1967 2017

Journal of the Traditional Car Club of Doncaster October/November 2017

1 Editorial Dear members, The seasons move on relentlessly and the days are getting shorter. Doesn’t stop us though, full house at the last club night, we have lights and windscreen wipers and laugh at adverse weather. Despite that, many will take the sensible option and will be looking to put their classic to bed for the next few months to protect it. Whatever other precautions you take, leave the handbrake off and don’t let a low charged battery freeze otherwise you will be regretting it next spring. I hope that many got out and about this summer to the various shows and runs that were on. I didn’t get to as many as I would have liked but always saw club members there. Anyone who has a club badge in the screen gets a hello, should be a club rule. Our club runs have been a lot of fun as cars start in front and suddenly pop up in the mirror a bit later but all have arrived safely and had a story to tell of missed turns and wrong exits. At least members got lost in little groups, so I suppose that counts as a club event as well. Thank you to those that take a lot of time to find a route and destination, do the maps and direction sheets, then check for roadworks etc just before we go. As one who just turns up for a good run, I appreciate their efforts a lot. My Herald soldiers on, no winter rest up for her, and all seems well. The MOT failure was down to a non working brake light on one side. I had knocked a wire connector loose in the boot so that was an easy fix and retest. The seat seams are coming apart as the thread gives up, the boot has needed atten- tion to the failing paint all year, carpet is still in the delivery package but people still come up and tell me how a Herald was their first car or the car they passed their driving test in. It is the friendliest car I have ever had. We might carry on getting older and tattier together for a while yet. I would like to say that the project Zodiac has been finished, but I can’t. Helping family and rain have meant that some, but little, progress has been made and any dreams of getting it on the road this year seem far fetched, unless we have a period of mild dry weather to come. Not given up yet. In the last Tradsheet, I mentioned my 20 year old Bongo van and a broken bolt on the water pump. I discovered that left hand drill bits are not a joke (unlike left handed hammers, a jar of cold steam and sky hooks which are.) They didn’t get the bolt out but may be useful some day, and I had to resort to the garage. The expert from Headmasters in couldn’t shift it either but did know how to make an insert and came up with a solution. I don’t feel so bad now that I know it took engineering skills and equipment to solve the problem. My efforts with a drill, hammer and bent screwdriver upside down under the van were valiant but completely pointless. To celebrate the nearly waterleak-free van, I went with some members to a campsite and finally got to sleep in the van. There are some bits to do to make it better but it is a good van for camping in and the weekend was very restful and enjoyable. If any members with campers, caravans (or even estate cars ) or tents would like to come on a camping weekend, let me know and we will see what we can do. We could do peaceful or link with some event somewhere depending on what members want. Happy Motoring Andy Campbell

3 Cars of 1967 The Mark I Ford Escort was introduced in the United King- dom at the end of 1967, making its show debut at Brussels Motor Show in January 1968. It replaced the successful, long-running Anglia. Escort production commenced at the Halewood plant in England during the closing months of 1967.

The Escort was a commercial success in several parts of western Europe, but nowhere more than in the UK, six years into the car's UK introduction, Ford announced the completion of the two millionth Ford Escort, a milestone hitherto unmatched by any Ford model outside the US. It was also stated that 60% of the two million Escorts had been built in Britain. Just over two months after the launch of the saloon, Ford announced a two-door estate version of their new Escort.

The Escort had conventional rear-wheel drive and a four-speed manual gearbox, or three-speed automatic transmission. The suspension consisted of MacPherson strut front suspension and a simple live axle mounted on leaf springs. The Escort was the first small Ford to use rack-and- pinion steering. The Mark I featured contemporary styling cues in tune with its time: a subtle De- troit-inspired "Coke bottle" waistline and the "dogbone" shaped front grille – arguably the car's main stylistic feature. Less than two years after launch, Ford offered a four-door version of the Escort.

Initially, the Escort was sold as a two-door saloon (with circular front headlights and rubber flooring on the "De Luxe" model). The "Super" model featured rectangular headlights, carpets, a cigar lighter and a water temperature gauge. A two-door estate was introduced at the end of March 1968 which, with the back seat folded down, provided a 40% increase in maximum load space over the old Anglia 105E estate, according to the manufacturer. The estate featured the 1 same engine options as the saloon, but it also included a larger, 7 ⁄2-inch-diameter (190 mm) clutch, stiffer rear springs and, in most configurations, slightly larger brake drums or discs than the saloon. A panel van appeared in April 1968 and the 4-door saloon (a bodystyle the Anglia was never available in for UK market) in 1969.

Underneath the bonnet was the Kent Crossflow engine also used in the smallest capacity North American Ford Pinto. Diesel engines on small family cars were rare, and the Escort was no ex- ception, initially featuring only petrol engines – in 1.1 L, and 1.3 L versions. A 940 cc engine was also available in some ex- port markets such as Italy and France. This tiny engine re- mained popular in Italy, where it was carried over for the Escort Mark II, but in France it was discontinued during 1972.

There was a 1300GT performance version, with a tuned 1.3 L Crossflow (OHV) engine with a Weber carburettor and uprated suspension. This version featured additional instrumentation with a tachometer, battery charge indicator, and oil pressure gauge. The same tuned 1.3 L engine was also used in a variation sold as the Escort Sport, that used the flared front wings from the AVO range of cars, but featured trim from the more basic models. Later, an "executive" version of the Escort was produced known as the "1300E". This featured the same 13" road wheels and flared wings of the Sport, but was trimmed in an upmar- ket, for that time, fashion with wood trim on the dashboard and door cappings. Less than two years after launch, Ford offered a four-door version of the Escort.

(The first use of the Ford Escort name was for a reduced specification version of the Ford Squire, a 1950s estate car version of the British Ford Anglia 100E.)

4 Chairman’s Chat

Dear Members,

As I write this I am reminded that Autumn is now upon us and the morning air is becoming damper. The Morris Minor , although covered up, didn't want to start this morning but cleaning a plug and it burst into life. I am looking forward to the Autumn closer and hope the weather will be dry as I'd like to use the Bullnose. I have done fewer rallies than nor- mal this year generally because of poor weather and the oc- casional bouts of ill health.

Reflecting on the last year it has been a busy one for the car club and there have been numerous events and meetings throughout the year for members to enjoy. It is good to see everyone chatting at club nights, the inclusion of new mem- bers, a number of members wives and partners joining the meeting and also enjoying the camaraderie. As Chairman I am privileged to have an overview of the Club and its activities. It has been a pleasure to see members stepping up to take on some of the tasks I had done over the years such as membership and the Tradsheet as well as the organisation of various car club activities. I hope most members would agree with me that the Traditional Car Club is a good club to be a member of , continues to grow and offers a great deal for its low membership fee.

The Club is in a great position for someone else to take up the reins as Chairman at the AGM next Febru- ary and to lead the Club forward. I have been Chairman for some 8 years now and I believe it is a good time to step down so please consider who you would like to lead the Club forward into the future. Of course I shall still continue to be an active part of the Club and look forward to its continued success.

There are still several rallies and events to come this year so I wish everybody safe travel. Do please con- tinue to support and encourage one another and if you feel someone would benefit from a card from the club, be it a special Birthday, condolence or get well card please let Sue Canty know. With all good wishes, Safe and Happy motoring Stuart

(I think that all would agree that Stuart has led the club to a place where all are welcome and he has certainly done his bit by covering a lot of the committee functions at one time not so long ago. If it is time for him to step back a bit, we can respect that and take over between us to take the club onwards. Thank you Stu- art for all of your efforts to keep the club successful and worth being part of. Ed)

There are times when we could all do with a little help, any- one else fancy one of these?

5

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6 Bits and Pieces

Associated press article sept 17 HICKORY CORNERS, Mich. (AP) — A different kind of driving lesson — in a vehicle with a top speed of 40 mph (65 kph) that hasn't been pro- duced in nearly a century — is gaining traction in western Michigan. More than 500 people have learned to drive a Model T at the Gilmore Car Museum near Kala- mazoo this year. "(At) first, I was terrified. Absolutely terrified that I was going to break something, but then you real- ize that these things were built bulletproof," said Keith Maes, a 49-year-old from Kentwood, Michi- gan, who was one of two dozen people who took part in a recent Model T class. The four-hour classes cost $105 and include three student drives and three ride-and-observe sessions inside Henry Ford's motorcar for the masses. ( Kalamazoo sounds so much better than Barnsley somehow.) Did you know that, while the club was being formed 50 years ago,

The first North Sea gas was pumped ashore at Easington, East Riding of Yorkshire.

The first automatic cash machine (voucher- based) was installed in the office of Barclays Bank in Enfield.

The first scheduled colour televi- sion broadcasts from six transmitters covering Some members will recognise The Salutation pub on the main population centres in England began South Parade, Doncaster. Somewhere in there the club on BBC2 for certain programmes, the first be- formation was discussed and the last 50 years show ing live coverage from the Wimbledon Cham- that it wasn’t a bad idea at all. We are planning anoth- pionships. A full colour service (other than er visit to celebrate the first meeting. Details to fol- news programmes) began on BBC2 on 2 De- low. cember.

The British steel industry was nationalised.

The Marine, &c., Broadcasting (Offences) Act 1967 declared participation in offshore pirate radio in the United Kingdom illegal. Wonderful Radio broadcast from MV Galaxy off the Essex coast for the last time. BBC Radio 1 is also launched with Tony Blackburn presenting. Of course you did, just checking.

Be Careful-Those who live by the sword get shot by those who don't.

7 CARS NEW IN 1967 Little

The Reliant Ant, also known as the Reliant TW9 (Three Wheeler 9) is a small three-wheeler pickup produced by the Reliant Motor Company in Tamworth (England) between 1967 and 1987. It was designed and built as a business utility vehicle as it was produced as a roadsweeper, catering van, full tilt flat bed, solid flat- bed, standard van, watertanker and a 5th wheel artic version. After Reliant finished producing the Ant it contin- ued in production with various other companies under licence until 1995, orders were usually plentiful as the Ant was much favoured by councils.

The Ant possessed a box section metal chassis. At the front, directly behind the single front wheel, a 700 cc four-cylinder four-stroke engine was installed, delivering a claimed 27.5 bhp of power. Above the front wheel and engine was a glass-fibre cabin with space for two and an aerodynamic front and two round headlights. Despite its apparent simplicity the cabin design incorporated gentle curves and creases to enhance structural strength. The rear wheels drove the vehicle to a maximum speed of 54 mph and overall fuel consumption of 8.1 lt./100 km was quoted.

The left-hand drive version offered a load capacity of 500 kg and was intended to compete in Mediterranean countries with vehicles such as Piaggio's Ape (bee). Early on, Reliant's Greek partner MEBEA ordered 250 of the Ants.

For the right-hand drive domestic market a more challenging load capacity of 800 kg was envis- aged, but without a more powerful engine the vehicle struggled to handle this load weight. Tar- get customers in the UK were mostly local government agencies. Reliant sold the TW9 as a chassis/cab and a wide range of uses was found for it. A flat-bed truck, various closed delivery van bodies, a small water tanker, a refuse truck, a street drain clearer and a snow plough all ap- peared. There was even a road sweeper and an articulated tractor-unit. The price for a chassis and cabin was quoted as £451.

Early versions of the Ant used Reliant's 700cc engine with 29 hp but in 1972 engine capacity was increased to 748 cc with claimed output of 32 bhp . Performance benefitted. By this time Greek partner MEBEA was building the vehicles under license. After 1975 Reliant fitted their all new 850cc engine with 45 hp, this was made to attain 50 mph and get a claimed 60mpg. Ants had very low gear axle ratios for pulling weight and attaining low speeds (40 to 50 mph).

All Ants had a 4 speed gearbox with reverse.

The whole reason the Ant has such a long production run was because no other vehicle had as much variety in terms of vehicle configuration for so many jobs , the Ant also could be bought just as a cab with chassis back for cus- tomers to fit whatever rear they wanted. Councils in England, Wales and Scotland bought large amounts of Reliant Ant's as roadsweeps in the 1970s and 1980s, along with other versions. Dublin Corpora- tion in Ireland in the 1970s purchased 60 Ants for municipal duties.

As usual, some were bought and custom- ised. Probably bigger inside than the mi- cro caravans of today.

8 and Large Cars new in 1967 Pontiac Firebird

The first generation Firebird had characteristic Coke bottle styling shared with its cousin, the Chevrolet Camaro. Unlike the Camaro, the Firebird's bumpers were integrated into the design of the front end. The Firebird's rear "slit" taillights were inspired by the 1966–1967 Pontiac GTO. Both a two- door hardtop and a convertible were offered through to the 1969 model year. Originally, the car was a "consolation prize" for Pontiac, which had desired to produce a two-seat sports car based on its original Banshee concept car. However, GM feared this would cut into Chevrolet Corvette sales, and gave Pontiac a piece of the "pony car" market through sharing the F-body platform with Chevrolet.

The 1967 base model Firebird came equipped with the Chevrolet 230 cu in (3.8 L) SOHC inline-six. Fitted with a single-barrel carburetor, it was rated at 165 hp The "Sprint" model six came with a four-barrel carburetor, developing 215 hp Most buyers opt- ed for one of three V8s: the 326 cu in (5.3 L) with a two-barrel carburetor producing 250 hp , the four- barrel "HO" (high output) 326, producing 285 hp ; or the 325 hp 400 cu in (6.6 L) from the GTO. All 1967–1968 400 CI engines had throttle restrictors that blocked the carburetors' second barrels from fully opening. A "Ram Air" option was also available, providing functional hood scoops, higher flow heads with stronger valve springs, and a hotter camshaft. Power for the Ram Air package was the same as the conventional 400 HO, but peaked at 5,200 RPM.

The 230 CID engines were subsequently replaced in 1968 by the Chevrolet 250 cu in (4.1 L) stroked 230 CI engines, the first developing an increased 175 hp using a single-barrel carburetor, and the other the same 215hp with a four-barrel carburetor. Also for the 1968 model, the 326 CID engine was replaced by the Pontiac 350 cu in (5.7 L) V8, which actually displaced 355 cu in (5.8 L), and produced 265 hp with a two-barrel carburetor. An HO version of the 350 CID with a revised cam was also offered starting in that year, which developed 320 hp . Power output of the other engines was increased marginally.

There was an additional Ram Air IV option for the 400 CID engines during 1969, complementing the Ram Air III; these generated 345 and 335 hp respectively. The 350 CID HO engine was revised again with a different cam and cylinder heads resulting in 325 hp. During 1969 a special 303 cu in (5.0 L) en- gine was designed for SCCA road racing applications that was not available in production cars.

The styling difference from the 1967 to the 1968 model was the addition of federally-mandated side marker lights: for the front of the car, the turn signals Engine 230 cu in (3.8 L) Pontiac were made larger and extended to wrap around the SOHC I6 front edges of the car, and on the rear, the Pontiac (V- shaped) Arrowhead logo was added to each side. The 60 cubic inches 250 cu in (4.1 L) Pontiac front door vent-windows were replaced with a single equals 1 litre SOHC I6 pane of glass and Astro Ventilation, a fresh-air-inlet (roughly) 326 cu in (5.3 L) Ponti- system. The 1969 model received a major facelift with ac V8 a new front end design but unlike the GTO, it did not 350 cu in (5.7 L) Pontiac have the Endura bumper. The instrument panel and V8 steering wheel were revised. The ignition switch was 400 cu in (6.6 L) Pontiac moved from the dashboard to the steering column V8 with the introduction of GM's new locking ignition

9 10

The Tale of the Flooded Carburettor.

Back in the 1970s, a young lady and I had a flat on the 9th floor of a tower block in Essex. As usual I had a Ford Mark 3, a Zephyr 4 this time. The flat looked out over the Roding Valley (a smallish river) and, at the time we were there, the beginnings of the M 11, a new motorway from London to Cambridge. At night, I could sit with a drink on the balcony looking at the lights of the work vehicles slowly making pro- gress along the route. There was a T junction with a set of lights below so that we could do a bit of car spotting as well. As they built the motorway they eventually got to what is now the Stansted junction complete with exit ramps and the roundabout. An enterprising chap set up on the roundabout with a takeaway van sell- ing burgers and hot dogs, quality unknown. Because digital games hadn’t been invented yet and there were only four channels on the TV, a local pastime was to drive up the new mo- torway, stop for a burger and chat with the other idiots who found this new idea interesting, then back down the ramp and home down the other side. Eventually, we could drive to Duxford, Cambridge and all points north but that was all we had then. This tale concerns a flooded carburettor. During these exciting times, there was a period with a lot of rain which came off of the fields into the River Roding causing it to over- flow quite impressively. All claims that this was caused by the road building works were hotly denied. Stopped near the traffic lights was a Vauxhall, FB series. Nice grey with a red roof. This car started in a big puddle but, gradually, the water crept up the wheels, over the sills, up the doors to the handles, and stopped when level with the windscreen wipers. By this time the carburettor, and most of the car, was flooded. The water went down over a couple of days but the car was still there. Chatting with a neighbour, I found out who owned it and that it had run out of petrol. He was going to scrap it so offering £10 got me another car. With a mate, we opened the doors to let the water out, found the floor bungs and drained a bit more then towed it home. Took the carpets out and distributor cap off and, after leaving the windows open for a week, we drained the oil/water mix, cleaned the points and plugs, put in fresh oil and petrol and connected a new(ish) battery. To our surprise, after a bit it started and ran and sounded fine. I found that it would go into gear and drive up and down, and stop. I was going to do the rest but someone heard it and wanted to buy it because it was the flood car, so, with a caution that we hadn’t changed any other fluids at all, off it went with no guarantee. I wasn’t that bothered because I had also got hold of another Vauxhall, same body shape but a VX 4/90, the sporty version of the flood car with the go faster stripe. Didn’t have either car long but they were nice cars. And the young lady? That’s another tale altogether. Andy Campbell

11 Doncaster, when you could probably park outside of the shop you wanted to buy from, although most would be on the bus or one of those bicycles.

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Van for sale, project campervan.

FORD Transit front. Mk 2. Dormobile body, former welfare transport vehicle. Tail lift has been taken out. Back is a former caravan. Offers around £500 to Mars on 07739 017 084. Van is in the Hull area, will need trailer no tax or MOT

Original petrol engine was swapped out for a 2.5L Di. Told that it's an early lucas pumped (CAV) DI.

C reg September 85. Last MOT expired April 2017. Didn't MOT this year and I've just SORNED her from this month. I've had her 3 years but can't afford the restoration to get her to a reasonable spec and my mechanic changed jobs turning what was an easy arrangement into a logistics nightmare for me. She's in storage.

Double axle on back. Paint job poor as previous owners resprayed but didn't take paint back on bottom so it's reacted and didn't do top.

For MOT will need usual welding. Had drivers step done last time but passengers need doing. Welding is a given every MOT. Our first MOT in 2015 we had tons done to bring her up to spec, fail sheet was about 3 pages long. Far less in 2016! Had some advisories sorted but not all.

Power in back, lights on one battery, charger for cigarette socket for kindles and phones etc on another battery. Heater, fridge and cooker are all off gas. Bottle is attached outside. Sink and draining board have outlet but never put in water tanks. Shed load of storage, we've never run out as tons of cup- boards. Engine and body wise she definitely needs a lot of TLC. Had I been keeping her was planning an engine tidy up (lots of stuff let over from conversion) , a respray but taking back to metal and put- ting on new wings and bonnet. So definitely a project. But wouldn't take a lot for someone in the know to sort. I definitely took on way too much for my first one. Fell in love with her as you do.

12

A chance conversation with Anton Maree (the Head of Ackworth School) led to the formulation of an idea to hold an event at the school involving classic cars. Little did I know at the time that this chance conversa- tion would ultimately end up becoming “Classics on the Green”.

The day began at the Burghwallis—a familiar place to Doncaster club members and thanks to a suggestion from Teresa, teas, coffees and bacon butties were on offer to get everyone off on the right foot for the day’s activities. A massive thanks must be said to Claire from the Burghwallis for her willingness to serve us all. For the first time an event is organised there is always the worry that not enough people will be interested, add to this the uncertainty of the British weather and you can understand my relief when 20+ cars arrived at the Burghwallis looking forward to a good day.

Breakfast consumed and friends reacquainted pace notes were handed out and the first leg of our jour- ney towards Cannon Hall farm got underway. This leg saw us travel 22 miles through a mixture of pic- turesque countryside, small villages and the occa- sional town street. Despite my best intentions a number of people decided that they were enjoying the scenery so much that they wanted to see more of it, following the everyday traffic rather than the convoy. Graham Canty soon let me know over the radio that some of the pack had gone missing. Many thanks to Sue for trying to phone the missing portion of the group. A small stop at a lay-by in Cawthorne village served the dual purpose of a quick chance to take pho- tos of the cars and allow the missing cars to catch up.

I’m sure there were more cars when we set off

13 On at Cannon Hall the staff were fantastic guiding us to the part of the car park they had reserved just for us, whilst admiring our cars at the same time. Everybody made their way down to the White Bull restaurant to take advantage of the many home made and farm produced foods whilst exchanging stories and having a laugh at their extra curricular routes to Can- non Hall. Already the jovial atmos- phere and camaraderie of the day seemed to be a wonderful addition to the day’s experiences. In an ideal world I am sure many of us would love to have spent much longer at Cannon Hall giving an opportunity to consume a much wider sample of the delights on offer and maybe even walk them off again in the stunning gardens and grounds. All too soon it was time to leave Cannon Hall so new pace notes were handed out and off we went.

Returning from Cannon Hall to Ackworth School was a shorter route of just over 15 miles. Once again a pleas- ing mixture of winding country roads, the odd foray into village or town and a steady pace made for an enjoyable way to get the classics out on the road and turn a few heads en route.

We arrived at Ackworth School slightly later than planned due to the mornings antics, but all together and all still smiling. After winding our way between the School build- ings the cars gathered and parked up on the schools cen- tral green, surrounded by the stunning and historic back- drop of the school’s original 3 wings around the central green. Many of us were quite surprised by the beautiful venue commenting that we had no idea that the school was quite so impressive based on its roadside presence. Our hosts Alison and Anton Maree were on hand to greet us, pleasantly surprised by the quantity and quality of clas- sic cars now on display at their school. A massive thank you must be made to them and the school for allowing us into their grounds and school.

Cars in place the next order of the day was to break out the picnics and have lunch al fresco on the beautifully manicured green. The school archivist at this point took groups on a guided tour of some of the more historic parts of the school, whilst others remained on the green with their picnics.

14 The tour of the school was most informative detailing the school’s earlier history from its founding in 1779 as a Quaker school and even it’s life as a foundlings hospital pri- or to that. Links to the original per- formance of Handle’s messiah generating funds to establish the buildings and Hogarth designing the sheep that forms part of the school logo, which can still be seen on the golden weather vein atop the cupula on the school roof, were just a couple of the historical points of note. The tour proceeded inside via centre library taking in paintings of the school founder John Fothergill and longest serving head Frederick Andrews (1877 – 1920) who started out as a pupil of Ackworth himself. From centre library the tour proceeded down the centre passage where the original stone flagged floor worn by over 250 years of pupils shoes sits beneath the walls lined with pho- tographs from bygone eras of pupils performing long gone activities in long remembered uni- forms. After a viewing of a former pupils art collection of historically important figures in the foy- er, the tour went back onto the green to finish their picnics and allow another group to start their tour.

Conversation, coffee, tea and merriment concluded the afternoon on the green with a final pho- tograph of the group in front of the buildings and presenting the mug who ran the event with a mug to commemorate the day. The weather had been kind to us with not a drop of rain in sight, a testament to a superb day enjoyed by all. The light hearted and fun atmosphere shared by the group is something that I think reflects the mem- bers of the club at large. Many thanks to all who attended and all your efforts to welcome others and in displaying your cars to such a high stand- ard.

Graham Wickham (the mug with a mug)

15 Out and about

It has been summer and show time, here are some pictures of vehicles, sent to me and pinched from our facebook page where members put photos of shows that they have been to.

The Auckley Show

Bassetlaw show

Farmer Copley’s

Crowle

Festival of the Plough

Redhouse park

16 Visit to the Sammy Miller Museum 2017 Whilst on our travels this summer we were lucky enough to be in the area to have time to visit this museum. For any motorcycle enthusiast this place is a must and even if you are not so inter- ested there is a courtyard housing craft and gift shops, a rather nice tea rooms, children’s play area and small menagerie. On a sunny day it is lovely to sit outside and just enjoy the surround- ings. Sammy Miller MBE is a well-respected motorcy- cling legend, 11 times British Champion and win- ner of over 1400 events. His trophy cabinet took up the entire wall side of the upstairs part of the muse- um. You can quite easily spend a day browsing around all the wonderful machines on display, most of which are in working order and are used and demonstrated at race circuits in the UK and abroad. The museum is split into different “halls” housing post war ma- chines, racing bikes displaying over 400 rare and classic mo- torcycles. There is extensive memorabilia, and a well- stocked shop. The museum is situated on the edge of the New Forest and is well worth a visit. Sammy Miller Museum Trust New Milton, Hampshire BH25 5SZ www.sammymiller.co.uk

These scooters were showing at Cadwell Park on a recent visit. Tracy and Kevin Irwin.

17 2017 Car Club Picnic

Thank you to everyone who attended our picnic this year. We had a great day and everyone seemed to enjoy themselves, plus we managed to raise £125.50 for Breath- ing Space…which will be presented later this year by Carol Warren (one of our members who use their services).

Towards the end of the day things descended into a water fight, which was very welcome on the lovely warm day that it was.

If you ever wanted proof that the club lets in anyone with a car over 20 years old, look at this lot, (especially that one at the back who does the newsletter!)

18 Car Show at Rotherham

Waverley Pub

Brodsworth Hall, English Heritage members get in free on the day.

19 Laneham Village Show

Club Display at the Epworth Show

Smokey Diesel?, no not me

20 Motors - English Truck Maker (and Dodge )

Original article by L. Busteed. Expanded using information supplied by Hans Ensing The English truck-maker fated to join the Chrysler family started as Clayton and Company, in 1904. Three years later they started making Karrier cars; in 1920, they changed their name to Karrier Motors Ltd, quickly moving into the truck and bus chassis business. Karrier’s early vehicles were tough, no-frills ve- hicles, with large load spaces, short length, and powerful engines for tackling Yorkshire hills. The first public service vehicle to climb Porlock Hill, Somerset, was a Karrier bus with 21 passen- gers and a 50 horsepower engine. Karrier’s main customers would be cities and towns. Karrier, like , produced trucks in for the military — around 2,000 of them during the war. Afterwards, they built a new fac- tory and created a new range of vehicles, by 1924 making 17 different models. In 1926, Karri- er built its first purpose-built passenger chassis, which was progressively improved with pneu- matic tires and weight reduction. During the late 1920s, Karrier build numerous six-wheel chassis, two of which were the first vehicles to make a circuit of Australia — running on schedule for 22 weeks through 11,000 miles of harsh terrain.

In 1927, they launched the Super Safety Six Wheel Coach; in 1928, the Karrier-Clough Six Wheel Trol- leybus followed. The KWF6, a rigid six-wheeler engineered for “the colonies” and for hard road work, had an eight-ton payload with single sets of wheels on each of three axles.

In 1930, Karrier produced a “mechanical horse” design, the Karrier Cob, engineered jointly with the Lon- don Midland & Scottish Railway for package delivery; it was powered by a two-cylinder Jowett engine, and could couple with horse-drawn trailers. The London and North Eastern Railway had the same idea, and turned to Scammell Lorries, which developed a similar concept but with an automatic couple/ uncouple system for trailers; Scammell appears to have first used the term “mechanical horse,” in 1934 (they would later use Per- kins diesels, followed by the same Leyland OE160 used by late Kar- rier Bantams). The Colt, launched in 1931, was a similarly designed tractor version, a two-ton three-wheel tractor, also powered by the Jewett horizontal- ly opposed flat two-cylinder en- gine, with the “Colt Ma- jor” providing four cylinders. Karrier also created the “road rail- er,” which had one set of wheels for roads and another for railroad tracks, and later developed a two- ton truck called the Bantam, a good seller with parcel carriers. The Bantam started out with just 9 hp, later raised to 18 hp via a Humber engine; its coupling was compatible with the Scammell system.

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After two takeover bids, Karrier was acquired by in 1934. In Rootes’ usual fashion, production was moved to a new plant in Luton, and Huddersfield was closed; the model range was slashed to avoid competition with Commer, and shared components phased in. Karrier was focused on the Cob and Colt three-wheel “mechanical horses” (just three are known to survive), the Bantam, and the CK3 and CK6 three and six ton chassis for municipal use.

By 1939, over 600 municipalities used Karrier vehicles; aftermarket body builders made garbage collectors, tower wagons, and gully emptiers. Two Karrier branded items actually based on Commer chassis were a left-hand-control road sweeper and an ambulance.

During World War II, there were separate de- signs for the two trucks; Karrier made cross- country four and six wheeled trucks. Overall, 10,000 Karrier trucks were used by the military during the war.

Around 1949, the Karrier Bantam switched to a cast aluminium radiator shell, replacing pressed metal.

In 1952, the Bantam was updated with a new cab and Perkins , and the CK3 was replaced by the Gamecock (seen left on an his- toric journey from South Africa to London); this had a new cab similar to Commer’s for- ward control cabs. The Karrier Bantam lasted through 1970, using a 3-ton coupling gear.

Bigger garbage trucks demanded bigger chassis, and Karrier supplied its Transport Load- master (based on the Commer QX). A new Rootes engine, the TS3, was launched in 1954, using three cylinders and six pistons; it was a military multi-fuel diesel engine, sold in rele- vant .

22 A major success was the Spacevan, launched in 1960 as the 1500, renamed PA, then renamed PB, and later given its final name. Sold as both a Commer and Karrier, the Spacevan had a die- sel early on, with automatic transmissions coming in 1965 and a 1-ton payload version coming in 1962. The Spacevan was a major success, and was restyled in 1978.

In 1965, increased demand brought produc- tion to Dunstable, where Commer / Dodge and Karrier were all brought together; Luton was refitted as a transmission plant. Dodge badging was used more; by the mid-1970s, Rootes had been fully acquired by Chrysler, and the Dodge name was on all Commer and Karrier vehicles.

British subsidies in 1975/76 gave Dodge / Karrier / Commer a boost in developing a 3.5 to 7.5 tonne range of vehicles to help keep the UK truck building busi- ness on an even keel. The 50 series came out in 1979, badged as a Dodge but with a Karrier nameplate, just in time for Peugeot's acquisition of Chrysler Europe, which included Rootes and Simca. In January 1980, all Commer / Karrier / Dodge vehicles official- ly became Talbot. Peugeot sold the concern on to Renault in 1981; but for 1980, the 50 series was still badged as a Dodge under the Talbot name. From 1983 to 1986, the 50 was sold as a Dodge under the Re- nault name; in 1987, the trucks were replaced by the New 50 se- ries. British 50-series production finally ended in March 1993, and the line was taken out; the building became the UK distribution centre for French-built tractor units. A Chinese group purchased the equip- ment, and presumably Dodge medium duty trucks were produced in China for some time afterwards. (For more details, see dodge50.co.uk.)

1932 Karrier Ro Railer

23 24 Facebook A growing number of members are getting on to the club pages on facebook. As one who does not have satnav because I can read a map, this was a leap that I have found both enjoyable and useful. It is true that you may find that friends and family send you strange pictures of their tea but fear not, you can also find club pages and some others that you may find interesting. Pre 85 vehicles groups, pre war groups, probably any number of groups that feed any interest that you have be it cooking, gardening or train sets. We currently have two pages for the club. The main page is a public community page (www.facebook.com/ TheTraditionalCarClubofDoncaster). Anyone can find and click ‘like’ to follow what goes on there. Anyone can post and anyone can reply. This group is best for promoting the club and events that we have. It has a wide reach and events such as our club show at the Deaf College got to over 6000 people. Most events will not be as well watched but it can be a useful tool. The second group is for members only. (www.facebook.com/gr oups//traditionalcarclubofdoncaster) This is a closed group which means that anyone can find it but only those who have joined the club will be admitted entry to this group. Once joined, any member can post, add photos and video. It is good for club chatting and being sociable and affords some privacy within the club membership. It is no good for general promotion but could be useful if members wanted to sell or search for elusive car parts to those you know. It could be a way of getting a favour, a lift if you are ill or car off the road, bit of help with something who knows? I suggest that you make use of kids or grand children, tell them to explain slowly and show you how it works, either that or ask at club night and we could do a simple presentation to explain there if you prefer. Old Sodbury Now that I have spotted this place near Bristol, I am seeking nominations for the most appropriate mem- ber to send there. Make suggestions via the usual channels. (Little Sodbury is nearby if you want to send some- one else there)

Articles always welcome for the forthcoming Tradsheets. Thank you for contributions so far. . Photos and long or short reports welcome. Was it a good show or a complete rip off? Tell us about your car. Good atmosphere or no traders? Were the chips expensive and cold? Help members with these difficult issues with your report to [email protected]

Next Deadline for articles, club night 22nd November 2017

25 Forthcoming events 2017 (Edited. * = Entry for m available)

Oct 1 Crow Nest Park, Dewsbury (YTCC, jtu) Oct 7 Breakfast Meet, Baxters Arms, Fenwick 10.30am Oct 8 Autumn Closer. Meet Burghwallis to leave 11am for the Water Wheel Tearooms, Howden Oct 15 Isle of Axholme Running Day & Rally, Trolleybus Museum, Sandtoft Nov 10-12 NEC Birmingham Dec 6 Xmas meal at the Burghwallis (tbc) The above list is edited – for a more comprehensive version, refer to the information folder. The rallies listed here are local shows & those where members are known to have visited previously. It is the responsibility of the entrant to ensure the event they wish to enter will take place. If you know details of any interesting events, please inform Rodger (when, where & entry details). A copy of an entry form is ideal so it can be replicated, giving others the opportunity to enter. Abbreviations: AG Andrew Greenwood Shows DT Traditional Car Club event EH English Heritage www.english-heritage.org.uk 01302 722598 / 0370 333 1181 EYTCC East Yorks. Thoroughbred Club, www.eytcc.org.uk JTU Just turn up LLMC Lincs Louth MC www.lincslouthmcclassic.co.uk MMOC Morris Minor Owners Club MW Mark Woodward Shows www.markwoodwardclassicevents.com OS [email protected], 08432 897631 (formerly number 1 events) NECPWA North of England Classic & Pre-war Automobiles Club www.necpwa.org NVTEC National Vintage Tractor & Engine Club SHMC Sheffield & Hallamshire Motor Club www.sheffieldandhallamshiremc.co.uk SYTM South Yorks. Transport Museum, Waddington Way, Aldwarke, Rotherham. www.sytm.co.uk tbc/tba To Be Confirmed/Announced YTCC Yorkshire Thoroughbred Car Club www.ytcc.co.uk YVA Yorkshire Vintage Association, www.theyva.com s Museum, Sandtoft Dec 6 Xmas meal at the Burghwallis Thanks to Rodger for compiling this list again, his contact details are on page 2 if you have an event for him.

Thanks to Andy W for this idea of how to mod- ernise the club.

26 MG Clubs COAST-TO-COAST 18th AUGUST 2018

We are planning a Coast-to-Coast run for 18th August 2018. The route will be Morecombe to Scarborough It's planned to leave from the Midland Hotel, Morecombe between 0830 and 1000 on Saturday. We will get a group booking rate for those who wish to arrive Friday night. The Midland Hotel is the art-deco hotel recently renovated at huge cost. All rooms include bed, breakfast and evening meal.

Standard double £113.85, Executive double with sea view £157.85 It is possible to get hotels rooms cheaper than this. I’ll leave it those who are happy to do this to book through one of the web sites like booking.com or expedia.co.uk, tripadvisor.co.uk etc. In Scarborough those that book other than these hotels should advise me so I can book space in the car park. In Morecombe, it looks like it may be parking in the road. The route will be through the Yorkshire Dales and The North York Moors. We will use as many B and unclassified roads and avoid the towns where possible. The most scenic roads will be used. The average speed will be relatively low to accommodate those with older cars, (like me in my TC). There will be a stop for mid-morning tea/coffee (and cake!), lunch at a pub and mid-afternoon tea/coffee, (and more cake). The route will be on A5 paper in binders and handed out at the start. Final numbers will be set by May 2018 and a £10.00 non-returnable deposit will be required. This will be deducted from the lunchtime meal so, in effect, the trip will be free other than meals and hotels, if required. Late booking will be accepted but a hotel in Morecombe and/or Scar- borough may be difficult to find. TO REGISTER INTEREST EMAIL :- [email protected]

(We are members of: MG Car Club, MG Owners Club, MG Octagon Car Club, Midget & Sprite Club, Totally T Types and the TABC group) ( This is not the full info due to space restrictions, if you want more details about hotels and park- ing, contact Norman Verona)

27 N k Autostyle Paint and body shop N k Autostyle welcomes all makes and models of motor vehicles, modern and

We accept all vintage and clas- sic car restoration projects.

Our estimates are free and N K Autostyle is a friendly body shop. without obligation. If possible, we prefer you to bring your car We carry out all aspects of repair work to our workshop so we can from full restoration projects to small dints assess it in detail face to face and scratches. and discuss your requirements. But if this is not possible we We can fix, repair, weld and straighten can also arrange to come out just about any panel on your car to meet and view your vehicle from the comfort of your own house. your requirements. We can restore your classic car to look as good as she did back when she was first N K Autostyle manufactured or we could even incorpo- Unit 1, rate modern features into your body work, Willow Garth Farm are return it to you in tip top condition. Hatfield Road Hatfield We are small enough to offer a friendly E.mail:- [email protected] personalized service yet large enough to Tel:- 07815087401

28 August Thoresby show.

Mk 3 Zodiac chosen as car of the show, ‘not surprised’ said your biased editor. 29 Hillman spares list and prices from 1959.

Coventry in 1961, nice selection for us car spotters, lots of Brits and a sneaky Citroen. Woolworths is still open and the swinging sixties have still to hit this lot. Oh, the nostal- gia.

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Stop crying, wages have gone up too, thanks for this Kevin. (For younger members, £ is still pounds, s is for shillings, worth 5p each, and d is for pennies, 2.4 of those made a modern pen- ny. The whole system was known as LSD, which has it’s own comedy, and changed in 1971.)

31 50 years of Austin poster to celebrate our 50 years of the Doncaster Traditional Car Club.

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