For the active Triumph owner!

Official Newsletter of the Illinois Sports Owners Association

ISOA BOWLING-PIZZA PARTY Daytona 500, so PHOTOS AND TEST BY SUDS that anyone with o r e t h a n a limited bowling Mtwo dozen attention/interest intrepid ISOAers span could view sought refuge the competition from the inclement among Nascar’s weather, which finest, most of s e e m s t o whom seemed to accompany most be named “Skee- o f o u r s o c i a l ter” or “Bubba- activities of late, Bob Junior.” and the midwinter doldrums [AKA Triumph Withdrawal] on Sunday afternoon, February 20th at the Country Lanes he bowling in Hampshire Twas followed by a pizza party, subsidized by the to bowl their generosity of newly blues away. installed chief-execu- tive Joe “Stagmesiter” he keg- Pawlak and approved Tlers were by the ISOA senate. assigned lanes The new regime through a lot- announced that simi- tery system lar acts of munifi- improvised cence would be taking by Sheri “Big place at various ISOA Mama” Pyle that was guaranteed to provide some degree activities during his reign, a clearly transparent act of of fairness in the competition – a theorem contested by the benevolent-despotism, which should certainly guarantee losers. Copious supplies of “goodies” were strategically him, and his heirs, presidency in perpetuity. placed throughout the bowling alley, lest anyone suffer from snack depra- o conclude by saying that a good time vation syndrome. Twas had by all would be a gross under- The bar insured statement, [and we have always prided that no one would ourselves on being gross.] become dehydrated during the spirited Inside this issue... competition. Spitfi re Restoration Article John Macartney’s “Wet Liner “ he event coin- Hub Clinic, & much more Tcided with the M a r c h 2 0 0 5 Hub Clinic

Hubba, Hubba TR6 IRS hub under the watchful eye of text & photos by Suds Jerry Hurst. In addition, he also replaced the U-Joints, with guidance and counsel- ing from Billy Pyle. As your humble and obedi- ent scribe was making his exit, Dave

idiosyncrasies in terms of the rebuilding process. Jack “Spuds” Billimack worked on the hubs of his TR3 and used a com- dozendozen oorr ssoo TTriumphriumph ddevoteesevotees bination of hub puller [AKA the club Agathered at the ISOA equivalent of magic twanger] Billy’s hydraulic press, Red Green’s Possum Lodge, AKA Pyle’s heat, more heat, and the ever-popular Garage, on a balmy, for mid–winter, Saturday, February 5th, to lift and separate their hubs. The clinic included the disassembly, cleaning, and reas- sembly of a set of TR3, TR6 and GT6 “Snake” Shedor arrived with a pair of hubs, each of which featured its own GT6 hubs in need of rebuilding. As always, Billy’s hospitality was matched only by his expertise on all Triumph things technical.

BFH to eventually separate the hub. [He confessed to having no immediate intention of ever putting his TR3 on the road; he just wanted to get the diff off his bench.] While Jack worked on his hubs, Phil “Factor” Fox was dissembling a

Snic Braaapp 2 March 2005 Critical Measurement Workshop

ENGINE CONDITION MEASUREMENT CLINIC Text and graphics by senior events correspondent Jack “Spuds Billimack

n Saturday, February 13 About 12 ISOAers gathered at Hurst’s home in Joliet. Phil “the Factor” Fox supplied two TR6 Oengines with a goal of fi nding out which one would be better to rebuild. Jerry supplied one TR6 engine, which is going to be rebuilt, and then installed into his TR6, while it’s original engine is rebuilt “right”. Bob Crowley and Tim Mantel both brought measurement tools and used the disassembled engines to show everyone how to measure whether various parts were still within tolerance and whether or not they were suitable for reuse. If any components were too far from factory specifi cations, machine work was dictated. Bob and Tim showed everyone how to measure cylinder bore, piston diameter, camshaft and crankshaft end fl oat, crankshaft straightness and head fl atness. Factor supplied garage heat via propane, while Jerry supplied pizza and drinks. Everyone there had good time and a great deal of useful information was learned.

Snic Braaapp 3 March 2005 Monthly Mumblings

A LITTLE BS FROM BS brew. those of us of a certain age feel for “ “II ggotot tthishis ccomputeromputer fforor Vinnie’s predicament. Being a Digi- Christmas – (It fell off a truck, wink, tal Luddite in an analog world has wink), and I thought I could keep up undoubtedly become increasingly with the intranet and stuff.stuff. But when challenging. Perhaps that’s why I am I wentwent toto setset itit up,up, mymy daughter’sdaughter’s so fond of my little fl eet of Triumphs bboyfriend,oyfriend, tthehe ccomputeromputer ggeekeek wwhoho and the kindred spirits of ISOA who NEWS & VIEWS FROM THE was gonna show me how to use it, love theirs too. Triumphs are mini BUSTED KNUCKLE GARAGE says something about how nobody time machines. No automatic trans- uses DOS no more, and I’m hopin’ missions; no sequential port-tuned, o me and my Buddy, Vinnie “The like hell DOS ain’t no fancy term for turbo-charged, fuel-injected engine; SRatchet,” are holdin’ down a birth control before he tol’ me it was not even negative ground. Yeah, they couple of barstools at the local water- some kinda computer sytem. How might not be as high-tech as a Honda ing hole, when the barkeep, proudly the hell are you supposed to keep up S2000 (or a ten year old Civic for points out the latest gadget he has with this stuff?” that matter) and maybe they are little installed at the bar to attract a more “I’ve quit bothering to try (OK, a lot) temperamental, but when “upscale” crowd (as opposed to the to make sense out of the Best Buy (or if) they fi re up, we aretransported present company)– Internet WiFi. and Circuit City fl yers in the Sunday through the wormhole of time back Vinnie starts lookin’ more glum than paper. How can you tell if something to 1960 or 1971. I’m in my teens usual, if such a thing is possible. is good deal if you don’t even know or twenties, with a full of head of “Fercrisakes,” growls Vinnie, what it is? To me, a wireless router steam (and hair). I’m diggin’ Sam the “it was bad enough when youse should be a battery powered wood- Sham and the Pharaohs and shifting took out the shuffl eboard table and working tool.” gears, as the fumes of carbureted, but put in those damn ferns. Then you “I guess maybe I started fall unleaded gasoline mingle with sparks quit servin’ Meister Brau. Now you in’ behind the rest of the digital world regulated by a set of marginally effi - want to put in the intranet and bring back in ’84 when Compact Discs cient ignition points. High tech? Hell in more cellphone-yackin Yuppies. fi rst came out. I fi gured, who needs no, but I wouldn’t have it any other Damn!” CDs as long as we got cassettes and way. “Take it easy Vinnie,” says 8 Tracs. I still ain’t bought or burned Suds I. “I haven’t seen you this worked a CD, let alone a DVD, I don’t have up since GM announced they were no Ipod, and I don’t see none in my gonna quit makin’ Camaros.” future. I can’t quite fi gure out the “Suds,” he says, “You’ve difference between HD or ED TV, always known me to be a caring, (although it looks that ED advertises ‘90’s kind of guy,” (At this point, I’m more on NFL commercials). Blue- thinking 1890’s maybe) “who keeps tooth?- sounds like a case for dental up with the times, but lately this “Hi- a hygenist; Firewall?- thats the cowl Tech” s**t has me really bummed,” on a street rod” says Vinnie as he orders up another In many ways, I think that

Newsletter Submissions: SNIC-BRAAAPP is published 12 times a year and should be received it before the montlhy ISOA membership meeting. Submissions received by the 10th of the month will probably appear in the next newsletter. Submissions received later may be held until the following month. Late submissions, accompanied by a sizeable gratuity, are occasionally squeezed in at the last minute. Submissions can be either “electronic” or good old fashioned paper. All photos and disks will be returned upon request. [email to the editor]. We will try to make it as easy as possible for you to get your submissions included in this publication. Decisions of the editorial staff are fi nal, maybe.

Bob Streepy 850 Kent Circle Barlett, IL 60103 email: [email protected]

Snic Braaapp 4 March 2005 More Monthly Mumblings

e are season is fast approaching. a case of ultimate confi dence in my Wstart- I have been spending every mechanical/restoration abilities or ing to turn spare moment on the 76 Spitfi re. The shear stupidity. Stay tuned, we may the corner of goal is still to have it’s inaugural run be going for it again! winter and at the Champaign British Car Fes- It is important for ISOA mem- spring is fast tival at the end of May. It probably bers to get registered for the conven- approach- will be just that, it’s inaugural run! tion. This allows for the initial “seed” i n g . F o r Some years back when I had fi nished monies to roll in to fi nance many of those of you Jenny’s TR7 it was part of her under- our fi xed costs. Worker bees, get in who have yet to start your winter graduate present and brought to the contact with your event chairman to projects, you are running out of time. same event. Prior to the 3 hour plus start work on some of those activities. Put down the remote and get your dif- drive, the most miles it had driven If you don’t know who those folks ferential engaged! Many of the parts was about 7 which constituted the are, please ask. The more we get vendors are running their winter parts round trip to fi ll it up with gas in down now, the less we are scrambling specials, so take advantage of this and Hampshire before the drive down. the days before the big show. do your part for the economy. Driving I never could fi gure out if this was Joe

AUTO BODY REPAIRCLASS AT repairs on a very rusted 1980 TR7. We GI’s get a discount. I do plan to sign up learned the basics of grinding, sanding, and start the bodywork on the TR3A. COLLEGE OF DUPAGE applying fi berglass and bondo, priming, You can phone them at 630- By Phil ‘Factor’ Fox wet sanding, he painted that car using 942-2208 for more information or base coat/clear coat and it baked in go on line at www.cod.edu New stu- or those the paint booth oven overnight. Some dents are to phone 630-942-2377. Fof you 50,000 miles later, driving this car year One thing that I was impressed I S O A’ e r s round, it is due for some updating. with: they have an endless supply who live in In the event you might be of Air Pressure, to power the DA’s. the College interested in signing up for this class, of DuPage the code for the Tuesday night class is Thanks to educational correspondent District, on page 74 of the Spring ’05 35909 and the code for the Thursday and president emeritus Phil “The Quarterly, you will see the offering night class is 35910. The class meets for Factor” Fox for this information. of this class. Several years ago, my 10 weeks between 5:30 and 9:30 PM, Dave Kayson has taken this class, son, Phil ‘Factor Jr’, and I took this starting the week of March 28 and the and he also has high praise for it. class and learned how to perform body cost is $316. I have been told Military ThanksThanks toto alertalert readerreader andand ChiefChief RockfordRockford AreaArea SpecialSpecial Correspondent Jeff “Stalker“ Rust for this great image of a Triumph/Studebaker [twice-blessed?] Dealership.in Texas, circa 1960. Our Lone Star State fi eld offi ce informs us that they are still in business, but now they deal exclusivley in Plymouths and Oldsmobiles.

Snic Braaapp is published monthly by: VIDataPrint LLC - 847/683-9683

Snic Braaapp 5 March 2005 ISOA Event Calendar

ISOA UPCOMING EVENTS Month Date Day Time Event Mar 6 Sun 4:30 ISOA Board Meeting 6 Sun 7:00 General Membership Meeting 12 Sat 8:30 Transmission Rebuild Clinic at Pyle’s Home, [contact Bill to reserve a spot] 19 Sat 3:00 ISOA Chili-fest & Movie Night at Buja’s home April 3 Sun 4:30 ISOA Board Meeting 3 Sun 7:00 General Membership Meeting 23 Sat 10:00 LaFox Factory Auto Spring British Car Gathering, 959 N. LaFox St. [Rte. 31], South Elgin, ph. Dennis Tobin [847/931-1555] for information 29 Sat Classic Motor Sports “Mitty” Road Race, Road Atlanta, [see p. 20] 30 Sat 8:30 ISOA Club Tune-up Clinic at Pyle’s Home 31 Sun. House on the Rock Tour, same time, and place as last year May 1 Sun 4:30 ISOA Board Meeting 1 Sun 7:00 General Membership Meeting ? Sat 8:30 Breakfast Run #1 -details to follow 7 Sat 9:30 United Classic Motors Spring Event,1700 Quincy, Naperville ph. Pual Watts @ 630/669-1582 for information 28 Sat/Sat British Car Week. Drive your car as much as you can. Contact BritCarWeek @arczip.com [Scott Helms] britishcarweek.org 27-9 Fr/Su Champaign British Car Show www.wvbsc.org/cbcf/ Hawthorne Suites, Champaign 217/398-3400 June 5 Sun 4:30 ISOA Board Meeting 5 Sun 7:00 General Membership Meeting 12 Sun. 9:00 Michiana British Car Day, South Bend, IN 18 Sat Spring Campout Black Hawk Farms Raceway, Rockton, IL 19 Sun 9:00 Wisconsin British Car Field Day, Sussex, WI 23-6 Th-Sa TRA National Convention - Branson, MO [see page 12 for details] July 10 Sun 4:30 ISOA Board Meeting [Note - not fi rst Sunday!] 10 Sun 7:00 General Membership Meeting [Note - not fi rst Sunday!] 9-10 Sa/Su British Boots & Bonnets Car Show

26-30 Tu/Sa 2005 VTR Convention. Hosted by ISOA . ClockTower Conference Center. Rockford, IL Visit http://vtr2005.org for more info

August 7 Sun 4:30 ISOA Board Meeting 7 Sun 7:00 General Membership Meeting 13-4 Sa/Su Heartland British AutoFest, Davenport, IA ? Fri 7:00 White Trash Night Tres Sycamore Speedway Sept. 11 Sun. B.C.U. Morraine Valley Community College

ISOA MEMBERSHIP: Being a member of ISOA is easy! Owning a Triumph is optional. All you need to do is pay your annual dues of $30.00. (If you are a new member, add $10 one time signup fee, includes name badge and member kit) YourYour dues help cover the shipping and costs of the newsletter.newsletter. TalkTalk to a club member and join today! Be an ISOA’er. Send check to: Sheri Pyle 320 N. Linden St., Itasca, IL 60143

Snic Braaapp 6 March 2005 General In”TR”est

Here’sHere’s a MichellotMichellot StagStag coupecoupe sketchsketch that never made it past the drawing board. Pity.Pity. from the Suds’ “T”archives Does this intersection look familiar? relatively minor fender-benders. Panico said that in nearly three-quarters of the accidents, vehicles could be driven to the police station to complete accident reports. Panico said that with about 37 million vehicles passing through the intersection annually, those 87 accidents in 2003, on average, came more than 430,000 vehicles apart from one another. And most were low-speed, rear-end impacts that By Matt Baron resulted in 12 injuries, including just one that was serious Special to the Chicago Tribune enough to warrant an ambulance transporting someone from the scene, said Panico. “I don’t think that’s bad at all. The intersection of Illinois Highway 83 and North I think that demonstrates the engineering is quite safe,” Avenue in Elmhurst has logged more accidents than said Panico. “To label it as the most dangerous is an exag- any other intersection in the state during 2003, the most geration.” Like the other 10 intersections in the state with recent year for which state offi cials have complete data. the most accidents reported in 2003, the Elmhurst spot did But Elmhurst offi cials say it’s not a dangerous intersec- not have any fatalities during the year, said Patrick Pech- tion, it’s just the busiest. At a City Council meeting this nick, IDOT’s chief engineer in northeast Dr linois. Pech- week, Elmhurst Mayor Tom Marcucci responded to recent nick said that with the volume of traffi c, “there’s going to media reports about the site’s frequency of accidents by be a lot of opportunity for confl ict. There’s nothing else we declaring it to be not “intrinsically dangerous.” According can do, short of building an [expressway] interchange.” to the Illinois Department of Transportation, there were He said the area was made safer in the mid-1980s 87 accidents at the intersection in 2003, one more than when the intersection was rebuilt with improvements, such the No. 2 spot, 127th Street and Cicero Avenue in Alsip. as dual turn lanes in all four directions. Vehicles are also But traffi c volume at the Elmhurst intersection—about safer than in the past, minimizing the extent of injuries, 103,000 vehicles daily, said Deputy Police Chief Domi- said Pechnick. He cited poor judgment as a major cause nic Panico—is about 50 percent higher than at the Alsip of accidents. “People are going to take little chances,” location. Marcucci said that because the Elmhurst inter- said Pechnick. “They go through the yellows when they section is one of the busiest locations in the state, the fact should be braking, and that’s when you have accidents.” that it tallied the most accidents actually would place it Though the amount of traffi c “could easily justify” an “way back to the middle of the pack” in terms of safety interchange—which Pechnick estimated would cost $30 There is a silver lining in the congestion. Although million to $40 million—the impact on area businesses it creates an environment ripe for run-ins, it also means would be so severe that the idea ”wouldn’t go over,” he that accidents occur at such low speeds that they amount to said.

Snic Braaapp 7 March 2005 Wet Liner Four Part III

THE STANDARD MOTOR bloody awful car I’ve ever driven. It’s not mainly because no one in the company COMPANY’s 4 CYLINDER even safe to drive and will kill someone. knew what a ***** up the chassis was It ought to be scrapped!” – and this was after countless attempts to ‘WET LINER’ ENGINE In a later report, Richardson design one. developed his thoughts. “The handling This caused a real panic round INSTALLMENT THREE of 20TS was atrocious – in fact, it was the factory and people were scurrying nothing short of dangerous. Driving it in all directions. I bet you a fi ver (a fi ve through bends was unnervingly diffi cult pound note) you can’t fi nd anyone who’ll AN ARTICLE ON THE DEVELOPMENT because it never handled the same way admit to actually designing the 20TS AND HISTORY OF THIS ENGINE BY twice. On entering a bend, one could chassis - even now!” JOHN MACARTNEY never be sure whether the car would For Standard Motor Company understeer or oversteer and sometimes, senior management, Ken Richardson’s FORMER EMPLOYEE AND STANDARD- through bends, it would wallow and disconcertingly frank evaluation of TRIUMPH ENTHUSIAST shake – and sometimes jump sideways. the car on which so many hopes were On straight roads it developed an inter- pinned for the immediate future, caused gainst this background, it is clear mittent fl oating motion at speed (speed an instant application of commercial Athat the creation of the new sports being a relative term in this instance) brakes. car was fraught with major problems at and tended to move off line. The faster It was clear the TR had to design stage – but somehow the engineer- you drove the car the steering became undergo a major structural re-design ing team staggered on and the end result slightly but noticeably stiffer, which I before it could be offered to the general was 20TS that appeared with a fanfare put down to too much castor angle on the public. It is a tribute to many relatively of trumpets at the London Motor Show front suspension. Under heavy braking, a unsung (and some completely unsung) in October 1952. front end vibration could also be induced heroes that this re-design was achieved According to his son, my very which felt suspiciously indicative of within a year so that 20TS, renamed good friend Paul Richardson, on Press the front suspension fl exing under load TR2, could make its debut at the London Day, his father, one Ken Richardson – and the brakes came on in a fashion Motor Show in 1953. from BRM, was asked by Sir John Black that would best describe the engine fi ring Vic Hammond succinctly sum- to give his honest opinion of the car the order. The front brakes would also lock marised that critical period of the TR2’s company was confi dent would tackle MG up with very little encouragement, due development and early life. “All our top head-on - and take Standard into the vital the wrong front to rear brake ratio.” design people were brought in at this US market. A road-going prototype of At a later stage, Richardson also stage, including Lew Dawtrey and a new 20TS (possibly the only one?) was put wrote: “The chassis on 20TS was so chassis was designed after a high level at Richardson’s disposal and following bad it would have been a waste of time meeting. John Turnbull did all the detail a prolonged test drive, the man from modifying it. I recommended that the work and he received little credit for it. BRM was able to give John Black and his only way forward was to design a new, John was an excellent chap and he told team some views of their much-vaunted properly stressed chassis. I pointed out me he had several arguments about using creation. that with so much fl exing in the [existing] an old, pre-war chassis. He maintained it chassis, it was diffi cult to isolate suspen- would have been simpler to have thought sion problems, so any major suspension out and designed a new one, rather than modifi cations that might be necessary hack old ones about. You see, John would have to be taken into account at designed the front suspension for the an initial design stage.” Mayfl ower, which I helped to style, so Vic Hammond had his own com- he had his own ideas on how to apply ments: “The ‘proverbial’ hit the fan when it to a new sports car chassis. John gave What he had to say on the car as Ken tested 20TS after the motor show. He me the impression that no-one was really a whole was probably not what Standard found the chassis was so weak that the car interested in his ideas - but after the 20TS Management wanted to hear. From Ken was dangerous and he told our manage- **** up, higher authorities must have Richardson’s own notes of that time, we ment it should be sent to a scrapyard. It taken notice of his views. He did all the learn that: “I said directly to Sir John was a complete embarrassment really, detail design work on the new chassis for Black, ‘I think your new car is the most ED.NOTE: THE ILLUSTRATIONS INSERTED ARE THE AUTHOR’S OR FROM STANDARD-TRIUMPH FACTORY ARCHIVES AS PUB- LISHED IN TRIUMPH CARS - THE COMPLETE STORY BY GRAHAM ROBSON AND RICHARD LANGWORTH.

Snic Braaapp 8 March 2005 Wet Liner Four Part III the TR2 - and this one worked well. Contemporary records indicate some time to come. You know, there’s another thing. the 20TS engine developed 75bhp at Black could not resist the chal- John received no thanks. The credit went 4300rpm, though Richardson claims the lenge. “I’ve booked Jabbeke. We’ve got elsewhere – far higher up the tree than fi gure was probably nearer to 70bhp: it for the day. Earmark your diary for 20th it should have done, and John slowly Remembering an instance when Rich- May.” Richardson politely protested that got so fed up with the way he was being ardson had found fault with a power just one day would not be enough. What treated, that he left to join Ford in 1956, curve, Vic Hammond remembered: “Ken if it rained or there was a strong cross or or so. He got on well with Ken, and let’s would stand no nonsense - and he knew headwind? It did no good. face it, Ken knew more about sports cars all about engines. He once had a row As it turned out, 20th May 1953 than anyone at ’Standard Motor Comedy’ with someone about test bed procedure was a warm and sunny early summer – and he proved it, by results! Although and complained that a power curve was day. It was ideal.MVC 575 – unlike the several excellent people worked hard on wrong and he’d got ‘carpeted’ for it. Sunbeam Alpine, had received no special the fi rst TR2, no-one worked harder or This news went all round Experimental engine tuning work. In fact, Richardson more effectively than Ken. He worked and the result was Ken took a group to recalled the engine power output on 575 very closely with Lew Dawtrey and the engine test bed and tested the engine was nominally below the 90bhp level often said Lew was the best designer in himself - in front of everyone. He did a – though of course, the car did look very the company. I concur with that whole- complete power curve test and proved different. Devoid of its windscreen and heartedly – and if honesty prevailed, himself right. Our people didn’t know at with a sheet metal cover over the pas- so would anyone else. Ken’s rally TR’s the time that Ken had worked on aircraft senger seat, it also had full rear wheel won just about everything for years and engine test beds throughout the war!” spats and a complete body undershield it was because he turned a pig’s ear into Richardson also argued that to produce to minimise further drag by all means a silk purse that he was rightly dubbed a 100 mph sports car would cost very possible. the father of the Triumph TR’s. little as far as engine development was No-one else at our place could concerned. Calculations proved the fron- have done it and everyone I knew thanked tal areas of the new car were acceptable Ken for it and he deserved it. He was one and unlikely to impose too much drag of those lucky ******s with a roving – so the prospect of the TR becoming commission. He was always going to a 100mph car was taken on board with Cannes or Monte Carlo on rallies whilst enthusiasm. I was stuck at my drawing board all day The result was that when the TR2 developing haemorrhoids1” was fi nally launched in 1953, the engine And so we can see the very early power output had increased to 90bhp at He did two runs and at the life of the TR2 – but before it became 4800rpm. In the meantime, there had completion of the second trip, his average the TR2, was a spectacular and highly been frantic work in building two new speed for the two runs was calculated. It dangerous failure. TR2 prototypes and one of them, MVC was 124.095mph. But it wasn’t only the chas- 575 - was Richardson’s personal devel- In later years, Richardson would sis re-design that required re-working. opment car. One day in the early part of always pour scorn on the reports that Richardson had noted during his early 1953, he was called into Sir John Black’s he did the fi rst of the two trips at over weeks at Standard that there was a gen- offi ce and a newspaper was pushed across 100 mph with a disconnected high ten- eral ‘buzz’ for the new sports car to be the desk. “Seen that?” Richardson hadn’t. sion lead to one of the sparking plugs. a 90mph vehicle. This feature had been Probably he’d been too busy to read the Certainly, the car was running on three widely promulgated for some time past papers, but he didn’t say so. Studying cylinders at the end of that fi rst run but – though Richardson argued that this was the article, he learned that Stirling Moss Richardson adamantly maintained the a case of “so near, yet so far.” and Sheila van Damn had only a day or misfi re started almost at its conclusion If the car was required to top so earlier, driven a highly modifi ed and and the car’s impetus carried it over the 90mph, why stop there? The Austin much tuned Sunbeam Alpine on the Jab- timing mark at the end of the measured Healey 100 was a genuine 100mph car, beke Highway in Belgium at 120mph. mile. He stated – contrary to the widely while the Jaguar XK120 was good for Bearing in mind that the Alpine, for it’s held view to this day, that it would 120mph – so why not the new Triumph? day, was about as aerodynamic as an have been impossible to drive the car at To produce a genuine 100mph sports car, apartment block, there would be no doubt 100mph on just three cylinders. would certainly be ‘one in the eye’ for the Rootes Group would be proclaiming But the key point was this. A MG! this achievement from the rooftops for Triumph sports car, in standard perfor-

Snic Braaapp 9 March 2005 Wet Liner Four Part III mance trim had broached the 120mph ist Trophy Race at Dundrod in Northern sports car range, up to the demise of barrier. It was effectively as fast as the Ireland. the TR4A. They have been more than much more up-market Jaguar and from It continued into 1955 – and fully documented by successive authors that point onwards, its pedigree was with something of a surprise for every- and the writer has nothing to add of any established. The TR2 was already proven one. As can be seen from above, the substance. Of course, over time, the car to do more than 100mph and the sales lit- TR2 was quickly making a name for underwent continuous further develop- erature would certainly leave a prospec- itself in competition – and using the old ment. The TR3 was the first popular tive customer in no doubt whatsoever on adage that competitive success can often British production sports car to feature that point! The disaster of 20TS and the increase sales, Standard looked at other front disc brakes as a standard fi tting and reputation it would surely have earned possible opportunities. Frank Higham this set a trend within Standard-Triumph as a deathtrap on wheels in its original – Home Sales Director and John Warren in achieving a number of creditable form, had metamorphosed into the true – Export Sales Director, jointly asked ‘fi rsts’ in utilising emerging technology Triumph sports car that John Black and Richardson if he thought he might be able and product features to keep its products his design team had originally striven to to do something with the Standard Ten topical, fresh, ahead of the game – and in create. (Triumph 10) in an international event. current parlance ‘at the cutting edge.’ The TR was now ready to hit In its conventional form, the dear old Ten No doubt building on the TR2’s the ground running. At the next London was hardly a ball of fi re and probably not sales and competition successes and the Motor Show in October 1953, a very dif- one of the vehicles one might choose for engine’s capability for further tuning, ferent and radically improved two seater a public debut. The fact that sales were power increased in two stages with the sports car embellished the Standard-Tri- some way short of expectations in the TR3. Early models produced 95bhp umph stand. They’d done it – and in all showrooms, did little to help its image. at 4800rpm with later versions adding truth, in less than a year. The chassis had Richardson and his team applied their another 5bhp at a further 200rpm up the been completely redesigned, the engine minds to the problem and the company scale. was developing more power, the car had entered some vehicles in the 1955 RAC The TR3 was not only a 100mph proved it was safe at more than 100mph Rally in the UK. Snowstorms and ice- car, it was producing 100bhp as well. – and the factory was tooled up and ready bound roads for that year’s event caused But it wasn’t all sweetness and light. It to go. That’s going some! But it was only major headaches to the 240 crews taking never is. the beginning. part and a third of them retired. However, The TR from a manufacturing The Morgan Motor Company these climatic setbacks did nothing to standpoint, was no exception to the were quick to place orders for the TR2 stop the Standard Motor Company win- general rule of causing production head- engine as soon as it became available ning the team award. Jimmy Ray, driving aches. The writer’s own father, in his and in December 1953, the Swallow one of Richardson’s super-tuned Stan- capacity as Standard’s Quality Engineer, Coachbuilding Company announced dard Ten’s won the Rally outright, Harry worked in close co-operation with Ken their ‘Doretti’ sports car which, though Rumsey brought in a TR2 for second Richardson in resolving many production using the twin carb Standard engine, had place – and Ken Richardson fi nished problems– especially with early exam- its own entirely different body and chas- third in another Standard Ten. ples of the TR3. There were problems sis. relating to body mountings and a variety Throughout 1954, the TR2 took of permutations of silentbloc bushes part in many competition events both between the body and chassis were tried in the UK and abroad. In March of that in competition and proved to be success- year, J.C. Wallwork won the RAC Inter- ful. This was not proven on the longer national Rally and went on to repeat this term and enthusiastic owners who drove success in September when he also won their cars with verve in some demanding the London Rally. The 21st Mille Miglia road conditions, were to later prove that (a thousand miles) in Italy saw 475 cars what Richardson had demonstrated as entered in total and a TR2 driven by Ken satisfactory in arduous rally conditions, Car sales for the dumpy little Richardson and Maurice Gatsonides fi n- were not running the full course in an Standard Ten went through the roof in ished 27th in the general classifi cation. expected vehicle life of some seven to the months that followed and the TR On the racetrack, Messrs Wadsworth ten years. There were many failures in continued to uphold its reputation from and Dickson were fi fth in their class as cars of no more than two or three years earlier successes! a private entry in the Le Mans 24 hour old. There were many other diffi culties There is no point in rehearsing race in France. TR’s again went on to win generally associated with manufacturing the competition successes of the TR the team award at the International Tour- quality. Many old hands from those times

Snic Braaapp 10 March 2005 Wet Liner Four Part III will attest to a policy of not “how can at the same speed. The compression ratio tube overnight. Their customers (they we make it better without increasing the was also marginally reduced from 8.5:1 said) wanted a TR they could recognise. cost?” but “how much can we get away to 8.3. The world fl ocked in droves to buy They wanted a car that looked the same with by reducing the cost?” and this is a it and the photographs of fi nished cars at as the one that had driven Jabbeke at continually recurring theme in the copies the factory awaiting despatch and those 124mph. Their customers wanted the of reports still in the author’s posses- on the docks at Liverpool, London and howling gale that scythed into the back sion. While there is much to be said in Southampton are legion. The love affair of your neck after an hour (or less) with favour of unit cost reduction, a point is the world was having with the Triumph the top down and sidescreens off. They soon reached where product quality and TR could not be denied. wanted the rock hard rear suspension, reliability can be compromised. It could In 1961, its successor, the TR4 - that twitchy rear end. be argued this philosophy was alive and a product of the Michelotti design studio, Bottom line? They wanted a real well many years later when Stag cylinder saw this delightful sports car taking on TR – though, “sure, the offset lump in heads began distorting through the use of an entirely new image – and a larger the middle of the hood was kinda cute.” an inferior alloy, ineffective water pump engine. The wet liner four was opened And if they couldn’t have all that, then and a radiator that was too small. up to its maximum capacity of 2138cc, something pretty darned close would On the sidescreen TR, there still producing its customary 100bhp but be okay - maybe. A compromise was were many diffi culties with differentials with a compression ratio at 9.0:1. reached – but not for very long. and rear axle drive shafts, precipitated It was way different to its pre- The factory undertook to extend in the main by Engineering specifying decessor. The fl owing lines of the side- the production life of the sidescreen an alternative steel specifi cation. This screen car had gone. The new car had car for a little longer providing it had often resulted in stripped splines and gear wind up windows and forward hinging the TR4’s 2138cc engine but after that, teeth, caused by clutches ‘dropped’ at bonnet. Moreover, it looked stolid, a “you’ll only be getting the TR4, whether high engine rpm – and again, Richardson chunky brick of a car – like one of the you want it or not.” worked closely and willingly with his lintels at Stonehenge, yet it had an unde- This ‘extended life’ TR – made production, inspection and quality con- niably macho appearance. only for the North American market was trol colleagues to resolve the problems. still a widemouth TR3 – but probably My late father had many meetings with because of its ‘uniqueness’ to the US Ken on the subject of changed specifi ca- market, it was tagged the TR3B. To those tion whereby proven engineering was who found themselves building it, the altered to cut production costs. This made car was little more than a confounded both their jobs diffi cult because cutting nuisance and an unnecessary ‘sop’ to costs often affected mechanical integrity dealers “who were taking a diabolical and therefore quality control. Vic Ham- libertyin calling the shots of what the mond has already stated his view that company would or would not make.” staff regarded Ken as the ‘father of the As things turned out, the TR4 TR’ – and this view is entirely refl ected The TR4 was simply a no-non- - sold in parallel with the ‘3B’ proved by the few, now very old men, who sense, aggressive, British bulldog sort of to be exceptionally popular and the US worked with and for him – or knew him car – and the public loved it!While many dealers worst fears were proven to be by association were loud in their praise of this new TR, unjustifi ed. The TR4 quickly ‘grew on In late 1957, we see the arrival of there were others who did not share this you’ and demand continued unabated. the TR3 ‘widemouth’ – popularly known confi dence - and in the main, they were After all, there were far more people as the TR3A. This was (almost) the end the US dealers. For them, the car was too who wanted a ragtop Triumph of any of the TR as recognised by the absolute radical. There was concern that the car shape than those who didn’t – and the purists. While power output remained at would not be as successful as its forbear. company was committed to meeting 100bhp, it was attained at a lower rpm. There were claims the sales they had the majority need. The most signifi cant gain was in torque - chalked up for several previous years . . . to be concluded in April issue up from 117lbs/ft at 3000rpm to 127lbs/ft looked as though they might go down the © Copyright JOHN MACARTNEY

THE USE OF THIS ARTICLE IS RESTRICTED ONLY TO BONA FIDE STANDARD AND TRIUMPH ENTHUSIASTS AND THE CLUBS TO WHICH THEY BELONG. IT CANNOT BE PHOTOCOPIED OR USED IN WHOLE OR IN PART IN ANY OTHER MATERIAL OR PUBLICATIONS WITHOUT THE AUTHOR’S PRIOR WRITTEN APPROVAL. UNDER NO CIRCUMSTANCES CAN IT BE PUBLISHED IN WHOLE OR IN PART ON THE INTERNET. THIS OPTION CAN ONLY BE EXERCISED BY THE AUTHOR. AS A RECIPENT OF THIS MATERIAL YOU ARE FORMALLY REQUESTED TO OBSERVE AND RESPECT THESE TERMS AND CONDITIONS

Snic Braaapp 11 March 2005 Car Shows

THE 2005 TRA NATIONAL We’re in the process of fi nalizing We have a host hotel in Branson and verifying the schedule and calendar and have negotiated an unbelievable MEET of events, but the preliminary agenda price of $40 per night with them for all It’s Not Just for TR2’s, 3’s, and 4’s includes the following: TRA attendees. We are also negotiating Anymore! with a second hotel (across the street) The traditional TRA concours show for if we run out of room in the fi rst. The or the first time ever, the TRA TR2’s, TR3’s, and TR4’s actual schedule, costs, and details will Fnational meet is being held west be provided soon, but it’s time to start of the Mississippi River, and this year, A complete participants’ choice s h o w planning this event, so put it on your we will be awarding 1st, 2nd, and 3rd for all Triumphs with 1st, 2nd, and 3rd calendars for Thursday, June 23 through place awards for ALL classes in the place awards for all registered classes Saturday, June 25, 2005, or make it a full Participants’ Choice show, as well as the of competition vacation, and come for the entire week. traditional concours show. A paddlewheel riverboat ride, dinner, We look forward to seeing many The 2005 annual TRA national and show new faces and many new cars that will meet will be held in scenic Branson, MO, take advantage of this location and ter- on Thursday, June 23, through Saturday, A welcome cookout dinner and events rifi c schedule of events. June 25, 2005. If you’ve never attended evening a national TRA meet, this is your oppor- tunity. And because of the approach of An awards banquet with great door the participant’s choice show, this is an prizes event for ALL Triumph owners, from the TR2 to the TR8, Spits, Stags, or what- A poker run and rally ever year and model Triumph you may want to drive, trailer, or even push. An SCCA sanctioned and run autocross Branson, Missouri is not just event a beautiful and scenic area with great A winery drive and tour roads for our Triumphs, but it offers vir- tually everything for the whole family: Three different “on-your-own” area amusement and water parks, three outlet driving tours malls, world class golf courses, various museums, countless big star shows, and The many shows, dining, attractions, and many other entertainment venues. To get shopping of Branson, MO a true idea of some of these attractions, spend some time at www.branson.com The beautiful weather of Branson in on the web. late June Pack up your family TRuckster and head to Branson, Champaign and/or Palos

Snic Braaapp 12 March 2005 Car Shows

Snic Braaapp 13 March 2005 Spitfi re Restoration VII

ENOUGH TO MAKE YOU SPIT mission installed see Part 8, which comes down to how well the ama- has yet to be written. Remember teur car painter can keep dust levels Full Restoration of a 1976 Spitfi re that there was some extensive body down in their paint area. No matter 1500 repairs done. The biggest fear is that what you do, you will always get none of the mounting holes would some crud settling into the paint. Part 7B-C: Paint Your Wagon align and the tub would not fi t square. Professional shops have fi ltered air, By: Joe “Stagmeister” Pawlak Fear not! Each and every mounting in a pressurized area with the added bolt matched their respective holes bonus of heat lamps to accelerate the his project is certainly well and the tub fi t perfectly onto all the cure process. I have yet to convince Tbeyond what the photos in this mounting pads. Was there any doubt? Kathy to allow for that type of facil- installment represents. But in the ity to be installed at the Hampshire effort of keeping things in order, Quarterhorse and Triumph Farm. these steps actually occurred last fall. The fi nal topcoats of paint have been The doors, boot and applied and had to be done before bonnet were all installed and will winter cooled thing down too much. await the buffing stage when the In Part 7A, I talked about applying weather warms up toward spring. several coats of Carmine Red onto all of the sheet metal of the Spitfi re. Once the tub was secured, the Spitfi re was starting to resemble a real car again. From here it went to the driveway where it would receive an additional blocking opera- tion before the fi nal paint. The tub was fully wet sanded with 400 grit which shocks many folks since it gets transformed from bright car- The body tub represented the mine red to a dull unsightly red. Project Totals largest painted component and it was Current Phase Totals to Date still on the “restoration cart” and had yet to be transferred to the frame. I Hours:22 235 hours wanted to get this stage done before Costs: $0 $ 2785.93 any fi nal coats were applied in case any “oops scratches” got added. A neighbor, Kathy, Sandy’s fi ancé Bob and I lifted the tub off the cart and placed it onto the frame. The frame Next step was to perform already had the engine and trans- many, many wash-downs with paint prep to remove any grease, was and other contaminants during the block- ing operation. The following step is the fi nal application of 3 coats of paint. The last step in the painting operation will occur in the spring when the car gets wet sanded down one more time but this time with 1500 grit sandpaper. Why? Well it

Snic Braaapp 14 March 2005 Spitfi re Restoration VIII

ENOUGH TO MAKE YOU SPIT While I do most of the fi nal Detroit who was on hand to help with assembly of the motor, I will always the install was laughing at my clutch Full Restoration of a 1976 Spitfi re have the machine shop perform the alignment tool. I this made 30 years 1500 short block assembly. They are much ago and consists of a wooden dowel Part 8: Lump in Your Throat more experienced at this and it’s well with electrical tape wrapped around By: Joe “Stagmeister” Pawlak worth the money. They know how to it. Add or subtract tape so that it fi ts properly size and install the pistons, the inside diameter of the clutch plate. ertain stages of a restoration gives rods and bearings. For my part, I The dowel fi ts into the pilot bushing Cthe feeling that great strides are install the heads, do the cam timing of the fl ywheel and the tape aligns happening. When you get to fi nally and then all of the ancillaries. The the plate. He mentioned that it would install the “guts” of your car, this result is a nice display on an engine never work and was laughing until is one of those strides. The “lump” stand if there nothing else you ever the transmission met the block with has made it back from the machine want to do. Use it to impress friends the nice sound of metal on metal. shop and depending on how much and neighbors as they think you are He did buy me lunch after that. work you had done you are ready to some master engine builder who is get to some real fun wrench work. just a phone call away from getting summoned by Kendrick Motor Sports. The transmis- sion was fully rebuilt, however this was not the transmission this Spitfire came with. Instead, The motor/transmission are the motor will now one with each other again. Hoisted The engine received some be coupled to a few feet, the frame was slid in place. fairly standard work. The block was a 4 speed with All of the mounts were attached, yet bored and faced, the head received a J-Type over- the frame had to be drilled to accom- new guides, valves and seats and even drive. Yes, many who lust after this modate the new overdrive mount. the fl ywheel was refaced. The motor confi guration may have to ask Sandy did receive a new set of .020 pistons to give you a ride or show you the and required a new camshaft. As with custom overdrive switch incorpo- all my rebuilds, all of the components rated into an oak gearshift knob. She are balanced. This includes the crank- has been put on notice to not let any shaft, pistons, rods, fl ywheel and even ISOA member spend more than 5 the pressure plate! Sadly this block hours alone with her car since this is had the dubious honor of being the the approximate time it takes to swap last Triumph motor ever machined out a transmission. The driveshaft by our friends from Woodstock. had to be shortened and balanced. ThisThis workwork waswas donedone atat Remke’sRemke’s inin Project Totals MarengoMarengo forfor $115,$115, a realreal bargain!bargain! Current Phase Totals to Date NotNot thethe firstfirst driveshaftdriveshaft theythey havehave Hours: 18 252 hours donedone fforor mmee andand ccertainlyertainly notnot thethe last.last. Costs*:$1648.70 $4434.63 The time fi nally comes when the motor is pulled from it’it’ss engine * Machine shop labor, parts for standstand andand ccoupledoupled ttoo tthehe ttransmission.ransmission. engine rebuild TheThe flywheelflywheel andand cclutchlutch assemblyassembly and are bolted in, then transmission attached to the block. A friend from

Snic Braaapp 15 March 2005 Triumph Website

THE FOLLOWING ARTICLE, BY BLAKE DISCHER, IS REPRINTED WITH PERMISSION FROM THE OCTOBER 2004 DETROIT TRIUMPH SPORTSCAR CLUB NEWSLETTER

TRIUMPH LISTSERVE plete dismantle and rebuild would owning a Spit. In the end, you’ll be result in a brand new Spitfi re. If driving something special that is a EXCELLENT FOR INFO someone had a brand new Spitfi re lot of fun and makes up for the lack AND ENCOURAGEMENT for sale, I would like to drive it. I of luxuries and power of modern think I have spent enough to have cars in many other ways. n outstanding resource avail- bought a brand new Spitfi re, but I Getting the body into good Aable to all of us British car nuts have a pile of parts and two rusted shape is a challenge for most people is one that’s completely free. I’m out frames. and some people may have to resort speaking of the Auto-X or Team Net If I get this Spitfi re running to the help of a body shop, which listserves operated by Mark Brada- before I die of old age, will I be is a costly option. But, most of the kis. Think of a listserve as a sort of able to merge onto I-240 from I-40 restoration is just a matter of very mailing list subscription. You go to: without getting squashed? Will I hard work and determination. So http://www.team.net on the inter- be able to outrun anyone that says far, on the restoration of our GT6, net to subscribe to the “lists” that nice car, wanta race? I don’t want a we’ve put over 800 hours into body relate to the topic you are interested historical monument. I want a sharp work and restoring components in. There are lists for Triumphs, looking car that runs as well as it alone. The car is in the process of MGs, Morgans, and many more, looks. being painted, and we’re celebrat- even Rileys! You simply address an I am more discouraged today ing half- way point. Rebuilding the email message to the list, Mark’s than I have ever been. motor and assembling components computer automatically forwards And one of the replies from will now be EASY work. it to anyone else who subscribes to someone who speaks from experi- By the time we’re fi nished, that list, and usually within a couple ence: we’ll probably total 1,500 hours of of hours, you’ll have an answer, In my personal opinion, work. We’re counting, just for the usually several. you’ll never make a brand new fun of it. Have we regretted all this People ask technical ques- Spitfi re out of an old car. That way time in the garage? Not one second tions about the operation and repair of thinking doesn’t fl y with me. of it. It’s a labour of love for the of their cars, restoration questions, What you’ll end up with, car. just about anything related to Brit- after hundreds of hours of work So, it’s all a matter of how ish cars. If you haven’t subscribed, and many trials and tribulations, is one looks at this. It can be a beloved give it a try to see what you’ve been a fun little classic that, hopefully, hobby or a dreaded job. If it’s a missing. An example exchange from someday, will increase in value and job, it’s just added stress that one the Spitfi re list follows. should be treasured and appreciated doesn’t need. –Written by Blake J. Discher for what it is. I really hope you’ll not give The original message from an No matter what you do to this up on the work because, in the end, obviously frustrated Spit owner: car, you’ll never be able to catch it’s worth it. Don’t get discouraged,; I don’t want to be a crybaby, up with the neighbour’s mini van, just take it one job, one component but what will I have when I com- you’ll never be able to out-run a at a time. plete my project? I fi gured a com- rice rocket. That is not the point in Good luck!

Snic Braaapp 16 March 2005 New Arrivals

Dear Editor: I just wanted to drop you a note to share the latest my most foolish project/plan to date. I was reviewing my options to lose holiday pounds,pounds, either by giving up exercise (muscle(muscle wweighseighs mmoreore tthanhan ffat,at, I aamm ttold),old), oorr bbyy bbuyinguying llargerarger ppants,ants, wwhenhen I hhadad a mmomentoment ooff elucidation: Eureka!! [ed. note. Why do I think alcohol was involved in this epiphany?] T Too mmakeake a ffastast ssportsports ccar,ar, sstoptop ttryingrying ttoo hhot-rodot-rod ttractor-poweredractor-powered ccars;ars; pputut a llightight eenginengine into an even lighter car!! This led to the Locost 11.11. The frame and fi berglassberglass showed up on e-baye-bay,, and I got my hands on a second-hand all-aluminumall-aluminum Ford/Cosworth Duratec 2.3L engine which weighs all of 200#, with 200HP.200HP. The goal weight for the completed car is 1300. By way of comparison:

Weight to Power Comparison Pounds HP #/hp

Lotus Elise 1970 190 10.37 Subaru WRX Sti 3025 300 10.08 Porsche 911 Turbo 3390 415 8.17 Chevrolet Corvette 3180 400 7.95 Porsche 911 Turbo S 3390 444 7.64 Ferrari 360 Stradale 2820 420 6.71 Dodge Viper 3450 520 6.63 Lotus XI with Duratec/Cosworth 2.3L 1300 200 6.50 Mercedes SLR McLaren 3728 617 6.04 Kawasaki ZX-10 575 137 4.20 LOTUS XI WITH HOT-RODDED DURATEC/COSWORTH? (BAD IDEA) 1200 286 4.20

Attached are some pictures of the frame as it exists today, along with a picture of how it should look when it is com- plete. Of course, I will need to stretch the passenger compartment a bit! Happy Motoring! Silo

ISOA NEW ARRIVALS. Congratulations and thanks to Mark & Lori Ann on their recent blessed event.

Have you had a recent “addition” to your Triumph family? Drop us a line and/or picture. We’ll be happy to include your bundle of joy in the news- letter to share it with the rest of the club.

Snic Braaapp 17 March 2005 Culture Corner

ular Triumphs in North America and advises readers to affi liate with a Triumph car club. Following the introduction, there are 22 chapters, ranging from Prewar [and there- fore extremely rare in the U.S.] to Stag. He also includes a discussion of factory racing, here and abroad, and one he titles “Miscellaneous Oddities and Late Model Sedans.” In addition, there are sections on the Triumph Numbering System, Triumph car clubs, Sources for Parts and Service and other recommended books. Each chapter is liberally illustrated with factory photos of the car featured along with the pros and cons of that par- BYBY RICHARDICHARD NEWTONEWTON, PUBLISHEDPUBLISHED BYBY ticular Triumph. He provides a star system Pictured above L - R: Mike “Nigel” MOTORBOOKS INTERNATIONAL, 1984, of projected value, with fi ve stars for the Konopka, David “St Hubbins” models he anticipates will have the great- 176 PP, 175 B & W ILLUSTRATIONS, Kayson, Peter “Maestro” Conover, est investment potential, if such a term is Jim “Screamer”. Aldridge. Not Pic- SOFTBOUND. $16.75. ever relevant to car purchases. There is tured Dan “Wrongway” Swanson. also a chart containing the vital statistics on f memory serves correctly, and it each car at the end of its respective chapter. seldom does anymore, this was the f you haven’t yet made your res- I All things considered, for the North fi rst Triumph book I ever bought, and ervations for the VTR convention American prospective Triumph buyer would I it could very well have been the most this summer, you just might want to be extremely hard pressed to fi nd a better intelligent [Triumph] decision I ever book your room now while space is book with which to start his TR library. [Some made [or probably more likely the lucki- still available. Once word of the ISOA Wedge owners may feel that the author is not est]. There is more valuable information house band’s scheduled concert gets as kind to TR7s as the other models.] Even to a newbie between this book’s covers out to the general public, a sellout at though the book was written twenty years than any other single volume, including the Clock Tower is all but certain. ago [A second edition was published in 1994 the factory shop manuals. The introduc- Your humble and obedient scribe [and and is available at Amazon.com], it has more tion contains as much good information the band’s manager] had the oppor- than withstood the test of time. On the literary as a lengthy discussion with Irv Korey tunity to sit in on one of the group’s Sudsometer, we give this one fi ve spanners. and Bob Erickson, although not nearly rehearsals recently. [Actually, it was as much humor [or profanity – you can two AM and no one else would out be the judge of whether that’s a good go to fi nd mandolin picks. It’s not all thing]. Seriously, the author provides sex, drugs and rock and roll when the reader with practical advice about you are a manager.] We must confess acquiring a Triumph. A good case in that despite the passage of time, the point is this discussion of restoring an band is still just as loud, if not louder, MG versus a Triumph for a beginner: than ever. “A good feature of many Triumph body Spinal Tappets will be play- parts is that they are reasonably sized. ing an eclectic mix of classic rock For example, compare the fender of a and roll standards, mixed in with TR3 with the same unit from an MGA. some “original” material composed . . .The TR4 through TR6 are easier . exclusively for the VTR audience. . . to work on than their contemporary I guarantee that you won’t want to and rival, the MGB, which had unit miss attending this performance. construction and was especially [and You can see and hear the band at the also] prone to rust. . . . For ease of welcome reception on Tuesday, July restoration, there’s nothing like a car 26th. Unconfi rmed sources also tell with a separate body and chassis.” He your humble and obedient scribe that also includes additional advice on the a special encore performance is pos- strengths and weakness of the most pop- sible at the convention, but details are sketchy as yet

Snic Braaapp 18 March 2005 General In”TR”estt

URGENT ILLINOIS LEGISLATIVE or e-mail in opposition to H.B. 25. Bill OUTER DRIVE HEROES DRIV- sponsor Rep. Dan Brady can be reached ALERT!! ERS CLUB 50TH HEROES HECTIC at [email protected]. This bill unfairly tramples on the HOLIDAY HANGOVER HASSLE, he Specialty Equipment and Market rights of vehicle enthusiasts and collec- AN ALLY. Association (SEMA) sent the J 1 2005 R T tors in Illinois.If you need assistance in Text and graphics courtesy of Senior Events Hagerty Protection Network the fol- determining who your legislators are and Correspondent Jack “Spuds” Billimack lowing ILLINOIS Legislative Alert their contact information, please contact recently to share with our customers the Illinois Legislature’s General Infor- and agents. If you have any questions mation Line at 217/782-2000. This infor- regarding this alert, please call or email mation may also be found on the Hagerty Sydney McManus, Hagerty Protection Protection Network website, “Advocacy Network Legislative Director at 800- Avenue” section at http://www.hagerty. 922-4050, x8787 / smcmanus@hagerty. com/news_advocacy.asp?z=contact or com or Steve McDonald, SEMA Vice by emailing or calling Sydney McManus, President of Governmental Affairs at Hagerty Protection Network Legisla- [email protected]. tive Director, at smcmanus@hagerty. Illinois Reintroduces Bill to com or 800-922-4050, x8787. Please Further Restrict Inoperable Collector e-mail a copy of your letters to us at SOAers in attendance were Bill & Kim Vehicles A bill (H.B. 25) has been rein- [email protected] or fax: 231- Jensen, Peter & Christi Conover, and troduced in Illinois by State Represen- I 932-6887. Barb & Jack Billimack. The rally started tative Dan Brady (dan@rep-danbrady. Thank you for your commitment at Adler Planetarium parking lot and com) that would further restrict the to the long term future of collector cars ended at Lou Malnati’s on North Wells ability of Illinois vehicle hobbyists from and the hobby. Street. It was about three hours long. maintaining inoperable vehicles on pri- The rally was a “point-to-point” vate property. The bill removes historic Sincerely, in which participant’s plotted their vehicles over 25-years of age from a list McKeel Hagerty own route and answered questions by of vehicles exempt from county inoper- Hagerty Protection Network observing things at locations from Joliet able vehicle ordinances if they are not to Evanston. The participants with the kept within a building. Under current The preceeding notice was provided most points won. However, the real goal law, a county board may declare all courtesy of ISOA chief politcal cor- was to come in second, not fi rst, since inoperable vehicles a nuisance and order respondent and estrogenal contributing the winner has to put on the next year’s their disposal. This bill, if enacted, would editor Gloria “Queenie” Cappetto. (Phil rally. subject your ungaraged historic hobby Fox will be circulating a petition at the We observed lots of off-the- cars to disposal and possible fi nes. Please March general meeting.) beaten-path neighborhoods including contact your state legislators immedi- River North, near West Side, Lower ately to express opposition to H.B. 25 Wacker Drive, etc. This year’s theme was The Blues Brothers and many of the • H.B. 25 would give local “trivia questions” could be answered by authorities an inordinate amount of folks familiar with the movie. All partici- power in determining the disposition of pants received a hat and sun glasses. Any historic project cars. kind of cheating was allowed/encour- aged, such as use of cell phones to call • H.B. 25 would make it virtu- “life lines” to get answers, so you didn’t ally impossible for Illinois hobbyists to actually have to drive to all the loca- maintain inoperable collector vehicles tions. on private property. None of us won trophies for the rally, but Kim won the coveted “Hero • H.B. 25 demonstrates a lack of of the Year” award for participating for understanding of the vehicle hobby and several years. the rights of hobbyists. We had a great time and all of us in attendance feel we will try to attend Contact your state legislators in next year. Springfi eld immediately by phone, fax

Snic Braaapp 19 March 2005 Go-Fast Stuff

THE CLASSIC MOTORSPORTS John Twist, and British car restoration and tuning expert Carl Heideman will MITTY IS BACK FOR 2005 be found in the Classic Motorsports tent . offering tips and advice. This year’s event is also fea- turing a number of dedicated car club corrals for various car clubs visiting from across the country. Car club cor- ISOA TECHNICAL ral members will also have the chance to take parade laps on the famous Road EXSPURTS Atlanta circuit. TR3 Bill “Whizmo” Pyle ollowing the tradition, the Mitty Vendor booths of some of the 630/773 4806 Fwill again be held at Road Atlanta leading racing and vintage car product April 29 - May 1, 2005. This year’s makers will line vendor’s row and we TR4 Pat “PowerBuldge” event will feature more exciting activi- will have a number of Classic Motor- Lobdell ties, more clubs and, best of all, more sports and Grassroots Motorsports’s 219/942 1263 cool cars. Once again, The Mitty activi- project cars on display. Two of the fi ve IMSA winning TR4A Steve “Drippy” Yott ties are using an exciting weekend of 847/249 1723 HSR vintage racing as a backdrop. A Lotus X180 race cars ever built will Moss Motors MG/Triumph Challenge also be on hand for the event. Driven by Doc Bundy, the cars won the 1992 TR250 Tim “Yacker” Smith is the featured race of the weekend. 630/428 2620 The event kicks off with an IMSA Championship. The primary car MG/Triumph party and other activi- is scheduled to race, while the sister car TR6 Early Jeff “Stalker” Rust ties on Friday. On Saturday spectators will be parked center stage in the Lotus 815/874 5623 will have the opportunity to autocross corral. a new Kumho Tires MINI Cooper. In The Mitty is presented by Clas- TR6 Late Irv “Elwood” Korey 847/831 2809 addition to the MINIs, there will be a sic Motorsports, HSR, Kumho Tires, silent auction, followed by a real auc- Moss Motors, Friends of Triumph, MG Vintage Racers, Road Atlanta, British TR7 Phil “Factor” Fox tion, and evening concours auto show 630/662 7721 and party. Sunday will feature another Motor Trade Association and The Tire Rack. great opportunity for spectators to drive TR8 Tim “Tool Man” Buja a brand new Lotus Elise on our auto- 815/332 3119 cross course. Tim Suddard, Publisher, Grassroots World renowned car expert, Motorsports/Classic Motorsports Spitfi re - open racing legend and author Kas Kastner www. GrassrootsMotorsports.com (Early) will be at the Mitty. Kas will be giving www.ClassicMotorsports.net Spitfi re - Steve “Sniffy” Yezo (Late) 847/855 9482 a seminar and answering questions in Phone (386) 673-4148 Fax (386) 673-6040 the Classic Motorsports tent. In addi- GT6 Dave “Snake” Shedor tion to Kas, a number of experts will 847/9375078 be presenting tech seminars throughout [Thanks to Editor emeritus and senior racing correspondent, Irv “Elwood” the weekend. MGA racing legend Kent Stag open Prather, the nation’s foremost MG tuner Korey for this information] General Bill “Whizmo” Pyle Tech-Weenie 630/773 4806

Machinist Bob Crowley 630/355 2170

KeyMaster Bob “Senile” Donile 630/837 3721

Electrical open Paint, Body,

Snic Braaapp 20 March 2005 Meeting Notes

ISOA MONTHLY MEETING NOTES clinic/British Car gatherings at LaFox 2005 ISOA OFFICERS JANUARY 2ND 2005 Imports and United Motor Classic, the Champaign Car Show. [Gloria Cappetto President & Joe “Stagmeister” contingent of nearly half a hundred stated that rooms were going fast and Newsletter Pawlak Publisher 847/683-4184 soggy,soggy, yet hearty,hearty, TTriumphriumph devotees that anyone planning to go should book A stagfi [email protected] braved the elements on Sunday, February soon],. Jack also mentioned the annual 13th to attend the monthly general meet- spring campout at Blackhawk coming Vice President Mike “Toofus” Mueller ing of the Illinois Sports Owners Associa- in June. He further mentioned that the 630/860-9118 tion at Mack’s Golden Pheasant Wisconsin British Car Filed Day is also [email protected] President Joe “Stagmesiter” the same weekend Pawlak called the meeting to order shortly Following a short break to Treasurer Sheri “Big Mama” Pyle after 7:00 PM and began the proceed- accommodate the nicotine devotees and 630/773-4806 ings by introducing the board members to provide for any biological concerns, [email protected]. and officers in a attendance, He also the festivities resumed with the monthly Secretary/ Bob ”Suds” Streepy welcomed ISOA fi rst timers Doug and nominations for the peter M. Roberts Newsletter 630/372-7565 Debbie Larson of Joliet who own a 1972 and Boomer awards to respectively rec- Editor [email protected] TR6. ognize positive and negative Triumph Joe then provided the attendees Achievements In a rare occurrence, there Events Jack "Spuds" Billimack with an update of the convention proceed- were only singular nominees in both 815/459-4721 ings and announced that the web page categories, thus making the voting rather [email protected] was up and running and that we already simplistic. The Boomer remained in the had thirteen cars registered, four of which custody of Peter “Maestro” Connvoer” Membership/ Tim “Tool Man” Buja were Stags, much to the chagrin of the for not returning said accolade from Webmaster 815/332-3119 TR3 owners who have a standing wager the previous month. [In his defense, it [email protected] that the 3’s will outnumber the Stags at should be noted that he was out of town Motorsports/ Irv “Elwood” Korey the convention. Joe then reminded all on business, or so he claimed]. The Peter Curmudgeon 847/831-2809 members that everyone’s participation M. Roberts went to Bob Crowley for [email protected] was necessary in order for us to make the his assistance in the measurement clinic VTR National convention in Rockford at Hurst’s . Ed Krakowiak mentioned Meeting Stuff Pete “Peetso” Eckstein this summer a success. that a Pitfi re sold for over $15,000.00 [email protected] Jack “Spuds” Billimack gave at the Barrent-Jackson auction televised a presentation on events, past, present, on Speed Channel The Tech Editor Erik “Iceman” and future. Jack spoke of the success meeting adjourned Quackenbush of the recently held hub clinic at Pyle’s around 8:45. 847/482-1673 erik@midwestfi lter.com [see article on page 2 for more details.] With apologies Billy “Whizmo” Pyle added that nine for any errors or omis- hubs were separated without any damage sions, your humble and to any of them, a club record! Jack also obedient scribe- mentioned the January “Big Bash” and Suds Joe presented a plaque, not necessarily deserved, but very much appreciated, to your humble and obedient scribe for attempting to edit the snooze letter. The yet to be held events that Jack encour- aged all members to attend included the Bowling extravaganza, [see article page 1], the British Car Swap Meet at DuPage County Fairgrounds on February 27, the transmission rebuild clinic to take place in March 12 at Pyle’s, The annual Chil- DUES NEED TO BE PAID liFest/Movie Night hosted this year by the BY ARCH ST Why the ISOA Board Buja’s [Word has it that Spinal Tap will M 1 !!!! be the feature fi lm], the spring tune-up meets on Sunday

Snic Braaapp 21 March 2005 Membership Information & Classifi eds

ILLINOIS SPORTS OWNERS ASSOCIATION

The ILLINOIS SPORTS OWNERS ASSOCIATION is an owners and enthusiasts club dedicated to the enjoyment and preservation of TRIUMPH cars. Monthly meetings are held at Mack’s Golden Pheasant on North Ave and Rt. 83 in Elmhurst (X marks the spot on the map), on the fi rst Sunday of every month (unless otherwise announced). Meeting time is 7:00 PM (roughly), but come early and have a beer and share TRIUMPH BS with your fellow enthusiasts.

Birthday Braaapp CLASSIFIED ADS: THE ILLINOIS SPORTS OWNERS Get a free birthday drink if you attend the general ASSOCIATION newsletter will accept classified meeting (birthday must be on fi le with membership- advertisements from members who wish to buy or sell chair) Triumph cars, parts or miscellaneous related material. We will run ads, at no charge, for club members for ninety days. Wally O’Brien 03/02 Phil Riviera 03/20 We also accept ads from non-ISOA private individuals who have cars, parts or related items that we deem of possible George Grumbos 03/03 Jay Holekamp 03/23 interest to our membership on a case-by-case basis. We do Diane Rafferty 03/03 Tom Tokarczyk 03/23 NOT accept advertising from commercial enterprises – even Jeff Clausen 03/04 Mike Sedlak 03/24 if those businesses are owned or operated by club members. Mary Kurtzner 03/07 Gary Freigo 03/26 If a Triumph related business hosts an event which we feel Pat Neis 03/10 Mel Merzon 03/27 might be of interest to our membership, we will inform our Dave Kayson 03/12 Joe Pawlak 03/27 readership of this occurrence, but this newsletter, its editors, Wayne Seyller 03/14 Bobby Zambreno 03/28 and the board of directors do not endorse, recommend, or Bob Werkema 03/15 Thomas Cantwell 03/28 otherwise support, implicitly or explicitly, any commercial Dave Kanzler 03/19 Tim Smith 03/30 entity doing business in the Triumph-related domain. Hank Bogdala 03/19 Carl Geiger 03/30 For Sale: 1971 TR-6 and 1967 Triumph 2000. These HeartyHearty ISOA Congratulations to are Texas and Calf. cars respectively. Phone 817-431-9205. DanDan andand KathyKathy SwansonSwanson onon thethe for additional details. Joe McCabe. [email protected] birthbirth ofof theirtheir daughter,daughter, Kadee Elyse,Elyse, on Wed. Feb. 9 at 6:51 For Rent:: Indoor storage; heated, alarmed, and under 24 am. She weighed 7 lbs. 6 oz. and hour surveillance. Vehicles on site fully insured. The cost for was 20-3/4” long. .At press time, club members is $80.00 per month, includes storage prep and mother and daughter were doing spring tuneup. Paul Watts at 630-669-1582. fine,fine, bbutut ttherehere wwasas nnoo wwordord oonn Dan’sDan’s condition.condition. Hopefully,Hopefully, hehe For Sale: Rough but compete 76 TR6 with overdrive wasn’twasn’t lost. $500 Nice rolling frame completely redone and coated with Imeron $1000 call Bob 815-398-3044; cell 815-218-1260

Editor’s Note This month’s 24 page newsletter w wouldould n notot For Sale: 10 X 20 Freestanding canopy. Red & White, have been possible without the help of ISOA members Jack no rips, tears or stains. Includes all 1” conduit steel framing. Billimack, Irv Korey, Gloria Capetto, Mark Fischer, Jeff Rust, $25. Used Spitfi re/GT6 parts: One 1500 bare block $20. One Phil Fox, and Joe Pawlak - all of whom submitted excellent 1147 (??) bare block # $20. One hood for Mk4/1500. $20. Used stories and graphics for your enjoyment. My personal thanks windshields for Mk4/1500 $5 each. Three rail gearbox $20. GT to each of you for your assistance in making Snicc Braaapp 6 Mk3 Hatch with heating wires $10. 2 Rear springs for Mk4 so informative and entertaining. Suds /1500 $5 each. Kim Casper 262-878-2337 or kimcasper@wi. rr.com

Membership Counts For Sale: 1970 Spitfire MK IV Die-Cast 1:18 Sun 151 current memberships Star model. Black w/tan interior. New in the box $20.00. Bob 216 current members Streepy 630/372-7565; [email protected]

Snic Braaapp 22 March 2005 VTR Convention Information

AA TimeTime forfor TriumphsTriumphs July 26 - 30, 2005

We will celebrate the 35thyear of the Stag and the 50th year of the TR3.

Welcome Reception Autocross TSD and Fun Rallye Special Evening Event Technical Sessions Breakfast Drive Parts Vendors Auction Photo/Model/Craft Contest Local Tours Awards Banquet A Midwest FUN-Khana ... and much more! VTR 2005 Convention Information The 2005 Vintage Triumph Register (VTR) National Website: vtr2005.org Convention, will be hosted by the Illinois Sports Owners email: [email protected] Association (ISOA). ISOA is focused on providing good spirited competition and funfilled events for all participants. (815) 332-3119 before 10pm CT This will be ISOA’s 5th time at hosting the VTR National Ann or Tim Buja Convention. We encourage all Triumph enthusiasts to 1173 Butler Road bring a car - no matter what its condition. Rockford, IL 61108-4702 2005 VTR National Convention - Rockford, Illinois Illinois Rockford, - Rockford, - Convention Convention National VTR National 2005 VTR 2005

ISOA ON THE INTERNET

You can always get the latest news directly from the ISOA web site. http://www.snic-braaapp.org To subscribe to the ISOA electronic mailing, list [email protected] ONLINE ROSTER ACCESS INFO

Snic Braaapp 23 March 2005 2005

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c/o Bob Streepy 850 Kent Circle Bartlett, IL 60103