Journal of the Traditional Car Club

July 2013

1 Contents

Front Cover picture:- Edwin Heath’s 1923 Packard at Cusworth Page 1

Your Committee and new members 2

Contents 3

Editorial 4

Crows Nest Park, Dewsbury 5-6

Book Reviews 7-11

The Goggomobil Story 12-19

Ryedale Folk Museum 20

Restoration of MGYA Part 4 21-26

Club Concours Cusworth Hall 27– 31

Adverts 32-36

Forthcoming Rallies for 2013 37-38

Club Concours winners 2013 39

Dates for your diary Future club meetings 40

Please can the Editor have material for the September Tradsheet by the end of August Articles. Rally reports , For Sale and Wanted etc.

Hagerty’s the Club Insurer Dear Stuart I am delighted to say your form has arrived today! Please thank Non for this. Your introducer code is CCTCC however, your members need only mention that they are a member of the Traditional Car Club of Doncaster in order to prompt the team here to put in the introducer code which will

result in the commission coming to you. Could you please circulate to all your members that we are now in partnership with each other and, if pos- sible, where you have the link to our site on your website – could you make mention of the code CCTCC by saying ‘Offer a discount to the Traditional Car Club – please mention the code CCTCC when you call’.

3 EDITORIAL Dear Members, First of all apologies for not producing the Tradsheet on time for earlier this month. I have had a new ceiling put up in the study which has necessitated everything being moved out into the dining room and disconnection from the printer. I am still in the midst of decorating but that may take a little longer to complete. A very warm welcome to all new members. It is good to know that we are still attracting new people and new cars and also good to see one or two younger members joining. Please make all our members feel welcome and do initiate conversations. It’s al- ways very difficult to meet new people at first so it is up to us all to make these new members feel welcomed and valued. A big THANKYOU to all who helped at the Deaf College in any way. To those who helped promote the rally by handing out leaflets at the Frenchgate Centre on the two Saturdays before, for those who helped mark out on the Saturday before the event, for Barry collecting and returning our Club caravan, for those who helped put things away and tidy up after the event and for those who promoted the event in other ways. It was good to see such a big attendance on the day and I hope you all enjoyed the event. Sorry if I missed talking to you but I did value your attendance even if I didn’t get chance to thank you personally. I did hear that several people parked a little inconsider- ately which slowed things down as room had to be made for other entrants but the majority parked with little fuss and helped by ensuring their picnic tables and chairs were situated behind their vehicles and not at the side, it does help when allotting spac- es. Mark Wells organised a promotional run on the Saturday evening and three vehi- cles turned up. Mark was in his Austin 18 Norfolk, new member Richard Eaton fol- lowed in his very nice Triumph Acclaim which has only 29,000 on the clock from new, and I brought up the rear with my Jaguar XK8. A lovely run but poorly attended. Perhaps if we do this next year we will notify people earlier.

Thanks to all members who attended the Concours and prize-giving at Cusworth Hall on June 30th, a rally held in conjunction with the Doncaster Motorcycle Club. It was a shame that some trophies were absent as they hadn’t been returned from the previ- ous year. If you know of any one who won trophies last year please let the committee know so that we can chase things up. If anyone knows any engravers who will engrave our trophies (cheaply) please let us know. I wonder if any of our members have facili- ties for such a task ?? Please let the committee know so we can keep the trophies winners up-to-date. This year I was considering letting someone else take over as Chairman / editor of the magazine. However I have decided to continue for another year. I do feel that others should have the opportunity to take on board offices of the Club and that one person should not hold on to an office year after year. If you would like to know what is en- tailed in being Chairman/ editor, then please ask. It is not an onerous task. I am sure this present hot weather is helping us give a better airing to our cars and I can’t see many rallies being cancelled through flooding like last year. Enjoy your Rally season, Happy and Safe Motoring Stuart Carey

4 Crows Nest Park, Dewsbury, West Yorks. 6 May 2013

An eclectic mix of vehicles were lured out of their homes by the extraordinarily good weather on the May Bank Holiday and captivated the many visitors who at- tended the event.

A couple of Traditional Car Club members were exhibitors including David Millea with his 1960s Jaguar Mk2. The long footpath from the gate to the café was lined with cars, light commercials and buses from the 1920s to the modern day.

Leyland Tiger, Jowetts

5 Crows Nest is a large park with a walled garden & small lake situated on the west side of Dewsbury. Whilst the facilities are limited (only 2 loos), the bacon sand- wiches make up for any disappointments. The event was organised by the York- shire Thoroughbred Car Club and the prizes were presented by a bloke of Emmerdale fame. Not being a soap fan I couldn’t elucidate further. All in all a very good event which I can recommend. There will be another show here later in the year.

Sunbeam Rapier, Daimler SP250

6 7 “The DeLorean Story – the car, the people, the scandal” by Nick Sutton.

256 pages. 38 photographs Price £17.99. Published by Haynes (www.haynes.co.uk) ISBN 978-0-85733-314-8 Review no 27 by Michael E Ware “Not another book on this subject” I hear some of you saying. I for one have not read any books on DeLorean, but have seen many magazine articles. This is possibly the first time that a book has been written by someone who was in on the DeLorean project from the very beginning in 1978 (employee no.16) until the end in January 1983, “… when only ten employees remained…a few weeks after I left the company the gates were padlocked and the liquidators moved in”. Nick Sutton tells it all “…an account which covers every angle of an extraordinary saga, including fraud, sectarian violence and drug trafficking”. It is not a sensational book, but the author tries to describe all that was going on. “Delorean employed some of the most talented managers in the automotive business, but many arrived with three pieces of baggage…The first was a kind of ego that is often found in successful people, the second was a previous company procedure manual, and the third was a preconception on how to run a car company and develop a new product – which by industry standards of time was taking five years or more”. That sums up the main problem coupled with J.D.’s infrequent visits. Time was something Delorean did not have. The British Gov- ernment had initially invested £53 million (more later) and they had demanded a royalty on each car produced. The factory was built on the outskirts of Dunmurry close to housing estates, where up to 50% of adults were out of work. It was a Godsend for the local population, as the wages offered were good as were the working conditions. The failure of the company threw all of these people out of work again, many never working for the remainder of their lives, Even so, many did not blame John DeLorean. The book covers the tie up with Colin Chapman and Lotus, and goes into detail on pay- ments, “..Lotus made it clear that they were only responsible for the design and durabil- ity of the car and not for the quality or production engineering….” Later the author writes, “…Colin Chapman was openly contemptuous of the prototype and used the re- port to demand that the design of the car should start afresh. This time Lotus Engineer- ing would carry out the design work”. A good read and a good price but the book is let down by an old fashioned layout with pictures grouped together on glossy paper in sections, and the fact that there are three errata slips at the front drawing attention to chunks which are actually missing from the text. I note that it was not printed by Haynes of Sparkford but in the USA, which may be the reason.

8 9 “The 16 and 24hp Sunbeam 1915 -1924” (also covering the Edwardian 20 and 30hp) by Bruce Dowell and Alan Richens. 267 pages. 600+ photographs and drawings. Price £40 plus £5 UK p&p. Published by Professor Alan Richens Publishing. e.mail: [email protected] ISBN 978-0-9574208-0-9 Review No 26 by Michael E Ware Bruce Dowell is no stranger to the followers of Sunbeam. This being his third book in this series. This time he charts the history of some of the cars at the end of the Edwardian period and in the early vintage years. The strength of the book are the illustrations but this is not just a picture book, - there are some 50,000words of text . Each of the different models is described and illustrated and there are road test reports from “The Motor” and “The Autocar.” The pictures cover nearly every version of the factory built models and there are chapters on the coach built cars and variations from standard. An appendix gives all the technical details followed by a chapter which describes and illustrates as many of the surviving cars as possible, also with some fascinating “as found” pictures. Only a one make Registrar can do this successfully. There is one wonderful picture of a war - time Sunbeam made into a tractor which when found had hens eggs under the bon- net. During WWI the War Department aspired to have a standard design for staff cars. They considered the Rover 12 and the 16hp Sunbeam. They chose the Sunbeam, but as Sunbeams were deep into aero engine production, the work was taken on by Rover. Well over 4,000 Rover- Sunbeams were built, some of which had ambulance and other bodies. About the only thing to distinguish them were the words “Made by the Rover Co.Ltd un- der agreement with the Sunbeam Motor Car Co Ltd.” cast into the crankcase. Very few survive. This reviewer enjoys the coach built and one off examples. There are , charabancs, a fire engine and a trio of hearses. I particularly liked the very rounded body by Mitchell Brothers of Ashford in Kent “…with smokers roof vent large enough for a bonfire”. The author finishes the caption with “Why do more characterful carriages like this not survive?” Also illustrated is an Eccles built motor home on a 1923 24hp chassis with a clerestory raised roof light more often seen on old railway carriages. Comparison with the earlier volume, whose publisher has gone out of business, (hence this one being self- published), gives the impression that the pictures are not quite so well reproduced and in content there are not so many with a period flavour. If you are building a library of good10 motoring books this surely should be included.

11 The story of the Goggomobil An article from Mike O’Balance, one of our new members.

As a new member of the Club I thought I would introduce my collection of Goggo- mobils and provide some background information on the Company which made them. Despite being the most prolific from the 1950s and 1960s Goggo- mobils do not have much of a following in UK. They were never manufactured here but the little Goggos sold in their hundreds from a network, which at its peak, num- bered over one hundred dealers. They rusted quite well so as they disappeared from the roads memories of the make faded and disappeared. Perhaps they were also a bit too conventional, compared with the three wheeled bubblecars, to become desirable when interest in small vehicles grew again in the 1970s and 1980s. In the thirty years I have been involved with I can only recall a handful which were being ac- tively campaigned by their owners in the UK. The situation is some what different in Germany where there are nearly 2,000 still registered for the road and over 400 gath- ered to celebrate their 50th anniversary in Dingolfin in 2005. The Glas company can trace it roots back to 1860 when Maurus Glas started to make agricultural machinery. The business moved to Dingolfin in Bavaria in 1908. Hans Glas, who spent time in America studying advanced production methods, bought back his grandfather’s old company in 1937 after the group which it had become part of was broken up. Following the war Hans was joined by his son Andreas and they set about modernised the works and establishing a technical department. After a short post-war boom in agricultural machinery the company was soon looking for new products.

Brochure for the micro-truck based on the Goggo Scooter

12 In 1951 they turned their attention to motorised personal transport. The ‘Goggo’ Roller, so called because one of the small children in the family could not pronounce Glas! was developed in early 1951 and went into production in June of that year. A total of 46,660 scooters were produced before production ceased in 1956. This in- cluded 485 three wheel micro trucks based on the scooter. The scooters were sold in many countries but as far as I know they were never officially marketed in the UK. Hans Glas realised that the post war scooter boom was coming to an end in the early 1950s with increasing prosperity, he believed the future lay in covered transport. The Little Goggomobils So in 1953 he started development of his microcar. Several prototypes were built including one with a front opening door but the company decided to build a car with a ‘normal’ layout but in miniature. Production of the saloon (Limousine) started in February 1955 and continued until June 1969. Initially it was powered by a 250cc parallel twin two-stroke, so that it could be legally driven on a motor cycle licence in its native country, larger 300cc and 400cc engines were produced for export markets. The saloon models are normally designated as ‘T’ plus the nominal engine size, e.g. T300, with names in certain markets such as ‘Regent’ in the UK.

Early prototype for the Goggomobil Limousine from 1954

13 In 1957 the saloon was joined by the . These were designated ‘TS’, with a model name ‘Mayfair’ in the UK. Autocar’s 1957 London Motor Show report states ‘So far no other manufacturer of miniature cars has created anything so attractive as the Goggomobil Coupe ..’ I do not think any ever did, but them I am biased! An in- teresting feature of the Coupe was the electrical pre-select gearbox. The gear change is effected by a switch on the clutch pedal, this enables a very quick gear change, which those of you who drive low powered cars will know is very useful when changing from first to second when setting off uphill. The problem with it was that when sitting at the lights, with the clutch pedal depressed, the coils were constantly energised and had a tendency to burn out. Therefore there are very few pre-select gearbox cars left in Germany as most surviving cars have been converted to manual change. 1957 also saw the start of production of the and pickup, designated ‘TL’, first shown at the Frankfurt Motor Show in October 1956. The van went in to production because of interest from the Federal Postal Service which bought over 2,000 exam- ples between 1957 and 1965. The pickup version was popular with municipal au- thorities because of the open rear load area. The van and pickup were listed in the UK and I understand the remains of a right hand drive version still exist.

Van and pickup on the same floor pan as the cars - Australian ‘Dart’

Over 280,000 little Goggo were manufactured in the Glas works at Dingolfing, on the banks of the River Isar, in Bavria in what was then West Germany. Production reached it’s peak in 1957. With production levels approaching 1,000 vehicles a week the company was considered a national success and they were encouraged by German Politicians to consider taking over the ailing BMW and DKW companies!

14 After 1958 production of the small Goggos went into decline. This was probably due to the ‘German Economic Miracle’, which saw living standards improve rapidly in the 1950s, so the demand for very small cars fell. There was a residual demand, as for Reli- ants in the UK, from those who never passed a car driving test. To cater for this market the 250cc Goggomobil engine was fitted in the Fiat 500, Fiat 126 and NSU Prinz bodies when production finally ceased in 1969. Goggomobils were also made under licence in Spain, Australia and Argentina as well as an unofficial copy, the Mikrus, built in Poland. Between 1962 and 1968 around 6,100 ve- hicles, of which approximately 300 were vans were produced under licence by Munguia Industrial S.A. near Bilbao in Spain, very few of these have survived. Around 5,000 vehi- cles were built by Bill Buckle in Australia between 1957 and 1961. He imported the chas- sis, usually with a 400cc engine and fitted locally produced fibre glass saloon and coupe bodies. In addition around 700 chassis were fitted with the ‘Dart’ body. In Ar- gentina around 1,100 Goggomobils were manufactured and sold under the brand name ‘Isard’. In 1970 the AWS Shopper, made near Berlin, was launched as a very simple utili- ty vehicle using Goggomobil mechanicals. It was not a commercial success and produc- tion ended in 1971 after around 1,400 had been made.

Sales of the Little Goggo in the UK Goggomobils were imported to the UK by Goggomobil Limited, initially based at 20 Ca- dogan Lane, London SW1 and later at 93-95 Old Brompton Road, London SW 7. The first reference I have found to the new car in the UK press is an article in Autocar of 12 November 1954 describing the vehicle. This was followed by a brief road test by the same magazine published on 10th August 1956. A right hand drive version, complete with imitation zebra skin upholstery, was shown at the London Motor Show in October 1956. At launch the car was priced at DM2940 (about £250) in Germany. The earliest price list- ing in the UK I have seen is in the above mentioned Autocar where the T300 cost £505 in- cluding purchase tax, or for an additional £11 you could have a sun roof. This compares with the cheapest Ford Popular at £417, They were never going to be big sellers in the UK!

UK Brochure from around 1960 featuring the ‘’ which never went into production!

15 By October 1958 The Motor was listing the ‘Regent’ (saloon) with both 300cc and 400cc engines and with or without a sunroof (convertible). More interestingly they were now listing the ‘Mayfair’ (coupe) with the same engine options in both fixed and drop head configurations, the latter at £708 including purchase tax was £264 more than the cheapest Ford Popular. While the drop head featured in a UK brochure and was in the Autocar and The Motor new car price lists according to the Glas Club International it never went into production with only a few prototypes being made. Even the basic T300 Saloon was still £50 more than a Ford Popular In the UK the Mini was launched in 1959 which eventually led to the demise of microcar sales. The latest listing for the little Goggos in a UK motoring magazines I have seen is The Motor for 4th September 1963 where the cheapest saloon was £413 including taxes compared to £447 for a basic Mini. Which would you buy? It is very difficult to estimate the total number of cars imported to the UK, at one point Goggombil Limited were advertising over one hundred agents but I suspect many were just service and parts sales never selling a car but then for the company to continue for at least six years they must have been selling vehicles on a regular basis. My gestimate is between one and two thousand between 1956 and 1963, most in the late 1950s. I would be interested to hear from anyone who can shed more light on UK sales. Based on re- search I have done with the Register of Unusual Microcars at the end of 2012 there were at least twenty one little Goggos taxed for road use in the UK

A young Jim Clark campaigning a Goggomobil in a motor trial in the Boarders in 1957

16 The Large Goggomobil

In 1957 the prototype of a larger car was shown. This was a full four seater with the engine in the front and front wheel drive. However, when production of the ‘Large Goggomobil’ began it was more conventional with rear wheel drive. The engine was a horizontally opposed twin, designed by an ex BMW technician with a capacity of ei- ther 600cc giving 20 bhp and lower taxation in Germany, or 700cc and 30 bhp. A total of 86,943 were produced, of which 14,275 were estates (kombis) before production ceased in 1965. While the Goggomobil name continued to be used for the new model in the UK and some other markets it became the ‘Isar’ in it’s native Germany, after the river which flows past the factory and ‘Isard’ in other countries because of unfortunate connotations with the word Isar in some languages. As The Motor adverts testifies the Large Goggo was available in the UK in both saloon and estate versions but I suspect very few were sold. This was partly because of relia- bility problems and partly because it was too expensive when import duty was added. I would guestimate that less than a hundred found buyers in the UK. In addition to my two cars, which were originally sold in New Zealand, I am aware of three original UK cars that have survived, only one of which is ever likely to be restored for the road. Of the 86,000 produced very few have survived, the Glas Club International knows of on- ly 95 survivors world wide, many of which are unlikely to ever see the road again. In addition to German production around 5,000 of the large Goggomobils were manufac- tured under licence in Argentina, where the survival rate has been much better and they are often listed for sale on the countries equivalent of Ebay.

Despite reliability problems with the new Isar and declining sales of the Little Goggos the Company continued to develop new models. In 1962 the Glas 04 series was launched as its first ‘normal’ car. These saloons, , hatchbacks and were powered by an overhead cam four cylinder engine which was the first production engine to use a rubber cambelt. Larger cars followed before the final Glas model, a 3 litre V8 Grand Tourer, was launched in 1966. The Glas company did attempt to re-establish sales in the UK in the mid 1960s. An article in The Motor dated 18th October 1966 stated that an extensive dealer and ser- vice network was being established to market the current range of Glas cars. They ex- hibited a range of cars at the 1966 Earls Court Motor Show including the only right hand drive Glas 1700GT produced. That car was bought by Larry Greyson and is cur- rently being restored. However events overtook the Company and I am not aware of any other Glas cars being sold in the UK. None of the latter Glas models reached production levels any where near that of the little Goggo and with sales of that in decline and reliability problems with the newer models the company was in trouble and needed a partner. Talks with Ford and came to nothing and the Company was eventually taken over by BMW in November 1966. Some of the Glas designs were simply re-badged as BMW.

17 Other design features were developed and incorporated into the BMW range but the Glas name was quickly dropped and support for their existing range of cars was grad- ually withdrawn.

My Cars 480 UMP - 1959 Goggomobil T400 Limousine (Regent) Built for the UK market in Septem- ber 1958, 480 UMP was registered on 20th March 1959. The car re- mained in the same family until ac- quired by me in August 2009 hav- ing covered only 30,375 miles. The car has not been restored but was repainted in the 1970s following a front end bump. Of the 214,000 Goggo Limousines built between 1955 and 1969, just over 8,000 were fitted with the 400cc engine. Powered by it’s twin cylinder two- stroke it is capable of around 55mph and returns 50mpg.

OJG 365 - 1958 Goggomo- bil TS300 Coupé (Mayfair) An original UK import, built at the end of 1957 and first registered in April 1958. It still has it’s original, larger 300cc engine, producing 15 bhp which gives it a top speed approaching 60 mph. It also features a four speed electri- cally operated pre-select gear- box which allows quick and smooth gear changes. Nearly 67,000 Goggomobil Coupés were built between 1957 and 1968. I acquired the car in 2004 in several boxes and it eventually returned to the road on 24th August 2010 since then it has done over 5,000 miles. 18

504 XUA – 1962 Goggomobil Royal 504 XUA is the de-luxe ‘export’ model and was produced in late 1961 and first registered in New Zealand on 13th February 1962, it remained in use there until 1987. The car was imported into the UK in 2000 and returned to the road in August 2006 after I bought it. It still has it’s original 700cc engine. A top speed of 68 mph was claimed with 40 mpg and a kerb weight of 650 kgs.

458 YUE – 1962 Goggomobil Esquire YUE was produced in early 1962 and first registered in New Zealand in April of that year, it remained in use there until 1987. The car was imported into the UK in 2000 and returned to the road in October 2011 after a full restoration. The car is built on the same floor pan as the saloon and has the same engine, either a 600cc (20 bhp) or 700cc (30 bhp). Top speed is claimed as 62 mph with 40 mpg and a kerb weight of 720 kgs. 19 Ryedale Folk Museum.

On May 19th. I attended the York branch's NECPWA rally at the Ryedale Folk Mu- seum. I set off in quite cloudy conditions but it was dry and the forecast promising. It seemed a long drive but very enjoyable and it took me an hour and three quarters to get there! But it was definitely worth it. I was welcomed at the entrance by the club secretary, John Schumacher, and directed to a prime parking spot. I was able to see all the other cars arrive from the comfort of my deck-chair! The Museum is in the most gorgeous setting, within the honey-pot village of Hutton -le-Hole which nestles in the North York Moors. It started in 1964 (I think) with some donations of items of countryside bygones which were considered sufficiently interesting to exhibit to the public. Since then, various other donations have been made and the Museum has grown and expanded to accommodate them. A few years on and various historic buildings in the area were in danger of dereliction and so they were painstakingly taken down and reconstructed on the museum site and filled with appropriate artifacts. There are several tiny shops such as a sweet shop, a chemist's shop, a funeral parlour and coffin maker, a blacksmith's forge, a wheelwright, to name but a few. In addition there are a cottage from the nearby village of Harome, an earlier cottage where the family lived at one end and their animals at the other, a cart shed and several other buildings, each with displays of appropriate artifacts to be seen - and perhaps remembered. But I was distressed to learn that partly because of last years appalling summer weather the museum is really struggling to remain open and is scraping by on a shoestring. When we learned this, one of the ladies from the York branch organised a whip-round and we, the car owners, managed to raise £50. In addition to all there was to see, we were entertained delightfully all day by the Corpus Christi brass band from Leeds, and very accomplished they were too. Natu- rally, they didn't literally play all day - they had to have intervals to rest their lips! We also were able to obtain pass-outs so that we could further enjoy the beautiful scenery around the village. Nobody from our club attended but you missed a treat! I found plenty of friendly folk to chat to and a pleasant little café to have a snack or a cuppa. If you are looking for a pleasant and nostalgic day out, I can heartily recommend the Ryedale Folk Museum and they need you! A good selection of cars was there, the oldest being a fabric bodied Austin from the late twenties. I found myself parked next to a beautifully presented Bond Bug with very friendly folk and opposite was a gorgeous S-type Jaguar owned by a gentleman I got to know when we both had a Rover P6. He had had the Jaguar resprayed in its original colour, Golden Sand, a colour now discontinued and ICI manufactured a special batch of it just for the one car! The lengths some people will go to for their cars!! Surely, no greater love...... All in all, a smashing day out, helped of course by the weather which developed into warm sunshine! From Christine Jewison

20 RESTORATION OF MGYA PART 4 May 31st 2013

Its been a busy Spring and the garage has become my second home of late. It is surpris- ing how much work is involved with the final rebuild of a newly painted body. I picked up my body and panels in January and quickly sat the body on the chassis lining it up and bolting down. I decided that it would be best to re trim the interior at this stage, which was not going to be an easy or quick job as I had no old trim to use as pat- terns.

Luckily I have a friend who lives east of London who had some trim panels I could use as patterns, so the next job was a run down to the smoke to fetch them. I decided that I would make the door panels out of 4mm birch ply so using the old panels as tem- plates I marked and cut out the new door panels. Once made I taped them to each door to mark out the positions of the holes to attach the clips for securing the panels these were then put aside for recovering by the trimmer.

The next job was to make the headining, at first I thought it would be quite a challenge , but luckily a member of the MGY register had made one previously and had written a comprehensive set of instructions including the important measurements. As there is a sunroof the headlining could be fitted in 3 pieces which made the job reasonably easier. The headlining is secured by small tacks or staples to a inlaid woven rope material which is pressed into a recessed channel which runs round the inside of the car below the roof section. However there was also approximately 16 pieces of 4mm birch ply wood to make to fit around the rear windows and above the doors , as I had no old pieces I had to make a template in card for each one ensuring I had the correct profile before I could transfer the pattern to the wood to cut out, they all then required cover- ing in leather this was very time consuming job and took a couple of weeks getting them just right .

On a cold morning in February I set about fitting the headlining and am pleased to say it went well, once one edge was tacked the headlining could be stretched into place, stapling as I went by the end of the day the headlining was completed and by the end of the week all the small wood pieces were stapled in place . Finishing off the interior trim is achieved with a chair banding material which runs around the top edge of the door trims covering the staples, as you will see on the picture it makes a neat finish.

Now before I could fit the wood floors , which I have made out of 12mm birch ply I had to fit the wiring harness to the chassis and ensure all the tails were in the right place . As I have fitted an alternator I had the wiring harness upgraded to cope with the extra output of the alternator. I also decided for safety reasons that I would fit a distri- bution fusebox incorporating 8 fuses , which would allow me to fuse independent cir- cuits, much safer than the original single 50 amp fuse. Once I got my head round the necessary wiring changes I set about connecting all the wires up, which also meant fit- ting the newly revineered dashboard and gauges.

21 With the electrics finished and the floors now fitted it was time to fit the rear wings and petrol tank filler tube, enabling me to put fuel in the tank and start the engine. Once fueled up I decided it was time to give her a run. First however, I needed to ensure I had oil pressure as I did not what to ruin a newly rebuilt engine. On the earlier XPAG engine it was a bit of a pain to bleed the oil pump to get oil pressure, however after several attempts I had oil pressure on the gauge running the engine on the starter with the spark plugs out. So now to fit the spark plugs and go for it !!! Well how pleased I was when it fired up on first pull of the starter , a little play with the slow running screw and she was ticking over nicely. A few revs and it sounded sweet I allowed the engine to warm up and checked for leaks all was OK .

The restoration is now coming to completion the seats are going to the trimmers next week and I have now fitted the front wings and bonnets, hopefully by early July, if the trimmer gets his finger out, the YA will be on the road.

Cheers Chris Pick

The following photographs are fairly self-explanatory. Looks superb Chris. (Editor)

22 23 24 25 26 Club Concours at Cusworth Hall June 30th

We must thank the Doncaster & District Motorcycle Club for allowing us to display our cars at their show at Cusworth Hall and for bringing excellent weather with them. I did not count them, but there must have been hundreds of motorcycles and many, many cars of all descriptions which provided for a very good show. The only disap- pointment was that the exhibitors were not parked in front of the hall as has been the case in previous years. I am sure the tea rooms did not do as well as the food stalls on the field!

A very full field Club cars well represented

27 Our hosts for the day. Doncaster Motorcycle Club

28 Trevor Miller providing the music and P.A. system.

Thanks Trevor !

29 Barry and Linda Duffell’s Mercedes 300 SE and Teresa Ford’s Hillman Minx “George”.

Immaculate Austin 7 Ruby presented by Club member Nigel Hempson Wins again.

Another winner, the 1977Ford Geanada Mk1 Saloon belonging to Cyril and Jean Wilcox.

30 Chris and Ann Picks 1953 M.G. TD Another winner and firm favourite with the judg- es.

Car of the Show. New members Ed- win and Angela Heath with their 1923 Packard Tourer won the “Best in the Show “class and with it the Bestobell Trophy to add to the Turtle Trophy.

The vehicles on show were very well presented with only the odd piece rust evident. Without exception, the members I spoke to agreed it was a most agreeable day in good company which was not really spoiled by the reduced facilities. What a pity that not all of the trophies were returned from last years winners to be made available to this year’s winners. Congratulations are due to them, nevertheless.

This report from Rodger Trehearn, many thanks Rodger.

A young man called Luke Thomas has contacted me wanting the oppor- tunity to work as a welder on Classic Cars. He has just passed his Level 2 in welding and is familiar with mig, mag and stick welding. For further details please contact him on 07881368557. He is based in Balby and can travel.

31

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Trade enquiries welcome

TEL : 01926 640055

I have negotiated a 10% discount for Club members for the above services. Please quote code :- (tcc10) when ordering anything from A.E.S. Stuart

32 VINTAGE & COLLECTORS CAR SPARES

SPECIALIST SUPPLIER (30+ YRS) - HUGE STOCKS OF BRAND NEW SPARES

STEERING SPARES “1928 to 1980”

King Pins & Bushes Sets, Front Susp. Repair Kits & Rubber Bush Kits, Susp. Ball Joints, Track Rod/Drag Link Ends, Draglinks, Centre Steering Rods, Steering Idlers, Bronze Steering Nuts.

ENGINE SPARES

Full, Decoke, Head, Manifold, Lower Engine & Sump Gasket Sets. “1909 to 1980”. Inlet & Exhaust Valves & Guides, Valve Spring Sets, Engine Pis- tons, Piston Ring Sets, Main & Con Rod Shell Bearing sets, Crankshaft Thrust Washer Sets. “1928 to 1980”

Steering & Engine Spares for Cars, Commercials & Tractors First Contact John Davis - 01724 784230 (Phone, Fax, Answer- phone)

John Davis, Beltoft House, BELTOFT, North Lincs, DN9 1NE E-MAIL: [email protected]

SPECIAL OFFER TO CLUB MEMBERS - 10% DISCOUNT ON ALL SALES

33 34 Aug N k Autostyle 29

Paint and body shop N k Autostyle welcomes all makes and models of motor vehicles, modern and classic. We accept all vintage and clas- sic car restoration projects.

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

DN7 6EN

Phone: 01405 812389 Sewerby Hall (EYTCC) E-mail: [email protected]

35 Traditional Car Club - Regalia

Please order from Brian Close

JOIN THE MEN IN COLOUR AND LADIES TOO

Key Fobs £1.50 Lapel Badge £1.50 W/screen Badge 1.00

Sweatshirt £16.50 Atmosphere Jacket £26 Polo Shirt £13 All the above available in sizes: XS, S, M, L, XL, XXL, XXXL, XXXXL, XXXXXL Caps £8 (one size fits all) These are quality garments produced locally.

Now in a variety of colours

36 Selected Forthcoming Events 2013 All about 10-4pm unless stated. Club & Local events in bold italics. Abbreviations below July 20-21 Ackworth Steam Rally, Water Tower Showground, Ackworth July 21 Crowle Show, Godnow Road, Crowle, N. Lincs. # July 21 Newby Hall, Ripon HG4 5AJ (NECPWA) July 21 Cusworth Hall Ken & Ruth’s Event CANCELLED July 28 Ripon Classic Car Gathering, Ripon Racecourse HG4 1UG (Ripon Old Cars) # July 28 Sandtoft Gathering, Trolleybus Museum July 28 Ashover Classic Show, Ashover Showground, Chesterfield JTU July 28 Cannon Hall, Cawthorne (Barnsley Rotary) # July 28 Ashover Car Show, Ashover Showground, Chesterfield (Rotary) £5 JTU Aug 1-4 Pickering Steam Rally Aug 3-4 Hebden Bridge Vintage Weekend, Calder Holmes Park HX7 6JE # Aug 4 Classics on the Moor, Sheffield S1 4HR Aug 4 Sykehouse Show Aug 4 Wentworth Castle, Lowe Lane, Stainborough, Barnsley S75 3EN. 01226 776040 Aug 10-11 Driffield Vintage Rally, The Showground, Driffield YO25 9DN Aug 11 Summer Gala & Classic Rally, Locke Park, Barnsley S70 6NQ (YTCC) # Aug 11th. Don Brunts run to High Marnham, meet Crown Hotel Bawtry 10.00 a.m. Aug 17 Auckley Show near Doncaster (jtu) Aug 17-18 Lincoln Steam Rally, County Showground, Lincoln LN2 2NA Aug 18 Sherburn Aero Club Charity Day (H4H), Lennerton Lane, Sherburn LS25 6JE Aug 26 Epworth Show, Wroot Road, Epworth DN9 1EA # Aug 26 Thoresby Park, Ollerton, Notts NG22 9EP (AG) # Aug 31-Sept 1 Doncaster Lions Show, Deaf Trust, Leger Way, Doncaster DN2 6AY Aug 31-Sept 1 Stanilands Marina near Thorne, jtu Sept 1 Ripon Racecourse HG4 1UG (MW) # Sept 1 Wentworth Woodhouse nr Rotherham S62 7TQ 01226 351161 / 749639 or email; [email protected] Sept 1 Wragby Country Fair, Lincs LN8 (LLMC) Sept 1 Autumn Rally, Wilton Park, Batley WF17 0AS (YTCC) # Sept 8 Otley Transport Extravaganza, Pool Road, Knotford Nook, Otley LS21 1EA # Sept 8 Rotherham Show, Clifton Park, Rotherham Sept 15 South Yorks Transport Museum Rally, Waddington Way, Aldwarke, Rotherham Sept 15 Festival of the Plough, Epworth DN9 1DD, 01427 873388 Sept 15 Waltham Windmill Autumn Classic, Brigsley Rd, Waltham DN37 0JZ (LLMC) # Sept 15 Wings & Wheels, Meridian Park, Cleethorpes (see Information Folder) Sept 22 Knavesmire Rally, York Racecourse YO23 1EX # Sept 22 Fishlake Cricket Club, Pinfold Lane, Fishlake DN7 5LB (nearest) JTU, but en- trants sign the sheet provided. Further info Tel: 01302 350353 or email [email protected] Oct 5 Sturton by Stow, Lincs LN1 2DD (LLMC) Oct 6 Autumn Run ( DT) Meet Green Tree Hatfield 10.00 a.m. 60 mile run. £5 inc food Oct 6 Crow Nest Park, Dewsbury WF13 2SG (YTCC) Oct 13 McArthur Glen Retail Park, York YO19 4TA (EYTCC, A19/A64 junction)

37 Oct 13 St Leger Rally, Sandtoft Nov 15-17 NEC, Birmingham

Abbreviations: AG Andrew Greenwood Shows COOC Cambridge & Oxford Owners Club DT Traditional Car Club event EH Organised by English Heritage 01302 724969 EYTCC East Yorks. Thoroughbred Club, [email protected], www.eytcc.org.uk JEC Jaguar Enthusiasts Club JTU Just turn up LLMC Lincs Louth MC LVVS Lincoln Vintage Vehicle Society (lvvs.org.uk) MW Mark Woodward Shows OS [email protected], 08432 897631 (formerly number 1 events) NECPWA North East Club for PreWar Austins (York branch) tbc/tba To Be Confirmed/Announced YTCC Yorkshire Thoroughbred Car Club # Entry form available If you wish to enter an event please refer to the Information Folder which will give more details. It is the responsibility of the entrant to ensure the event they wish to en- ter will take place. If you know details of any local events, please inform Christine or Rodger (when, where & entry details). A copy of an entry form is ideal so it can be copied, giving others the opportunity to enter.

Sunday August 11th. Don Brunts popular run to High Marnham on the banks of the River Trent. Meet Crown Hotel, Bawtry at 10.00 a.m. for run through Retford

Sunday 6th. October T.C.C. Autumn Closer organised by Ken Sleight. Meet Green Tree Hatfield 10.00 a.m. Run to Seaton Ross for Soup and Sandwiches Subsidised by the Club £5 per head. Please sign sheet.

38 Congratulations to the winners of the various trophies Presented at the Club Concours at Cusworth Hall, Sunday June 30th.

Turtle Trophy for Best pre 1931 club car and Bestobell Trophy for Best in Show presented to Edwin Heath for the 1923 Packard

The Jewison Award for the best P.V.T. 1931-1940 presented to Nigel Hempson for his 1937 Austin 7 Ruby

The George Moore Trophy for the best 1941-1960 was won by Chris Pick with his M.G. TD

The Star Trophy best 1960-1972 presented to Roy Marshall with his Wolseley 1500

The White Award for the best 1973 onwards was won by Les Bryan with his Volkswagen Beetle

The Turtle Cup for the best car in every day use was won by Barry and Linda Duffell with their Mercedes

The Harry Woolley Trophy for the most original looking club vehicle was presented to Cyril Wilcox for his Ford Granada

The Century Oils Trophy for the best engine compartment went to new member Vincent Hunt with his 1959 MGA

Thanks to the judges for their help on the day:- Don Brunt, Brian Close and Mel Turner

(The following trophies require returning from last year:- Star Trophy; Turtle Cup; Harry Woolley Trophy; Century Oils; Turtle Trophy. Who has them?? )

39 Club Nights 2013

Wednesday June 19th. Noggin and Natter

Wednesday July 3rd. Noggin and Natter

Wednesday July 17th. Noggin and Natter

Wednesday July 31st. Noggin and Natter

Wednesday August 14th. Noggin and Natter

Wednesday August 28th. Noggin and Natter

Wednesday September 11th. Noggin and Natter

Wednesday 25th. August Noggin and Natter

Wednesday October 9th. Noggin and Natter

Wednesday October 23rd. Noggin and Natter

Wednesday November 6th. Noggin and Natter

Wednesday November 20th. Noggin and Natter

Wednesday December 4th. Noggin and Natter

Chairman’s Christmas Buffet 3 Station Road, Hatfield Sunday 8th. December

Wednesday December 18th. Noggin and Natter

Please note that there was an error in the last dates given. This should be the definitive list of meetings this year. S.C.

40