD SEATON
As many of you may know, the existing clubroom was purchased in 1974. Since then there has been a few additions, some modifications & continual maintenance. It has served us very well & could continue to service us well for many years to come if it continues to evolve & is maintained. If you have been to some of the General Meetings in the past 18 months or have read the President's Preamble in the Oct ‘09 & July ’10 Journals you would know that the committee had started planning to update the clubrooms, then due to cost implications both initial & ongoing, it was decided to investigate looking for an alternate property which would be more modern, require less maintenance, and less costly in both the short & long term. The committee has agreed to seek an alternative until June this year & if nothing suitable becomes available by then, the future will be reconsidered.
Below is a summary of what needs to be done to the existing property, Replace existing spares room & old derelict “tennis” shed with a new Parts shed including a covered entertainment area & garden shed Paint all buildings Replace the external wall cladding Concrete the apron near the gate Repave the car park Renew the kitchen cupboards Provide sufficient room to better set up the Library Provide storage space so the hall can be leased to other car clubs – they need somewhere to store some of their things. Provide a cover over the area between the existing spares shed & the main building Upgrade the sewage system – often smells Replace asbestos with more human friendly material
It is estimated that it would cost well in excess of $150,000 to undertake all of the above – money we don’t currently have. Since we no longer have the income we were able to generate thru racing when the existing clubrooms were purchased, this type of debt would be difficult to cover.
A look at the asking price of other more suitable & newer properties, in industrial areas, it can be seen that they are equally priced to, or even less than, the market value of our existing property which is in a residential area. Hence the committee has set about looking for suitable property armed with the following shopping list. A freehold property, either Community title or, preferably, stand alone Torrens title A 300 sq mtrs solid building (slab built or brick - not a shed) Toilets - suitable for 50 male, 30 female 40 onsite car parks (paved) with safe & easy on-street parking for any residual cars. Access for a vehicle to be driven into the main hall Floor surface of at least the main hall & committee / library to be suitable for seating & driving a car on as well as being easily cleaned Not a really high ceiling - preferably no higher than 3 mtrs Air conditioned No, or very minimal garden area Grounds floodlit at night time All Legal requirements for our intended use - egress doors, exit signs etc All of the above without it costing any more than we would get from the sale of the existing property, i.e. cost positive or at least neutral.
If you have any comments, positive or negative about the above, or think you may be able to assist in any way, please let Ralph or any of the other committee members know. If or when a suitable alternate property becomes available, a special meeting will be called so all members can have their input into any property related decision the committee proposes.
Austin 7 Journals Page 7 April 2011
Club regalia for sale: The club has a variety of items of interest to members which are available from the Treasurer each meeting at the clubrooms.
Austin 7 Club Decal small: $1.00 Austin 7 Club Decal large: $2.00 Austin script hat/lapel badge: $3.00 Austin 7 Club Badge Cloth: $3.00 Austin 7 Club Cap $12.50 Austin 7 Club Hat $12.50 Austin 7 Club Badge Metal Radiator $20.00 Austin 7 Club 50th year history book: $20.00 Austin 7 Short Sleeve Yellow & Blue top: $20.00 Austin 7 Short Sleeve Dark Blue 3 button top $28.00 sizes in stock M,L, & XL. Austin 7 Long Sleeve Polar Fleece Jumpers: $45.00 sizes in stock S,M,L & XL.
Port Vincent Holiday House.
• 200Km And Just 2 Hours away from Adelaide is a four bedroom holiday house. • It accommodates 8 persons in • 2 Double beds & • 4 Single beds. • All you need to take is your linen, food & whatever you drink. • The town has a Hotel, restaurant, Hardware & 3 General stores. • 2 Petrol Stations & auto-gas is available. • For further information call Trevor or Lyn Clerke on 08 88537191 or • 0428 851 139.
Austin 7 Journals Page 8 April 2011
220 Main North Road Prospect SA 5082
Autoglass Replacement & Repairs
Tinting Cars
Glass Cut
Insurance work billed direct
All major cards accepted
RAA Members Welcome
Austin 7 Club Members Welcome
Lindsay Dean
Mob 0408 269 444
Ph 08 8269 4444 Fax 08 8269 5537
Austin 7 Journals Page 9 April 2011
PAST EVENTS Modern Regularity
The 2010 season of Modern Regularity was held over seven meetings during the year with 97 individual competitors ranging from a 15 year old to an eighty six year old. Cars were varied with the range spreading from prepared competition circuit race and rally cars to the office delivery car being current models to cars built in the fifties. This resulted in a large spread of car capabilities. This of course is brought down to a common denominator with the concept of modern regularity. It all comes down to the driver and how well he or she can consistently drive the vehicle. If you would ike further information on how modern regularity works check out the club web site.
The final round in November 2010 Andrew Baohm was second and by doing so was able to win the AMCOMM Technologies Trophy. It was a well deserved win. Colin Tucker took the round win on the day with a Andrew Baohm 2nd, Colin Tucker 1st Neil Martin 3rd very good score of 109 points for 25 laps, Photo by Tony Morgan holding Andrew at bay with 139 points. By winning Colin was able to take the first Robin Baohm Memorial Trophy. Neil Martin came in 3rd to claim 15th spot for the year. Neil had to stand out for a few meetings as he was inflicted with a knee infection from what appeared a very minor injury at the time. Colin’s round win was enough for him to secure 2nd place for the season. Andrew’s efforts where outstanding, he completed all 176 laps for the year for 2028 points. This resulted in an average of 11.52 points per lap.
Philip Scadding had a fantastic start to the season and was able to hold onto 3rd place. A bad 2nd event on the final round was the end of his chance to snare top spot as it resulted in a 15th for the day. That one bad event also allowed Colin to overtake him for 2nd. The score for that ‘bad event’ was a respectable 174 points for 5 laps but in the tight Philip Scadding competition of this season it was a disaster for him. Photo by Tony Morgan
An ‘End of Season Dinner’ was held on the 3rd of December at the Royal Hotel, Kent Town in one of their function rooms. A great night was had by all those that attended. The Amcomm Technologies trophies were handed out to the three series place getters along with many prizes for trivia quizzes and lucky door tickets. Andrew received a tool box full of tools supplied by AMCOMM Technologies the series sponsor and a bottle of wine supplied by one of the dinner
Colin, Andrew & Philip at the dinner sponsors, Chain of Ponds wines. An audio Photo by Tony Morgan visual display recapping the year was put Austin 7 Journals Page 10 April 2011
PAST EVENTS together by Tony Morgan and was shown on a large screen. A presentation of photos and vision from all of the previous events was put together and was well received. There was some interesting in-car footage and some footage of a car doing a dance out of turn one which finished with a nice pirouette.
Vision from the 2010 Pikes Peak International Hill Climb was shown for some entertainment. Footage from Nobuhiro Tajima’s winning run up the hill that was in real time for the full distance was shown along with some examples of what can go wrong. For those that are not familiar with this event it is a single car at a time up a mountain in Colorado. The event starts at a little under 9400 feet and finishes approximately 22 Km later at 14110 feet way above the tree line. With a little under half of the distance being dirt Tony Morgan speaking to the gathering at the dinner with most of the course without crash Photo by Shane Harris barriers, it is not for the faint hearted. There are drops of thousands of feet off the side of the course. The average speed of the very twisty run was 73.12MPH and took 10min 11.46sec. This is quite impressive especially when you consider that altitude sickness is not uncommon for these heights. It is quite evident that the drivers lose judgement at the higher parts of the run and start to clip the cliffs and drop wheels over the side due to the effects of lack of oxygen.
After the Modern Regularity presentations where given out, a special award was given to Fran Williams by Chris Watters on behalf of the President Ralph Drage (Who was absent Andrew with his winnings because he remembered Photo by Shane Harris at the last minute he had a prior engagement in Kangaroo Island. Apparently a club tour that had ‘slipped’ his mind!) The award was a Certificate of Appreciation from the club committee and members for all of her work in the running of the Modern Regularity meetings. Fran was most surprised and received a round of applause by those present.
Tony Morgan
Fran Williams responding after receiving her award Photo by Shane Harris Austin 7 Journals Page 11 April 2011
PAST EVENTS 2010 AMCOMM Technologies Trophy - Modern Regularity
Base Score Bonus 21 11 20 18 15 26 7 21 11 20 18 15 26 7 Driver Feb Apr Jun Jul Aug Sep Nov Feb Apr Jun Jul Aug Sep Nov Total 1 Andrew Baohm 7 25 30 25 6 30 25 1 5 5 4 7 3 8 173 2 Colin Tucker 1 1 25 1 21 14 30 3.5 5 5 4 9.5 119 3 Philip Scadding 30 0 13 15 11 21 2 18 1 1 6 118 4 Geoff Stephens 25 30 0 18 8 0 5 6 5 1 1 3 102 5 John Tiller 5 9 0 9 25 14 11 0.5 3 0.5 3 3 83 6 Jason Smyth 0 21 21 7 1 11 0 4 0.5 5 3 5 78.5 7 Duane Gent 6 4 18 8 7 25 4 6 4 78 8 Brandan Marston 0 1 8 30 13 8 1 5 1 6 73 9 Cliff Haynes 18 11 0 0 1 18 0 5 8 0.5 9 70.5 10 Ian Davis 0 0 11 3 30 0 0 10 8 62 11 Chris Watters 1 0 0 0 18 7 18 5 5 54 12 Bruce Marston 21 1 1 1 4 6 15 1 49 13 Noel Harris 15 18 7 4 1 0 0 3 1 49 14 Brett Watters 0 8 0 21 3 0 1 10 5 48 15 Neil Martin 13 6 3 0 0 0 21 1 1 1.5 46.5 16 Mick Glasson 11 13 0 0 1 0 9 3 4 1 42 17 Shane Harris 9 15 0 0 1 0 0 6.5 1 3 35.5 18 Jason Sutton 0 1 0 0 1 0 13 10 25 19 Anthony Verner 3 2 0 11 1 1 1 3 0.5 22.5 20 Andrew Bailey 0 0 15 0 0 0 0 5 20 21 Darren Holmes 0 0 0 0 15 0 0 5 20 22 Kevin Hoegee 1 3 9 1 5 0 1 20 23 Sandy Watters 0 0 0 13 0 0 0 13 24 Robert Jacobs 0 0 0 0 0 0 8 5 13 25 Nicholas Schwark 0 0 1 6 1 0 0 5 13 26 John Illingworth 0 0 1 5 0 4 0 2 12 27 Luke Parker 0 0 5 0 0 0 0 7 12 28 Craig Marshman 0 1 4 0 1 5 0 11 29 Matthew Mullett 8 0 2 0 0 0 0 10 30 Michael Polgreen 0 1 0 0 0 0 6 3 10 31 Robert Vanderkamp 0 0 0 0 9 0 0 9 32 Stephen Drury 0 0 0 0 0 9 0 9 33 James Milne 0 0 1 2 1 1 0 4 9 34 Peter Nelson 0 5 1 0 1 0 0 0.5 7.5 35 Charlie Kotzur 0 7 0 0 0 0 0 7 36 Anton Read 0 0 0 0 0 0 7 7 37 Grant Glover 0 0 6 0 0 0 0 6 38 Kym Ninnes 1 1 1 1 1 0 0 1 6 39 Jason Dunsford 0 1 0 0 1 0 1 3 6 40 Pip Edwards 1 1 0 1 0 2 0 5 41 Ben Opie 0 0 1 1 2 0 1 5 42 Dryden MacDonald 4 0 0 0 0 0 0 4 43 Mark Jeltes 0 0 0 0 1 3 0 4 44 Frederick Welsh 0 0 0 0 1 0 3 4 45 Richard Wright Jnr. 2 0 1 0 0 0 0 1 4 46 David Staggs 1 0 1 1 0 0 0 1 4 47 Jeffrey Scanlan 0 0 0 1 0 0 0 3 4 48 Greg Edwards 1 1 0 0 0 1 0 3 =49 Kevin Haley 1 0 1 0 1 0 0 3 Austin 7 Journals Page 12 April 2011
PAST EVENTS
Base Score Bonus 21 11 20 18 15 26 7 21 11 20 18 15 26 7 Driver Feb Apr Jun Jul Aug Sep Nov Feb Apr Jun Jul Aug Sep Nov Total
=49 Steve Havriluk 1 0 1 0 1 0 0 3 51 Norm Clements 0 0 1 0 1 0 1 3 52 Bjorne Hards 0 0 1 0 0 1 1 3 54 David Coombe 1 1 0 0 0 0 0 2 53 Dick Wright 1 0 1 0 0 0 0 2 55 Andrew Hoegee 0 0 1 0 1 0 0 2 56 Craig Dunsford 0 0 0 0 1 1 0 2 57 Colin Zytveld 0 0 0 0 1 0 1 2 58 John Newmarch 0 0 0 0 1 0 0 1 2 =59 Christopher Haubrich 1 0 0 0 0 0 0 1 =59 Kerri-Anne Armstrong 1 0 0 0 0 0 0 1 =61 Ben Hempel 0 1 0 0 0 0 0 1 =61 Darren Martin 0 1 0 0 0 0 0 1 =61 Gavin Gold 0 1 0 0 0 0 0 1 =61 Kit Lai 0 1 0 0 0 0 0 1 =61 Mark Ladhams 0 1 0 0 0 0 0 1 =61 Paul Kupczynski 0 1 0 0 0 0 0 1 =61 Richard Appleby 0 1 0 0 0 0 0 1 =61 Tim Cowin 0 1 0 0 0 0 0 1 =69 Anthony Hempel 0 0 1 0 0 0 0 1 =69 Geoffrey Smyth 0 0 1 0 0 0 0 1 =69 Graham Hards 0 0 1 0 0 0 0 1 =69 Jo Hempel 0 0 1 0 0 0 0 1 =69 Kristen Hards 0 0 1 0 0 0 0 1 =69 Rob Butcher 0 0 1 0 0 0 0 1 =69 Robert Atkins 0 0 1 0 0 0 0 1 =76 Chris Scanlan 0 0 0 1 0 0 0 1 =76 Nathan Robertson 0 0 0 1 0 0 0 1 =78 Astrid Quinn 0 0 0 0 1 0 0 1 =78 Gary Brock 0 0 0 0 1 0 0 1 =78 Ian Brock 0 0 0 0 1 0 0 1 =78 Mark Scott 0 0 0 0 1 0 0 1 =78 Robert Ford 0 0 0 0 1 0 0 1 =78 Russell Gallman 0 0 0 0 1 0 0 1 =78 Tanya Vanderkamp 0 0 0 0 1 0 0 1 =78 Tony Parkinson 0 0 0 0 1 0 0 1 =78 Troy Zytveld 0 0 0 0 1 0 0 1 87 Scott Murray 0 0 0 0 0 1 0 1 =88 Alastair Dow 0 0 0 0 0 0 1 1 =88 David Fechner 0 0 0 0 0 0 1 1 =88 Geoffrey Edewards 0 0 0 0 0 0 1 1 =88 Jason Bradbook 0 0 0 0 0 0 1 1 =88 Kia Keller 0 0 0 0 0 0 1 1 =88 Lindsay Hick 0 0 0 0 0 0 1 1 =88 Mark Hodson 0 0 0 0 0 0 1 1 =88 Noel Claridge 0 0 0 0 0 0 1 1 =88 Tim Browne 0 0 0 0 0 0 1 1 =88 Wade Zytveld 0 0 0 0 0 0 1 1 NOTE: Shaded area = Dropped score Austin 7 Journals Page 13 April 2011
PAST EVENTS
Thank You. To the Board, motor race organizers, and all Austin 7 Club members for the Certificate acknowledging the work I have done for the Modern Regularity events.
Like most volunteers I know we do our various tasks because we want to assist where and when we can and that gives us great personal satisfaction with no expectation of any other reward. So I need to tell you that, having won a few competitive badges, certificates and trophies for various sports and activities which was great at each particular time, it doesn’t compare to any recognition by your peers of a task they believe you did well.
So this was also a special delight to be acknowledged by the Austin 7 Club with this Certificate and be presented with it at our first Modern Regularity presentation night in December. It was a double surprise as the competitors also decided to show their appreciation with a trophy.
In closing, remembering previously in the Year of the Volunteer over 60 Austin 7 club members were presented with a Premier’s Thank You Certificate, I feel I am one of many in our Club, as in our wider community, who do what they do whenever the need arises.
So Thank You all most sincerely
Fran Williams
Austin 7 Journals Page 14 April 2011
Retirement - Tony Grove
Tony Grove retires from Commentary Team.
After being connected with club events, circuit racing and hill climbs for quite some time, I acquired a hill climb car which I competed in for a number of years.
I started commentating as the result of a request from Len Slade who at the time was the Secretary Manager of the original Mallala racing circuit.
I have now been commentating all forms of motor sport for over 40 years here in South Australia. Adelaide International Raceway, Mallala, Rowley Park, Speedway City and Collingrove as well as interstate at such places as Victoria (Sandown & Calder), Western Australia (now Barbagello), Alice Springs and Tasmania. Thirteen years of Classic Adelaide Rally and SA Rally and I am still calling Legends of the Lake Hillclimb in Mount Gambier.
Tony in traditional pose at Mallala calling the Twilight meeting
I am responsible for establishing and managing the commentary team of eleven commentators for the eleven Formula 1 Grand Prix events and the once of Le Mans event.
The Sporting Car Club's twilight Race Meeting on 19th February 2011 was my last call and I would like to take this opportunity to thank all the officials, club members, competitors and their crews for the information they have given me during this time. Without your help, especially over the past few years, it would have made my job so much more difficult.
I leave the Commentary Team in the capable hands of Ann Ozgo who has been my assistant for twenty years. Tony & Ann commentating for the last time together at Mallala
Tony Grove
Austin 7 Journals Page 15 April 2011
TECHNICAL TALK Ruby Torque Tube by Stan Gafney.
A while back, I began to notice a clunk when taking off from rest in my 1936 Ruby sedan. This clunk became louder each time I took the car out. I removed the hatch in the prop shaft tunnel and detected fore and aft play in the pinion shaft. Fearing that the bearings were about to pack up, causing some expensive damage, I removed the back axle assembly from the car and then removed the torque tube assembly from the axle casing, carefully counting the shims which fell out.
The spacer shown in Fig 1 had partially collapsed, allowing the pinion shaft to float back and forth. The cause of this deformation could be due to several factors; the LH threaded nut not being tightened at the works, or by a previous repairer, or the tab washer was a poor fit on the pinion shaft, or slight clearance in the angular contact bearings had developed, causing a hammering effect.
I found a spare spacer and checked that it was the same overall length as the previous part. Before re-assembling in the torque tube I tightened the nut and clamped the assembly in the vice and G –clamped it as shown in Fig 2. Some clearance in the angular contact bearings was detected by moving the shaft up and down. The bearings would originally have been fitted as a matched pair at the works, incorporating a slight preload to exclude clearance, but wear and tear had taken its toll. On the other hand, these may have been replacement bearings.
Angular contact bearings were introduced by Sir Herbert to the rear axle pinion about 1932, replacing the simple thrust bearings used on earlier models. These angular contact bearings are sometimes referred to as double purpose bearings. When properly assembled they absorb both radial and axial loads. The arrangement in the Ruby pinion shaft eliminates the end float and provides useful additional rigidity at the pinion end of the shaft. The bevel pinion needs all the help it can get when transmitting the gutsy torque developed by the engine. (!? Ed.) It is imperative that the bearings are assembled “back to back” for this application, i.e. the thicker section of the outer ring must abut the thicker section of its mate.
To eliminate the clearance I cut a shim from .003” brass sheet, having an outside diameter of 63mm and an inner diameter of 55mm. The thickness of the shim was determined by testing several alternatives. The shim was placed between the abutting outer ring faces. When the assembly was tightened and gripped and clamped as shown in fig 2, there was no clearance Austin 7 Journals Page 16 April 2011
TECHNICAL TALK and the shaft rotated easily. A further refinement was the manufacture of a precision tab washer which fitted the flat on the shaft very snugly. This latter exercise only took a week. I cleaned the axle assembly and gave it a coat of shiny black paint.
Whilst fixing the torque tube problem, I decided to get the rear springs re-set as the car leaned over to the driver’s side when unladen. There was a considerable delay as I had to return them to the spring works for correction. But that’s another story.
The car is now clunk-free, at least from the torque tube…
Stan Gafney
An easy 12volt conversion for an Austin 7 by Peter Murphy.
I had for some time wanted to convert my 1928 Chummy to 12v, to be able to operate the headlights and horn and starter motor effectively. As an interim measure, I obtained a 6 volt to 12 volt inverter, capable of outputting 8 amps, from America, and fitted this under the passenger’s seat, and from it ran the headlights (12v,25w) rear lights (led) and turning lights. This was satisfactory as far as it went, but the starter motor was still sluggish, and the horn ok, but not a real attention getter.
I then came across the internet site www.dynamoregulatorconversions.com, and was interested to read about electronic regulators available. For these to work, the resistance of the field coils on the 6v dynamo must exceed 2.5 ohms, and once I had established that this was so for my 3 brush CAV dynamo, I ordered the smaller of the two units available, as recommended by the chap who runs the business. The unit, including postage to me at Kapunda, cost $96, which I didn’t think was too unreasonable. It is a small unit, not much bigger than a matchbox, with the electronics “potted” in a neatly milled aluminium box, and detailed fitting instructions.
Following the instructions, I first removed the dynamo distributor unit, after taking note of the rotor arm position, and then completely removed the third brush. I then made up a short lead, about 4 inches long, with round terminals at each end. I installed this to run from the terminal of the third brush, to the terminal of the earthed brush. This effectively earths the field coil, and turns the dynamo into a two brush generator. I then replaced the unit in the car, making sure the rotor arm faced the same direction, and reconnected the wires, the advance/retard rod, and the distributor top. I removed the 6v battery, and positioned a 12v sealed lead-acid battery I happened to have lying around. This isn’t really suitable, but I’ll buy a proper battery later. I cut the field coil wire near the bulkhead, and ran it through a 10 amp fuse, as instructed, and then joined up all the wires as per instructions. A thick white wire has to be ignored if the unit is to produce 12v, but may be connected if all that is required is a nice safe stable 6 volts. Can’t see the point, myself. I connected a 6v battery to the original coil, which I Austin 7 Journals Page 17 April 2011
TECHNICAL TALK had isolated, started the engine by crank, and was very pleased to see 13.5 volts on the battery, and about 2 amps charge on the ammeter. The red charge light had also extinguished itself.
Headlights were very bright, horn was positively hysterical, and although the battery wasn’t designed to deliver heavy currents, it really made the starter motor whiz over very quickly indeed, to almost instantaneously start the car. After this episode the battery voltage dropped to 12.9, but charging current went up to about 8 amps.
In conclusion, I’m cautiously optimistic that the unit (which is said to withstand all sorts of electrical vandalism – see site) will do a good job, and eventually enable me to drive on modern roads with electrical confidence. Brakes – well that’s the next challenge!
Peter Murphy Kapunda
News from the Property Manager: Ian Motley reported at the March meeting that all electrical appliances and extension cords had been tagged, fire extinguishers tested, a new hot water system installed over the kitchen sink and the toilets had new hand soap dispensers fitted. Also it was reported that some food scraps were placed in toilet bins, please ensure that all food scraps are either taken home with you or placed directly in the blue rubbish bin ready for council collection.
The working bee on 19th February was a resounding success with 17 members attending trimming 420 kgs of green prunings from bushes and shrubs, this was followed by a sausage sizzle - well done by all who attended. This was a large part of keeping our clubrooms and grounds in a neat & tidy fashion.
The Secretary has investigated the purchase of a new amplification system for the clubrooms with an added feature of portability, and with the 2012 rally on our doorstep this could be an added benefit. The committee is currently deliberating on this proposal. Austin 7 Journals Page 18 April 2011
PAST EVENTS Austin 7 Enthusiasts night run Monday 28 February 2011 There was a good roll-up to the first run for 2011 for A7 enthusiasts and many more other vehicle enthusiasts where we had a destination of Houghton via Anstey's Hill. Afters was held at Caffe Buongiorno at Tea Tree Plus Modbury.
Many of our vehicles assembled prior to the start in the clubroom forecourt
Debbie Grear & her mum in their A16 Mark Sprigg in his Toyota Celica gave Matthew Grear a lift.
Laurie & Marcia Sciberras in their A40 Farina and Ian Schultz has acquired this mini for club runs.
Stan Gafney & Ian Sweetman discussing the finer points and the scene at Houghton at dusk. Austin 7 Journals Page 19 April 2011
PAST EVENTS Modern Regularity Round 1 Results:
Next round after issue of this Journals is Round 3 on 22 May 2011
Austin 7 Journals Page 20 April 2011
PAST EVENTS Modern Regularity Round 1 Mallala 13 February 2011 An excellent turnout of 38 for the first round of the year, with a wide variety of vehicles and quite a few new comers, and first timers, along with some very experienced drivers as well.
The very experienced Geoff Stephens arrived at Mallala without his helmet, cams licence or club membership card. As usual, Wives to the rescue, this time Bronwyn, met Geoff halfway there, otherwise he would not have had the time to comply with drivers briefing and scrutineering.
Alister Gosse in his beautifully turned out Falcon GT, only managed six practice laps, before seizing his clutch, and spinning out on a straight section of track, just past turn two. Eventually just kissing the tyre buffers, marking the mud guard with tyre black, without further damage.
Sonia Parsons in her Porsche 996 Carrera as a first timer, found it difficult to keep the car pointing in the right direction, preferring to waltz around the track. A case of too much power, insufficient experience, and maybe too many drivers offering advice, probably, confused Sonia more than helped. However, she is enrolled in a race driving course and vows to return in the not too distant future.
Welcome to Dennis McDeed in his BMW Coupe who came down from Crystal Brook for the day.
We also welcome the boys from the Excel group, who gave us a lesson in consistency. Anton Read in his Ford Fairmont managed to spin out many times, but three times in one lap probably takes the cake, or so his “mates” seemed to think
Chris Watters Competition Secretary
Brandan (No 98) & Bruce (No 89) Marston are regular participants at our modern regularity events. Austin 7 Journals Page 21 April 2011
PAST EVENTS All British Day Uraidla Oval Sunday 13 February 2011
16 members entered 20 vehicles on this year's All British Day, which was the 27th one to be held, and a day that the Austin 7 Club has been represented at all of them. This year, Scott Appleyard was the club's representatives to the ABD committee and he & Rick Hoffman had set up the parking site ready for our arrival from our meeting point of Hazelwood Park. A fine ;line up of club vehicles ensued, but pride of place was Andrew Dawes' Austin 7 Wasp project. This created quite an attraction from passers by, which there were plenty of.
The Club shelters were erected with the instruction that no spikes into the turf were allowed, so we tied the guy ropes to Austins, thus preventing the shelters from taking off in any wind that may have arisen, but none did.
Andrew's display of his Austin 7 Wasp under construction with other Austins from our display.
Val Baker showing an inordinate display of interest in Andrew's Wasp, and bonnets up on the Osborne Alvis & Wolf's A7 Many of us lunched in the shade near our cars, but a few found their way over to the Uraidla Hotel for a selection of a traditional British Lunch, on the menu was Shepherds Pie, Bangers & Mash, Roast Beef etc. Most of us wandered around the oval area and adjoining sheltered area of British vehicles enjoying the camaraderie of fellow enthusiasts whilst admiring their vehicles. As the day drew on and three o'clock arrived, many entrants started to depart for home. While this was going on, Michael Norris from Clarendon arrived with his red Austin 7 Wasp and immediately Andrew was drawn into discussion of comparisons with his project and Michael's Austin 7 Journals Page 22 April 2011
PAST EVENTS All British Day Uraidla Oval Sunday 13 February 2011 example. Scott had some success at the ABD by selling his 1955 Austin SMB* Special. Rick is going to represent the A7 club on next year's ABD committee.
The line up of A7 Club vehicles and Michael Norris' A7 Wasp, a late arrival, causing much interest.
SMB = Secret men's business
Vintage and Veteran Display Edwards Park Keswick Sunday 13 March 2011
This event organised by David Read of the Vintage Sports Car Club was attended by about 120 veteran and vintage vehicles with another 100 or so post-vintage and classic vehicles classed as visiting. Two A7 Club members attended with their pre 1931 vehicles.
The Editor's A7 in the line up of Pre 31 vehicles
Wolf Semler's '27 Chevrolet and a visiting vehicle at the display. Austin 7 Journals Page 23 April 2011
PAST EVENTS DAY RUN TO DALE & DIANNE’S EUDUNDA – March 27, 2011
We met at the Elizabeth Tower at 9.00, then after a bit of chin wagging in the freezing cold, we were glad to get back into our cars & head for Kapunda. All 14 cars in the group had a good run to Kapunda where we regrouped at the Duck Pond for morning tea.
It was here that 4 other club cars joined us as well as several members of NARC (Northern Auto Restorers Club) who were joining us for the day since Dale is a member of that club as well. They nearly out numbered us. I was so glad I took some bread as there were heaps of hungry ducks plus 6 little white ducklings. Whilst it was still very cold, it was a pleasant place to stop for morning tea & it provided a good opportunity for members of both clubs to intermingle. Unfortunately the toilets were closed because they were being renovated, but some of the men were lucky enough to find a convenient tree. When we left the pond & headed into the main street of Kapunda, there was a mad scramble for the loo’s.
After our brief comfort stop we made our way to David Scholz property which is located just off the main road between Kapunda & Eudunda, about 20km from Kapunda. When we arrived David welcomed us & explained that he wasn’t formally trained in car restoration, he has built up a full time (& it would appear a thriving) body restoration business.
David was kind enough to open his 4 quite large sheds for us to see. One was the workshop where he undertook the body restorations. Here he had 2 cars, 1 stripped down to bare metal & in the process of having the rusty panels remade & fitted, the other was one of his own cars that he has modified extensively & was in the final throws of being completed.
The next shed was set up to do sand blasting which he does a lot of, whilst the one behind that housed a collection of old tractors, a couple of which had been nicely restored, plus a couple of cars awaiting restoration. The piece de résistance was the last shed he opened. This houses his museum collection which comprised of old tractor seats, signs, salt bottles, oil cans, a few nicely restored petrol bowsers & other very interesting memorabilia. He had the front part of an old falcon nicely painted up on a stand. When the bonnet opens it exposed a very unique BBQ plate.
We left & headed off to Dale & Dianne’s garage in Kapunda for lunch. When we arrived we were pleasantly surprised the see that Dale had cleaned up his workshop & had a number of tables already set up for us to use. We were all asked to bring a salad or desert to complement Austin 7 Journals Page 24 April 2011
PAST EVENTS the sausages & rissoles that Dale & Dianne supplied. After the meat was so beautifully cooked by a couple of the men we all sat down to a wonderful lunch. There was plenty of food so there was no need for anyone not to have enough to eat.
All up, with both clubs combined, about 70 people had a great day thanks to Dale & Dianne’s wonderful hospitality. Thanks must also go the some of the NARC members for helping with the set up, serving & clean up. One good thing for me, seeing we had such a big lunch, I didn’t have to get any tea.
Members who don’t come on our runs don’t know what they are missing.
A big thanks once again to Dale & Dianne for a great day and to Rick & Brenton for helping with the planning.
Marie Drage
Austin 7 Journals Page 25 April 2011
50 years ago - Looking back to motor racing in...... May 1961
In the last issue of Austin 7 Journals, I reported on the first race meeting organised by the Austin 7 Club in 1960 at Port Wakefield; it is now time to look at what the Club did in 1961. With the success of that first race meeting, enthusiasm was high and two meetings were planned for 1961, on May 14 and August 20 – not knowing what was about to unfold.
1961 was to be a momentous year for racing in SA, as the Australian Grand Prix was scheduled to be held in October - NOT at Port Wakefield but at a new track still to be built at Mallala – but more of that later.
And so to our May 14 1961 race meeting - the last at Port Wakefield. In case you came in late, this track opened in January 1953: it was 1.3 miles (2.1 km) long with racing direction clockwise and was built as the result of racing on public roads being banned by the SA Government after 2 deaths in races in 1951.
Some Port Wakefield action at Austin 7 Race Meetings of previous years.
18 entries, covering sports, racing and touring/GT cars were received: scrutineering was done on the Thursday prior to the meeting and at the track on race day.
R1 – Division 2 scratch of 5 laps with 6 cars: 1st Dennis Overall (A7), 2nd John Walsh (A7), race time - 6 mins 29 secs. An included A7 handicap section was won by John from Dennis.
R2 - Division 1 scratch of 5 laps with 8 cars: 1st John Newmarch (Capricornia), 2nd Murray Lewis (Elfin), race time - 5 mins 47 secs.
R3, 3a –Touring and GT scratch of 5 laps with 3 cars: Touring; 1st Ken Virgin (VW), race time - 7 mins 25 secs. GT; 1st V Clancey (MGA), 2nd Denis Dix (Holden), race time - 6 mins 55 secs.
R4 - Neil Milhinch Trophy of 15 laps with 10 cars: 1st Dud Dansie (BBM), 2nd Russ Court (Elfin), 3rd Bruce Went (Elfin), race time - 18 mins 4 secs. This trophy was named in honour of a Club member who was killed in a road accident in March 1960.
R5 – Touring and GT handicap of 8 laps with 2 cars: 1st Ken Virgin was the only finisher, race time - 11 mins 26 secs.
R6 – Sports car handicap of 8 laps with 4 cars: 1st Bruce Went, 2nd Graham West (A/H Sprite), race time - 11 mins 22 secs. The winning margin was 1 sec.
Austin 7 Journals Page 26 April 2011
50 years ago - Looking back to motor racing in...... May 1961
R7 – Racing car handicap of 8 laps with 9 cars: 1st M Bail (MGTC), 2nd D Davies (MGTD), race time - 10 mins 39 secs.
R8 – Invitation handicap of 6 laps with 8 cars: 1st M Bail, MGTC, 2nd D Davies, MGTD, race time - 8 mins 9 secs.
Note that the division racing combined sports and racing cars of similar lap times, sedan cars were light on entries and that R8 mixed cars up even more with sports, racing and touring!! - 3 A7s, one Big 7, 3 MGs and one VW.
Race/lap timing was by the Club’s timing team using the large track-side clock to one second and fastest laps in each group were:
A7 – Dennis Overall/John Walsh 1-14:
Racing cars – Dud Dansie,1-06, Ron Guppy (BSA Special) 1-07:
Sports cars – John Newmarch/Murray Lewis 1-07 secs: Russ Court 1-11, Bruce Went, Ian Alexander (Billancourt) 1-12:
Touring/GT cars – V Clancey 1-18, Denis Dix, Ken Virgin 1-24. (Jack Brabham’s fastest lap at the 1955 AGP was 1-03 and in 1959 Alec Mildren, F1 Cooper Climax set the outright lap record at 1-00: Saloon car record 1-10 by Clem smith, Holden and sports car record 1-03, Derek Jolly Lotus 15).
Port Wakefield came to be because of Government ruling and then ceased to be because of CAMS ruling. With our race meeting successfully completed, club members now had the job of dismantling the existing grandstand and re-erecting it at the new Mallala track.
The birth of Mallala came about because the required standards of tracks used for the Australian Grand Prix were being raised from those that had prevailed since the founding of CAMS in 1953. Port Wakefield had hosted the 1955 Australian Grand Prix, won by Jack Brabham, Cooper Bristol. By the rotation system used by CAMS at that time, South Australia’s next turn to hold the AGP would be in 1961. It was assumed that it would be at Port Wakefield, which wasn’t always the nicest place to be for a race meeting, often being windy and dusty and was 60 miles (100 km) from Adelaide on a narrow main highway. Then CAMS dropped a bombshell – Port Wakefield was not a suitable site for the 1961 race! So Mallala was born out of sheer necessity – it did not exist at the beginning of 1961! When the owners of Port Wakefield bought the disused former-RAAF air base at Mallala – with plenty of tar- sealed roadways and taxiways and some potentially useful buildings - a lot needed to be done before our scheduled August 20 meeting and the October 9 AGP.
In coming issues, I will look at how Mallala prepared for the opening meeting and how the AGP and our first race meeting there were staged.
Thanks to Ian Alexander for the race results from his personal records of his racing activities.
Barry Frost
Austin 7 Journals Page 27 April 2011
THE INDY 500 - 100th ANNIVERSARY This year’s race on May 29th will be the 100 year anniversary of the first Indianapolis Motor Speedway 500 Mile Sweepstakes held on May 30th 1911.
I believe that the history, tradition, pageantry and spectacle make this the greatest motor race in the world.
The Indianapolis Motor Speedway Company was incorporated on March 20th 1909 with Carl Fisher as the first President and principal motivator.
The track layout is a rectangular oval with the main straights being 5/8 mile long with the corners measuring ¼ mile and the two short stretches between the corners being 1/8 mile. The corner banking is 9 degrees 12 minutes. Grandstands holding 12,000, bleaches for a further 3,000 along with VIP seating and a three story timing tower were quickly built.
The first race in June 1911 was for hot air balloons.
The first motor race was held on August 19th and was for motor-cycles. (It would be a further 99 years before the next motor-cycle race was held. This was the 2008 Moto GP).
The first car race was held on 19th August 1909. It was won by Louis Schwitzer in a Stoddard- Dayton. Louis Chevrolet, who was a driver for the Buick Racing Team, was second. (The Schwitzer trophy is a trophy competed for today).
The first fatalities also occurred on the first day of racing when Knox driver Wilfred Bourque and his riding mechanic Harry Holcomb were killed during the running of the 250 mile Feature race.
Day 2 crowds (Aug 20th) saw a 20,000 strong crowd and day 3 saw yet a larger crowd of 35,000. Barney Oldfield starred in winning the 25 mile Remy Grand Brassard (a silver shield). The 300 mile Feature race for the 7 ½ foot tall Wheeler-Schebler Cup, (now housed in the Speedway’s Hall of Fame), saw 19 cars start. At the 235 mile distance the race was halted following the deaths of a riding mechanic, two spectators and injuries to several other spectators.
The track surface, consisting of a heavy gravel base topped with crushed limestone then layered with hot tar and crushed stone chips, did not survive the punishment from the race cars and had deteriorated badly. The decision was made to pave the track with bricks. In all 3.2 million bricks were ordered at 13 cents each. The first were delivered on 18th September and it then took only a further 63 days to lay all the bricks. (Today the original bricks are sought after as souvenirs, at a price.) From now on the Indianapolis Motor Speedway would be known as the ‘Brickyard’.
May 10th 1910 saw 24 races held over three days. The track surface held firm. 60,000 spectators packed the third day of racing. In 1910, Carl Fisher and his partners agreed that the speedway was now ready to stage “The greatest automobile race ever put on anywhere on the Austin 7 Journals Page 28 April 2011
THE INDY 500 - 100th ANNIVERSARY face of the earth” May 30th 1911 would be the inaugural Indianapolis 500 Mile Sweepstakes. Prize money would be $25,000. Entries were received six months before the race. Starting positions were determined by date of entry.
On race day the crowd was estimated at between 80- 100,000. Most of these were grandstand seated. 40 cars started the race at 10:00 am, firstly following the Stoddard-Dayton roadster driven by Carl Fisher. This became the first rolling start of a major auto race and also the first use of a pace car.
After 500 miles, Ray Harroun, the engineer and test driver for the Indianapolis based Marmon Car Company was victorious. His number 32, yellow and black ‘Wasp’ was a popular winner. His winning car is also credited with being the first car to be fitted with a rear view mirror (negating the need for a riding mechanic/spotter). Despite dire predictions of carnage only one riding mechanic was killed.
1912 saw prize money doubled to over $50,000. The American Automobile Association, (the sanctioning body), and Carl Fisher agreed to limit entries to 30 (only 27 actually started). Ralph DePalma, a highly regarded driver, was within a lap and a half of winning when his Mercedes quit. While he and his mechanic were pushing their car down the main straight a local boy, Joe Dawson, had made up a two lap deficit and sped to victory. (DePalma would later win
the 1915 race).
By the 1913 race a new five story timing and scoring tower had been built. Resembling a Japanese designed building the tower became known as the ‘Pagoda’. All future towers were built along the ‘Pagoda’ style. The 1913 race was won by French driver Jules Goux driving a Peugeot. It was reported that Jules enjoyed a little champagne during one or more of his pit stops as well as a bottle in victory lane.
1914 and the French invasion was back, monopolising the race by taking the first four positions. Rene Thomas won in a Delage. Barney Oldfield was the first American home finishing fifth in a Stutz. Two new large grandstands had also been built along with a second tunnel for access to the infield.
Before the 1915 race yet another grandstand had been built along with a third tunnel and thirty new garages. Although cars arrived at the speedway from Europe their drivers did not.
Austin 7 Journals Page 29 April 2011
THE INDY 500 - 100th ANNIVERSARY
Europe was now at war. From 1916 the race was shortened to 300 miles. A new young driver, Eddie Rickenbacker, led the first 10 laps. He would later gain fame as America’s top fighter pilot downing 22 German aircraft and 4 balloons. Within 10 years he would also own the Indianapolis track.
In 1917 America entered the Great War. The infield of the speedway was converted into an airfield with lighting for night landings and many hangers. An aviation maintenance battalion was also stationed there. More than 100 acres was turned back into cropland. The next 500 mile race would be in 1919 and Carl Fisher named this race the “Liberty Sweepstakes”. Howdy Wilcox 11 won the race while a track band was playing a new song – ‘Back home again in Indiana’.
The 1920 race saw the Chevrolet brothers, Louis, Art and Gaston reign supreme. For the 1920 race the brothers fielded seven cars. They were bullet nosed Frontenacs which were highly modified Ford T’s with engines of Chevrolet design. Gaston won the race without having to change any of his Firestone tyres. For the next 50 years every winning car was on Firestone tyres.
The 1920’s saw the emergence of purpose built race cars, mainly from the Duesenberg brothers and Harry Miller specials. In 1922 seven of the first eight cars were Duesenbergs. A Miller won in 1923 and although a Duesenberg won in 1924, eleven of the top thirteen placings were Millers. Duesenberg won again in 1925 and 1927 but it was a Miller parade for the rest of the 1920’s. Miller engines would morph into Offenhausers and later Meyer-Drakes that ruled Indianapolis (and other speedways) until the mid 1960’s.
In 1926 Cark Fisher put the Speedway up for sale. In August 1927 Eddie Rickenbacker became the second owner of the speedway. (He was actually a front man for a group of wealthy Detroiters whose identity still remains unknown). One of Rickenbacker’s first projects was the building of the golf course with nine holes on the infield and nine holes outside. The town of Speedway was also incorporated in July 1926. There were 67 property owners and 507 residents.
In the late 1920’s the controlling body, the AAA, was concerned at the ‘one make’ racing that was happening. (28 of the 33 starters for the 1927 race were Miller powered). So a new rule book was written for 1930 onwards for so called ‘Champ Car’ circuit cars. Superchargers and four valve heads were out and new low cost, low tech ‘stock block’ engines of up to 366 c.i. was in, along with two men in the car. This new ‘Junk Formula’ as it became named was well timed with the Great Depression about to hit.
The new formula became a success with many new entries. In 1931 a Duesenberg fitted with a Cummins diesel went the full 500 miles without a pit stop. Hudson entered a team of cars in 1932. Studebaker fielded a five car team in 1933. Ford entered five cars in 1935. In the early 1930’s at least a dozen drivers and riding mechanics lost their lives usually by flipping over the outer wall. After the 1935 race the outer wall was re-profiled and battery powered green and yellow signal lights were installed around the track. Steel helmets were made compulsory and a driver’s test for all newcomers implemented. Nobody was hurt in the 1936 race.
Louis Meyer won the 1936 race making him the first 3 time winner. After winning he was directed into a fenced off enclosure for the victory celebrations. This area became known as ‘The Bullpen’. He also drank buttermilk after the race and this tradition remains today. He Austin 7 Journals Page 30 April 2011
THE INDY 500 - 100th ANNIVERSARY was also the first winner to be presented with the ‘Borg-Warner Trophy’ (the most famous symbol of victory in motorsport), and on top of that he was the first driver to be awarded with the official pace car. A lot happened in 1936.
Harry Miller was again innovative in 1937 with his cars fitted with disc-type brakes, the first ever used on a racing car. For 1938 he again surprised by fielding six cylinder rear engine cars. Many believe that Cooper pioneered the rear engine theme but Miller (and Auto Union in Formula 1) was running rear engine cars in the 1930’s.
1939 and Europe is again at War. However the 1940 race goes ahead with a Maserati driven by two French drivers who were on leave from the French Army (Rene LeBegue and Rene Dreyfus) becoming crowd favourites. They went on to finish tenth. Wilbur Shaw won the 1939 and 1940 race becoming the first driver to win back-to-back races. He would later become Speedway President.
The 1941race started disastrously when a fire destroyed one row of garages. It was worse for Wilbur Shaw as the fire destroyed his ‘lucky’ racing shoes. A faulty wheel had been marked and put aside but the marking had been washed off by the fire hoses and it is believed that this was the wheel that failed on lap 152 sending him backwards into the fence. He was way out in front at the time and the crash left him temporarily paralysed from the waist down. His Indy 500 racing days were over. When America entered the War Eddie Rickenbacker offered the Speedway to the War Department. They had no use for it this time round so the Speedway was shut down.
Nothing happened at the Speedway until late 1944 when Wilbur Shaw, who was working for the Firestone Tyre Co., obtained Government permission to test a new synthetic rubber tyre. Shaw was saddened by the state of the track and the surrounds. The Speedway now owned 433 acres and Wilbur Shaw set about finding backers to buy the Speedway and return it to its former glory. He prepared a detailed prospectus and circulated it to potential buyers. It was an investment banker who introduced Shaw to Anton (Tony) Hulman who ran a family wholesale grocery business. In November 1945 the Speedway was purchased. The Indianapolis Motor Speedway was now a wholly owned subsidiary of a wholesale grocery company and sixty four years later it still is.
Work started immediately with the burnt out garages rebuilt along with another new grandstand constructed. Six other grandstands needed major repairs as did the timing tower. By May 1st 1946 the track was good but the facilities were still a mess. The race went ahead at the end of May with a crowd estimated at 100,000. The 1946 race also saw the first appearance of the Bud Winfield engine supercharged V8 ‘Novi’. (The Novi’s would race at the Speedway for 20 years and never win the big race. But they sounded awesome at 8,000 rpm.)
A new tradition began in 1947 when Wilbur Shaw had a silver cup of ice water waiting for the winner (instead of milk) in Victory Lane. This tradition lasted until 1955. In 1956 the milk was back and it has stayed until this day. Also in 1947 opera star James Melton sang ‘Back home again in Indiana’ before the start of the race. Jim Nabors (Gomer Pyle to us oldies) has been singing this now before the start of the race for as long as I can remember. (He actually first Austin 7 Journals Page 31 April 2011
THE INDY 500 - 100th ANNIVERSARY sang it in 1972). The Speedway progressed through the late 1940’s getting bigger and better each year.
The most famous words in motor racing, “Gentlemen start your engines”, were first heard at the Speedway in 1949 or 1950. Today it is not clear who uttered them. Wilbur Shaw is generally given the credit but many historians think it was track announcer, John ‘Irish’ Horan, who was first to utter the famous phrase. 1952 saw the first Kurtis built ‘Offy’ roadster appear. The engine was tilted 36 degrees to the right so that the driveshaft ran alongside and not under the driver. The new lower bodies were given the roadster tag. This design would dominate for the next ten years or so.
1955 saw motor racing world wide in crisis. 81 spectators were killed in the Le Mans accident, which followed shortly after the deaths of world champion Albert Ascari and Indy champion Bill Vukovick. Within weeks European and American car companies were pulling out of motor sport. Then the American Automobile Association (AAA), the sanctioning body, disbanded its ‘contest board’. Racing was in limbo. In September Tony Hulman formed the “United States Auto Club (USAC) and awarded it sanctioning rights. With racing now assured further improvements were implemented. By 1957 only the front straight was brick paved, the rest of the track had been resurfaced.
Into the 1960’s and the crowds now total in excess of 200,000. Huge improvements were made with at least nine new grandstands, a new four lane tunnel, a 600 foot paddock extension, 14 new garages, a motel complex which included a new golf clubhouse, track resurfacing and electronic scoreboards. Things were happening. Things were happening on the track too. John Cooper bought his F1 car and driver, Jack Brabham, over to Indy for a spin around the track. Times were competitive enough for Cooper to enter the car in the 1961 race. Hampered by excessive tyre wear Brabham finishes 9th. The locals took note and next year Mickey Thompson fields three Buick powered rear engine cars. Ford commissioned Colin Chapman (Lotus) to build three cars for the 1963 race. Driver Jim Clark finishes second. Ford upped the ante in 1965 when they supplied five teams with full race four cam engines. Jim Clark wins the race and becomes the first foreign driver to win since 1916. It was also the first rear engine car to win the big race. (No front engine car has won Indy since). When Jim Clark exited his car in Victory Lane instead of traditionally kissing the Indy Queen he politely shook her hand.
Firestone tyres had been at Indy since the first race. In 1964 they were joined by Goodyear. Ten years later Firestone shut down their Indy tyre operation. A sensation was created in 1967 when flamboyant owner Andy Granatelli fielded a turbine powered car, sponsored by STP, and driven by Parnelli Jones. He was almost a full lap ahead of A.J.Foyt with only two laps to go when a $6 transmission bearing failed. The following year the turbines were back but with a 40% reduction in air inlet opening. Joe Leonard put one on pole with a new lap record. (Graham Hill was next to him on the front row.) Leonard was leading with nine laps to go when a fuel shaft broke. The following year the inlet size was again further reduced. The turbine threat was over.
In 1977 Janet Guthrie became the first woman to qualify for the Indy 500. A.J. Foyt won his fourth Indy and invited Tony Hulman to accompany him in the pace car on a victory lap. It would be the last time many people would see Tony alive. He died in October that year aged 76.
Austin 7 Journals Page 32 April 2011
THE INDY 500 - 100th ANNIVERSARY
Tony had been the speedway head for 32 years. Retirement of other long serving key personal and organisation of the team owners would see a rival series, Championship Auto Racing Teams (CART), formed. It would be 30 years before the two groups again became one. During this period Indy continued to shine with massive infrastructure improvements and great racing. The previous trickle of International drivers was swelling and today the vast majority of drivers were born outside of America. But this has not diminished the crowd following. The 1960’s, 70’s and 80’s, saw spectacular cars and drivers. A.J. Foyt became the first four time winner. Drivers Parnelli Jones, Mario Andretti, the Unser brothers, Gordon Johncock and Rick Mears became household names. The Speedway was booming.
In 1990 Tony George, Tony Hulman’s only grandson, became President of Indianapolis Motor Speedway. His plan was to make the Speedway even greater by bringing further events to the famed track. In 1994 the first NASCAR stock car race, the Allstate Brickyard 400 (mile) was held. This has now become a jewel in the NASCAR crown. The outer walls were raised and strengthened to contain the heavier cars. Following talks with Bernie Eccleston Formula 1 races were held from 2000.
A further major event was added in 2008 when the Red Bull Indianapolis Moto GP for bikes was held. This was 99 years after the first bike race held in 1909.
Other notable events and traditions include:- - The building of a new 10 story timing and control tower began in 1999 and still in the ‘Pagoda’ style.
- The 1991 race featured four members of the Andretti family, dad Mario, sons Michael and Jeff and nephew John. (Today Mario’s grandson, Michael’s son, Marco is racing). 1991 also saw the first African American, Willy T. Ribbs, qualify for the start.
- With Tony Hulman’s death his wife Mary gave the command for drivers to start their engines. She was succeeded by her daughter Mari (Holman- George), who as well as being Speedway Board chairman, now gives the drivers command.
- The Speedway's ‘Hall of Fame’ museum was opened in 1976. 250,000 fans visit the museum each year. The museum has 30,000 square feet of display area. There is also a photo department where 3,000,000 images are archived and a library.
- Firestone returned to Indy in 1995 after a 21 year absence.
- At the completion of the singing of ‘Back home again in Indiana, and before the start of the ‘start your engines’ command thousands of red, white and blue balloons are released. This was an initiative of Mari’s.
Austin 7 Journals Page 33 April 2011
THE INDY 500 - 100th ANNIVERSARY
- In 1977 eight hundred runners competed in a 13.2 mile half marathon from downtown Indianapolis to the starting line at the Speedway. It becomes a Festival 500 event in 1979. Entry fee was $5. Today it is America’s largest half marathon with the field capped at 35,000 runners. Entry fee for 2009 was $50.
- 1988 saw the prize money top $5 million for the first time. The winner, Rick Mears, received $809,333. 1989 and Emmerson Fittipaldi became the first winner to receive more than $1 million.
- The world wide debut of the SAFER (steel and foam energy reduction) barrier was first used at the Indy speedway in May 2002. Every oval track that hosts Indy cars or NASCARs has installed the system.
- The ‘kissing of the bricks’, that is kissing the yard wide strip of bricks at the start/finish line, was first performed by NASCAR driver Dale Jarrett and his crew chief, Todd Parrott following Dale’s victory in 1996.
- Every time the track is re-surfaced a new yard of 1909 bricks are laid at the start/finish line. A major re-paving project in 2004 uncovered many 1909 bricks.
- Racing legend, Tony Stewart, who raced an Indy car without success wins the NASCAR 400 mile race on two occasions (2005 and 2007). Tony also drives dirt track speedcars and sprintcars. He competed in some rounds of the Australian Sprintcar Series this year.
- The Indy 500 winners laurel wreath is also steeped in tradition. First awarded in 1960 the wreath contains 33 tiny chequered flags and 33 ivory orchids (there are 33 starters in the race). For the first 30 years Bill Cronin of Cronin’s Flower Shop, Indiana made the wreath. Following his death a young florist named Julie Harman became involved. She has been the wreath lady ever since.
- The Borg-Warner trophy was first awarded in 1936. It was 51 inches tall and valued at $10,000. A sculptured likeness of the winning driver is added to the trophy each year. In 1987 there was no more space on the trophy for new winners so a new base was added providing additional space. The first likeness added to the new base was in gold and it was of Tony Hulman. It is the only likeness of a non-winning driver anywhere on the trophy.
Although this article may seem long it has only brushed the history and tradition of this most famous of all motor races. I will be up in the wee small hours of May 30th (May 29th American time) cheering on Australian drivers, Will Power and Ryan Briscoe, as they attempt to win the 100 Year Anniversary Indianapolis Motor Speedway 500; - the Greatest Motor Race in the world.
Laurie O’Connell
Austin 7 Journals Page 34 April 2011
In response to Laurie's article
More Peugeot stories: Reading Laurie’s Peugeot history in the last issue of A7 Journals brought back memories, as a 203 model was my first real “modern” car as a teenager.
On reaching 16 and getting my driving licence, my first car was a 1928 Essex Super 6 tourer, with 3-speed crash gearbox and rear wheel brakes. This was large enough to carry a complete baseball team to a match one day! It was soon replaced by a 1938 Hillman sedan, with 4-speed gearbox and all wheel brakes but as I became more interested in motor sport, this car didn’t fit the right image.
A Peugeot 203 fitted the bill, as one had achieved fame by winning the 1953 REDEX Round Australia Trial. To make it even sportier, I had the head planed (a common tune-up procedure at the time) and had it painted in a shade of French racing blue with a white stripe down the middle of the roof and bonnet – the new International GT racing class for touring cars had just been introduced and they were distinguished from touring cars by such stripes. With the car looking the part, I joined the Morris Minor Car Club, along with Bill Gower, and enjoyed success in economy runs, day and night trials and gymkhanas. On the demise of the MMCC, I joined the A7C in 1960.
Laurie also posed a few questions re the success of Peugeots in Australian motorsport – here is some extra information. The Peugeot brand was registered in Australia in the early 1920s but formal distribution agreements were made in 1949; it was established in Australian motoring history with the 203’s win in the 1953 REDEX trial. A few results of the major trials in a 7-year period from 1953 show how well the 203 and later 403 models did. 1953 REDEX trial, 6500 miles (10400 km), 173 entries, 98 finishers – winner was a Peugeot 203 driven by Ken Tubman. 1954 REDEX trial, 9600 miles (15360 km), 175 starters, 55 finishers – winner was “Gelignite” Jack Murray in a Ford V8. Second was a Peugeot 203, driven by G Patterson. This was the event which gave Jack Murray his famous nickname: the very few finishers were attributed to an almost impossible very boggy section near the end of the event. (1955 REDEX trial, 10500 miles (16800 km) was won by a VW beetle - this began their success in Australian trials results and established VWs in the general motoring public’s eye and set them up for sales success in the following years. REDEX then ceased sponsorship of Australia-wide trials and MOBIL took over and VWs won both the 1956 and ‘57 MOBILGAS trials). In 1958 two different events were run: AMPOL trial of 7000 miles (11200 km) through SA, Qld, Vic and NSW, 148 starters, 84 finishers – Peugeot 403 was 5th outright and in the MOBILGAS trial of 10000 miles (16000 km) around Australia, 67 starters, 34 finishers – 3rd outright and winner of class 1301-1600cc, Peugeot 403. 1958 was the last year for such long-distance events: the rally scene was now catered for by the BP RALLY which was held annually in Victoria, and was highly regarded for its organisation and difficulty. Peugeots had success here too: in 1958 – Class B winner - Peugeot 203, in 1959 – 3rd outright and class C winner - Peugeot 403 and in 1960 – 2nd outright - Peugeot 403. In February 1960 at Orange in NSW in the first Australian Touring Car Championship race, a 203 finished 2nd in the 1001-1300cc class. In November 1960, in the first Armstrong 500 race for production cars at Phillip Island (the fore-runner of today’s Bathurst 1000), a 403 finished second outright, (and won class C) as Laurie reported.
Austin 7 Journals Page 35 April 2011
In response to Laurie's article - cont
Regarding naming rights to car models Peugeot introduced the “0” model designation in 1929 with its 201 model and subsequently registered the “0” as Laurie reported. They successfully stopped Porsche from using it when their new 911 model came out (it was originally to be 901) - but what about “Ferrari 308” you ask?? Ferrari won this as they have traditionally used a number naming scheme based on the “cc” capacity of an individual cylinder.
On that, Ferrari have just “lost” the naming rights to their 2011 F1 car, which on release, was called F150, in honour of 150 years of Italian unity. As you might imagine, Ford were not impressed, having traditionally used F-150 as the name of their very successful trucks: they filed a case in Federal court and Ferrari bowed to pressure and changed it to F150th Italia. Not a lot of difference but it is the detail in the difference that matters in car numbering.
In late news, Ford has dropped the court case after Ferrari agreed to drop the “F” and change the “th” to º, which is the Italian for “th” - so the correct title is Ferrari 150º Italia.
Barry Frost
CLUB CLASSIFIEDS
FOR SALE: - Andrew Baohm would like to sell his late father's Austin A40 ute, it is a 1953 model and in very good condition. Andrew would like $4,000 for the vehicle. Please contact him at Ochre Digital, (ad is on next page) on 0418 500 778.
FOR SALE: - Ford Falcon BF XR6 Turbo 2005. 6 Speed Auto with performance mode, Mercury Silver with black trim. Upgraded PBR front brakes, Sports Steering wheel, Bilstein shocks (near new standard ones also come with the car). Tow bar. The car comes with both standard and optional ECU programs. The optional program produces an additional 50 RWKW over the standard program. The car has just turned over 50,000 k, mainly used on Sundays for Church (and the occasional hillclimb or regularity run). Price $26,000 Contact Colin Zytveld on 0416 276 718
FOR SALE: One set brand new Andre Hartford Shock absorbers, one front and two rear, to suit cars up to chassis number 11000, before approximately mid July 1925. These proprietary items were used by Austin before he started to make his own shock absorbers. $150.00. Contact Stan Gafney on (08) 8263 2229.
FOR SALE: “ Peter Nelson has decided to sell his MX5 , no 80. Won MSCA Super Sprint in 2009 and does 1.23’s at Mallala. It is supercharged with many upgrades and improvements and now in good running condition. Nothing to spend, just take it out and have fun. Great Value and Bang for Bucks” Best Offer over $10,000, phone Peter on 0418 500 450
Austin 7 Journals Page 36 April 2011
Austin 7 Journals Page 37 April 2011
2012 NATIONAL A7 RALLY
BAROSSA VALLEY SA
Monday 1 Oct to Friday 5 Oct 2012
Hosted by; Austin 7 Club of SA
262 Tapleys Hill Road, Seaton S.A. 5023 ABN: 85 770 577 863
The Austin 7 Club of SA is hosting the 2012 National Austin 7 Rally in the picturesque Barossa Valley to celebrate the 90th birthday of the Austin 7. It will run from Monday 1st October to Friday 5th October 2012.
The renowned Bay to Birdwood Run for vehicles produced before 1956 will be held the day before the rally starts (Sunday 30 Sept). Since Austin 7’s are planned to be the feature vehicle of this event, it would be great if all rally participants could get to Adelaide no later than the Saturday evening to participate in the Run. It is the largest single day event for vintage & veteran vehicles in the world. An entry form for this event, along with the Motorfest events being held during the week leading up to the Bay to Birdwood Run will be sent to all rally entrants as soon as they become available.
Rally Entry forms will be available soon and will be posted to all prospective entrants as well as being available on the Austin 7 Club SA web-site. No entry fee is applicable if a second Austin 7 is entered, so long as both cars are driven by family members, however, a separate entry form must be filled for each car, with no entry fee payable on the second one.
Trailer parking will be available at the Barossa Junction Motel Resort whether you are staying there or not. It is located between Tanunda and Nuriootpa, on the right hand side as you leave Tanunda.
Rally Headquarters will be located in the Tanunda Showgrounds Hall. Please note that the floor of the hall is compacted shell grit which will be well watered & rolled. It should remain dust free for the 5 days while we are there.
A prepaid breakfast will be available at the Rally Headquarters each morning Tuesday to Friday.
The Welcome & Farewell dinners both have themes, so come prepared. They are Welcome Dinner at Rally Headquarters Monday evening. Farewell Dinner at an hotel on Friday evening. Themes to be announced later.
On Wednesday there will be a car boot sale of Austin 7 items. If you have space, bring some Austin 7 items surplus to your requirements, or, if buying bring enough money to buy the parts you may need one day.
A group photo opportunity of all Austin 7’s will be provided at Roseworthy College oval on the Friday.
There will be a buy/sell/swap or general information board available at Rally Headquarters for you to use &/or to view.
A Post Rally Book as a representation of the rally will be prepared after the rally & sent to all rally entrants, the cost of which has been included in the entry fee.
It is recognised that there will be a number of Non A7 entrants attending the rally. They may be Austin 7 owners from overseas or interstate who are attending without an Austin 7 or non A7 owners who will be attending the rally in some other car. Most of the latter will be assisting with the running of the rally in some form or another. These entrants will not receive the same things as the A7 Entrants & their cars will not be included in the group photograph. ======Austin 7 Journals Page 38 April 2011
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Austin 7 Journals Page 39 April 2011
RAVENOUS, RACEY & RATTY In 1879 he built his first Rambler R CARS cycle. His son Charles built two run- abouts in 1900, followed by another RABAG GERMANY 1922 – 1925 wheel steered car in 1901. The model Rabag built French Bugatti Type 22 C of 1902 was the first production and 23 under licence. Power was from model. A twin cylinder patronised by 16 valve ohc four cylinder motors of Teddy Roosevelt appeared in 1905, 1453 cc and 1496 cc. Special racing and a 40 hp four followed in 1907. By cars were imported from Molsheim 1911 the cars featured locking petrol and equipped with Rabag radiators. taps and adjustable steering columns, and electric lighting was standard by RAF AUSTRIA 1907 – 1913 1913. From 1914 onwards the cars RAF built superb, expensive cars to a were named the Jeffery. The Rambler very high standard with engines name was revived in 1950 by Nash ranging from 30 to 70 hp. From 1912 Motors and continued after the Knight sleeve valve engines were built creation of American Motors in 1954. under licence. In 1913 Laurin & Klement (Czechoslovakia) bought the RAVAILLIER FRANCE 1907 RAF works. Perhaps the first amphibious car, this 20 hp machine had a steel hull, chain RAILTON ENGLAND 1933 – drive and solid tyred disc wheels. 1949 The Railton was a relatively cheap and RENAULT FRANCE 1898 to date fast sports car. It was originally based Louis Renault made his first car in the on a Terraplane 8 chassis and motor back yard of his parent’s house in from America but its fine English 1898. Having received orders from body-work disguised its origins. From potential customers he founded the mid 1934 the Hudson straight motor Renault Company with his two of 4.2 litres was used. Increased costs brothers, Fernand and Marcel. From resulted in a smaller model appearing 1900 Renault fitted 500 cc De Dion in 1938, fitted with 2.7 and 3.5 litre engines but soon made his own two Hudson sixes. A baby Railton was and four cylinder motors. Many of the produced also in 1938 and this was two cylinder cars were used as taxis in powered by a Standard 10 engine. Paris and London, where they Only a handful of cars were made survived for many years. By 1912 after the Second World War. Renault were offering no fewer than 15 different models. During the First RALLY FRANCE 1920 – 1933 World War Renault switched The first Rally cars were built by production to light tanks. After the converting Harley-Davidson sidecars war production resumed with post war into cycle-cars(?). In 1922 however it models until 1923 when a new 6 cv built proper cycle-cars still powered by model was launched, along with a new the Harley- Davidson Vee twin six cylinder model. The first straight engine.1922 also saw the first four eight appeared in 1929. After the cylinder car produced and this was Second World War Renault was taken followed by many others fitted with over by the Government. The Fregate, various French propriety engines. In introduced in 1951, was the last front 1931 Rally presented cars with a engine rear wheel drive built by modified Salmson chassis and dohc Renault. Renault produced many 1300 cc Salmson engine. models ranging from the R4 through to the R30. Many more models RAMBLER USA 1900 – 1914, ranging from lightweights, to sporty, 1950 to date to family and people movers were Thomas Jeffrey, born in Devon, being produced until in 1988 the emigrated to America when he was 18. highly individual ‘Clio’ appeared. The design philosophy was that Renault were motor tricycles which were made should return to individualism and until 1907. Four wheeled cars initially style. In 1999 Renault surprised by were powered by V twin engines up to buying a 35% share of the Nissan 2 litres in capacity. These along with a Company. This gave Renault a wider 2.9 litre four were available at the access to markets as well as cutting when War broke out. Post War Riley design and development costs. used a 1.5 litre side valve engine until Renault has always been in motor the sensational Riley Nine appeared in sport and this continues today with 1927. The 1100 cc four featured twin their Formula 1 projects. camshafts set high in the block actuating inclined valves by pushrods REO USA 1904 – 1936 in a hemispherical head. (This design Ransom E Olds retired from would remain until 1957 when Rileys Oldsmobile in 1904. He then produced became re-badged BMC variants.) A single cylinder and twin cylinder 1.6 litre six cylinder appeared in 1929. buggies. A four cylinder was produced The engine design lent itself to in 1906 followed by further fours and competitive modification and many sixes. The six cylinder Model T of 1920 Riley cars and derivatives soon found was the standout. In 1927 the 25 hp their way to the race tracks. The long ‘Flying Cloud’ six appeared and this lasting 1.5 litre four appeared in 1934 was followed in 1931 by the ‘Flying and two years later it was joined by Cloud’ eight as well as the stylish the 2.5 litre four. When William Morris Custom Royale Eight. In 1933 Reo, took over the company in 1938 only which had already pioneered the 1.5 and 2.5 motors were to synchromesh, offered a two speed remain. (The Riley badge is either sky automatic transmission. blue or royal blue. I think the lighter blue denotes the 2.5 litre engine and RICKENBACKER USA 1922 – the darker blue the 1.5 litre engine. Or 1927 maybe it’s the other way around. ‘The car worthy of its name’ carried Although I have seen one Riley with a the ‘Hat in the Ring’ insignia of its light front badge and a dark rear promoter, Captain Eddie badge. (Must have changed the bonnet Rickenbacker. Rickenbacker was the or boot at some stage.) top scoring American First World War air ace. The six cylinder car featured RIP FRANCE 1908 – 1912 double flywheels for smooth running Bad choice of names but did feature and from 1923 four wheel brakes. This coil springs all round, independent was the first time that four wheel suspension and a choice of single or brakes had been used on a medium four cylinder engine. priced American car, and rival manufacturers started a ‘whisper ROADABLE USA 1946 – 1947 campaign’ about the alleged dangers The Roadable could be converted into of too powerful brakes. Despite a plane in 5 minutes by the addition of handsome styling, sound engineering 9 metre wings, tail and propeller. An and the use pioneering of two tone air cooled six cylinder, 130 hp engine paint schemes, the Rickenbacker was drove the three wheeled vehicle while unequal to such pressures. the rear wheel drive was used in conjunction with the propeller for RILEY ENGLAND 1898 – 1969 take-off. Top speed of 110 mph in the Although the first Riley was a four air was claimed. wheeled voiturette with a single cylinder engine production vehicles ROCKNE USA 1931 – 1933
Austin 7 Journals Page 41 April 2011
The smallest of the Studebaker line Announced in 1988 the new ‘Silver the Rockne was built to fill the gap left Seraph’ was a Rolls-Royce in tradition by the Erskine. It was named after yet it was powered by a BMW V 12 Knute Rockne, football coach at Notre engine. Now both VW and BMW were Dame University (located in South trying to buy the company and after Bend Indiana, Studebaker’s home lengthy debate the great British town). It was felt that a hero’s name establishment and flag carrier passed would sell cars. Whether it was the into German hands when Vickers sold fact that the car was launched at the the company. (sad). start of the depression, or that the great Rockne was killed in a plane ROLLS – ROYCE USA 1920 – crash before the car had actually been 1931 introduced or that it was competitively Rolls-Royce America Inc. Was formed over priced saw the car never really in 1920. Fifty highly trained craftsmen take on. were moved with their families and possessions to Springfield Mass. ROLLS – ROYCE ENGLAND 1904 before operations began. (I read this to date as the families shifted from Britain, Manchester electrical engineer Henry but the book I was reading was not Royce built three twin cylinder cars specific. Were they shifted from other under his own name in 1904. Lord parts of America? Something to find Llangattocks son, the Hon. C. S. Rolls, out in your spare time.) 2,601 was looking for a quality car to sell chassis, ‘Silver Ghost’ and ‘Phantom’ along-side his European imports, so models left the Springfield factory the two combined to create a motoring between1921 and 1929. Over time legend. After producing sound two, the Rolls-Royce’s became three and four cylinder models, a not Americanised with the 12 volt system so good six and a terrible V eight in being replaced with 6 volts, the four 1906, Rolls-Royce launched the speed transmission being replaced by immortal 40/50 hp six, known from three and in 1925 steering moved to 1907 as the ‘Silver Ghost’. The Ghost the left. In 1926 it bought the survived until 1925 when it was coachbuilder Brewster & Co. and from replaced with an ohv model known as then most cars carried custom bodies the ‘Phantom’. A further revision in by this firm. Finances were tight and 1929 saw the ‘Phantom 11’ appear between 1930 and 1933 and only 350 and this was followed in 1936 by the cars were assembled using existing third version which featured a 7341 cc parts. In 1934 R-R America was V 12 engine. The engine was fitted dissolved and its place taken by with hydraulic valves and although Springfield Manufacturing Co. which quieter it was very expensive to assembled Brewster cars until 1936. overhaul. Post Second World War the ‘Silver Wraith’ and ‘Silver Dawn’ used ROSENGART FRANCE 1928 – the six cylinder engine and this engine 1955 was used until 1959. The ‘Silver Rosengart began by building Austin Cloud’ and ‘Phantom V’ used the 6231 Sevens under licence, they were very cc V eight engine. (Interestingly the similar to the British models except ‘Phantom 1V’ had been a 16 off 5675 that the bodywork was adapted to cc straight eight). The ‘Silver Shadow’ French taste (whatever that was). In appeared in 1965. Other models 1932 the chassis was lengthened and followed including the ‘Silver Spur’, a 1100 cc six offered. Before the ‘Silver Spirit’ and the Corniche and Second World War they also built cars Camargue (where did the Silver go?). modelled on Adler and Citroen lines.
Austin 7 Journals Page 42 April 2011
After the War production resumed with Glen Dix and Bill Wigzell and with pre-war models. Later a larger some is rumour. I would love to hear model, the ‘Supertrahuit’, powered by from anyone who might be able to a Mercury motor proved to be un- shed more light on the subject. (It is successful. believed that Mr. Dunstal died shortly after the initial heads were produced). ROTARY USA 1922 – 1923 This car was powered by a six cylinder ROVER ENGLAND 1904 to date rotary valve engine of its own Rover is credited with building the manufacture. The touring car was first true safety cycle in 1888. It entry priced at $6,000, a lot in those days. into the car field happened in 1904 The price was reduced to $3,800 in with a neat 8 hp model. Several four 1923, possibly to sacrifice existing cylinder models including the 16/20 stock. Having read about this car hp which won the Tourist Trophy race reminded me of the ‘Dunstal’ rotary in 1907. Sleeve valve Rovers, a single valve head designed by an Adelaide cylinder of 8 hp and a four cylinder of engineer (I think). The head fitted 12 hp, were announced in 1911. Holden grey motors and was used on Rover’s first six appeared in 1923. By an Adelaide racing speedboat, The now Rover had established itself in the Southern Maid, which I saw racing at middle-class field. In 1948 the new ioe Snowdens Beach (Port Adelaide) when (inlet over exhaust) four and six I was a lad. Possibly two speedcars cylinder models were launched, as that competed at Rowley Park was the fwd Land Rover. 1949 saw the speedway also used a Dunstal head. P4 75 debut with its ‘Cyclops’ central One belonged to Rex Sendy and the headlight a distinguishing feature. other (although possibly the same This range lasted until 1964. The new motor) was raced by Ron Burns (of styled Rover 2000 appeared in 1963 Burns for Blinds fame). An interesting and this model became available with story about the Burn’s car was that it a GM sourced V 8 from 1968. The first had been involved in an accident and Range Rover appeared in 1970. The had been re-built. Unfortunately the Rover of 1984 was based on the diff was put in up-side down (so Honda Ballade. In 1986 Ford tried to therefore the motor rotated backwards buy Rover but Rover held out when pushed by the pushcar) eventually selling to British Aerospace (speedcars were not fitted with starter in 1988. From here the close motors). After pushing the car around association with Honda saw most Rowley Park for three or four nights Rovers Honda powered. The Honda before meetings I think the project was connection was severed in the late abandoned as they thought the head 1990’s when Rover (including Range must have been damaged or modified. Rover) was sold to the BMW group. Some of this information I confirmed
Austin 7 Journals Page 43 April 2011
If undeliverable return to: Austin 7 Club SA Inc 262 Tapleys Hill Road PRINT POSTAGE SEATON SA 5023 POST PAID Austin 7 Journals PP535160/0009 AUSTRALIA
Austin 7 Journals Page 44 April 2011