VOLUME 22, NUMBER 3 May-June 2017
INSIDE THIS ISSUE UPCOMING EVENTS Chairman’s Welcome 2 Tuesday, Aug. 6th Tuesday, Sept. 5th Thames 150 3 at 6:30pm Fall Fish and Chips Cars of Branch Members 8 ABFM Winners 10 Annual Stewart Farm Run—Location to be Two Lions Show 11 Picnic and Drive, announced at a later Rear View Mirror / At The 13723 Crescent date. Wheel 13 Road, Surrey, B.C.
Photo: Lorna
Calla and her granddaughters take the Thames for a “drive” at this year’s ABFM. Looks like we might have a few future members here! (photo: Les Foster) “I wonder if they’ll take the Thames as a trade in?” VCBSee visitsthis year’sthe Vancouver ABFM Tesla Class Dealership winning (story Branch page 2) members on page 10 and the saga of Les Fosters Thames E83W Pickup restoration on page 3.
Chairman’s Welcome By Walter Reynolds
Hello everyone, and welcome to Summer.
This is my third ‘Chairman’s Welcome’ and one could say that I’m half-way through my one-year term. We’ve had a few things happen since my last message, some of them good, some not-so-good.
In early May we were not able to go to the scheduled supper at the 50s Din- er due to renovations and a change in ownership. Thanks to Alan Inglis we were able to visit Brodie Bikes, a bike manufacturer in Langley to visit owner Paul Brodie’s one-man shop. Here we spent a very informative even- ing learning everything there is to know about restoring and re-creating old bicycles and motorbikes. A full report can be found elsewhere in this Roundabout.
Also in early May, Mike Speke resigned from the Club so we no longer have a regalia person at the Club level or the VCB level. As such, the new system for regalia purchasing is stalled. This means that until we have a Regalia Coordinator and a source for new regalia items, we won’t be able to take advantage of the Club’s financial credit for regalia purchases nor will we be utilizing the ‘up to $500.00 from VCB finances for regalia purchases’ voted on and approved by the membership at the May 2 nd event .
May 20 th was the Vancouver ABFM; yet another spectacular weather day which saw several VCB members taking home a plaque. More about this elsewhere in this Roundabout.
The 4 th annual ‘British Invasion Car Show’ was held last Sunday, June 4 th at the Two Lions pub in North Vancouver. Expecting around 50 or so cars we made up 70 packages but only 23 cars showed. What a disappointment! The saving grace of sorts was that enough people showed who hadn’t regis- tered which compensated for those who had registered but didn’t show. Perhaps it’s ‘intuitive fore- sight’ that at the 2016 Branch AGM, the membership approved a committee to investigate alternate locations for the 2018 Car Show.
A second trophy tied to the Fort Langley Run was recently found by Steve Hutchens. This trophy, the Fawlty Towers Trophy is presented to the person who has the worst time on that year’s run. The last time it was awarded was in 2011 and Steve was the winner. The Fawlty Towers Trophy has been res- urrected starting from 2017 and this year’s lucky recipient is John Rennie for his tale of woe of try- ing to get to the run. And now, volunteers: Tom Popovich recently volunteered to be the third member of the 2017 London to Brighton organizing committee, assisting Malcolm Tate and Tony Cox. Ken Miles recruited volun- teers for both the ABFM tent and the Two Lions car show and thanks have already been sent to all those volunteers, including members who just showed up and helped. Volunteers are always needed for short term projects like car shows and runs but also for the longer term as in the case of Execu- tive and appointed positions.
A decision was made at the April 6, 2017 VCB Executive meeting to again hold the Christmas Social at the Eaglequest Golf Club on 152 nd Street, Surrey.
Don’t forget that the Club AGM occurs over the weekend of July 7, 8 and 9 ending with the Brits on the Beach at Transfer Beach, Ladysmith. There will be no Branch event for July that is unless some- one organizes something.
Enough from me so till the next Roundabout, “Drive just fast enough to stay ahead of the rust”.
Walter Reynolds, Chairman, OECC-VCB.
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 2 Thames 150 By les Foster
While it only feels like one hundred and fifty years since I began to restore a Thames, there is a his- toric connection. In 1967, when I was 16 and sporting a fresh new driver’s licence, it was Cana- da’s 100th Birthday and national pride was at an all time high. I was no exception and I decided to mark the event by refurbishing my first vehicle, a 1951 Ford Thames E83W van. My brother had purchased two of them along with a friend with the abortive plan of building a hot rod from them. The best of the two, a blueberry farm truck which The Thames at the Vancouver ABFM this year cost $40 was all original and ran very nicely. I cov- eted it and one night, when my brother was short of money to attend a dance, I saw my chance. I struck a hard bargain at $15 and his signature on a set of Transfer Papers which I just happened to have ready, and the Thames was mine. Despite his seller’s remorse and remonstrations the following day, I held firm and a life-long association with the marque was born. Along the way I picked up the moniker, “Mr. E83W” and have become something of an authority in this very narrow field often help- ing others, all over the world, with advice or parts for their restorations. During the 1967 Centennial Year I sanded my van down to bare metal with an electric drill and sand- ing disc in our carport, coating it nightly to prevent rusting with a film of stove oil borrowed from the barrel of heating fuel in our “oil shed”. I filled a few minor dents and a bit of rust behind the rear wheels with bondo, carefully sanded the repairs and by summer’s end it was ready for primer and paint. My brother got me a deal on the materials from his employer, an auto body supply company, and a local body shop sprayed it for $80. It looked good in 1966 Studebaker Mount Royal Red (how was I to know Studebaker would go out of business soon after!). The finishing touch was a Canada Centennial decal on the windscreen and a red and white Centennial plate bolted above the BC licence. I was proud of the job and despite an engine fire a few months later that damaged the bonnet finish and returned that area to primer, I loved that truck. We were inseparable and to drive the rural roads of Richmond with the windscreen open and the instrument needles dancing in the dark of evening was pure joy and freedom! That was 50 years ago…my God, can it really be that long? Now it is Canada 150, and finally my goal of truly restoring a Thames has been realized. Between that first Thames and now there have been many Thames, whole or in parts, but never a running driving one. Over the years I collected vans, pickups, and even an Estate E83W. Eventually all of these acquisitions were to contribute in some way to my final project- restoration of my present Thames pickup. Before I go into that, a quick history lesson is in order. The Ford E83W was introduced in March, 1938 as a purpose-built commercial vehicle that offered larger carrying capacity and greater perfor- mance and maneuverability than many of its contemporaries. Originally badged as a “Fordson” in Britain, the Thames name was reserved for export until 1952 when all E83W’s became “Thames”. De- scending from the original British Ford in mechanical design (the 1932 Model Y was designed for the British by Ford in Dearborn), the E83W used the same 10 HP (RAC) engine as the Prefect car but had much more robust axles and suspension much like the full size U.S models. The E83W in fact shares many smaller components as well as general design features with American Fords of the mid-1930’s. It gets its styling cues from the 1937 U.S. Ford truck (the grille), and the 1935-36 U.S. Ford cars (the door and door window shape and belt line pressing, flat windscreen and generally streamlined look). Under the then-new Ford coding system E=England, 8=1938 (year of introduction), 3= 10 Hp “C” en-
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 3 gine, and W indicated short front or forward control (the E83W engine and drivetrain is offset 4’’ from the centreline to allow the driver’s footwell to be alongside the engine giving a short front and more load carrying space. The passenger has no footwell and thus the optional passenger seat was raised higher to compen- sate). The E83W was the only civilian model Ford produced all through WWII at the Dagenham, Essex, factory and was widely used by civil defence organizations and by government ministries and the military in support roles. The Canadian War Museum has Ford Emergency Food Van #1, the first of a huge fleet of can- teen wagons that brought relief to bombed cities during the war. I visited Ottawa in 2008 to advise on its restoration. Tied for long- est production of a single Ford line with the Model T, the E83W was in production, virtually unchanged, for 19 years until Sep- tember, 1957. The Thames were imported into North America from 1948-1953 in left hand drive form and enjoyed rather good sales in B.C. The saga of my Thames pickup restoration began in 2000 when I purchased it in Powell River, B.C. Thought to have originally been a farm truck from the Courtney/Comox area it had been giv- en a reasonable green and black paint job and made to run and drive after a fashion. The truck had suffered from neglect, been off the road for seven years and lacked a few critical original parts when I bought it. I had it shipped down the coast on a barge and took it home where it sat for another five years as I gathered more E83W’s and parts. Finally, in 2005, I decided it was time to start on a resto- ration. At first I debated as to which of my half dozen models I’d work on. I’d started on a van and had some pieces done and I was torn between the pickup and a very rare Estate Car. I went with the pickup, though, because I thought that the steel box and less woodwork in the small cab would be easier to deal with (not necessarily true as I was to discover) and because I loved its look. It was at this point that my membership in the Old English Car Club of B.C. showed its worth. Without the help and support of fellow members, several of whom became amongst my best friends through the process, I could never have completed my restoration. The willing and en- thusiastic support, advice and hands-on help that I received was invaluable and very gratifying. My first assistance had come from Paul Beenham, then of the Vancouver Coast Branch who’d help me find some of my Thames and whose knowledge of The Thames as it looked when Les bought it Prefects and all things mechanical had got me start- ed towards my goal. It was Carl Knorr of the VCB, though, who really was instrumental in advancing me from dream to reality. Carl loves anything that moves or goes and in particular small engines. Having mentioned my project to him and asking for advice on its seized engine, I soon found Carl show- ing up for what were to become years of work on the pickup’s restoration. We started with the engine, freeing it then moving on to rebuild all the drivetrain, steering and brakes from my assortment of parts, some outside expert help and new parts, where available. I had the engine rebuilt professionally in Vancouver and in the Spring of 2007 the green and black pickup hit the road with an epic inaugural run to the Tradex show in Abbotsford. It attended ECAIP and other shows over the next several years, usually hauling a load of vintage crates and paraphernalia. Most legendary was its conquering of a run to Sooke by backing up a hill that it refused to climb in forward motion! Sadly, the Lynden,
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 4 Washington, hobbyist who did my babbitted connecting rod bearings did not do a good job and the little truck suffered catastrophic big end failure on the 2008 London-Brighton Commemorative Run. I in- stalled a decent used motor which I had and continued to drive it. In the Summer of 2007, I began to reorganize my garage and acquired the basic equipment for sandblasting and painting with a view to beginning the cosmetic restoration of the pickup. Carl and I cut half the firewall and right sill out of wrecked van’s cab to weld into an E83W pickup cab which was better than my green one except that it had been modified at some point with a crude passenger foot- well. After hours of patient gas welding and shrinking by Carl, with my assistance, we had a good original style pickup cab which was to be eventually used in my final restoration. I blasted and primed it and that was as far as work progressed for several more years. After marrying Calla in 2011, we downsized the fleet, keeping only the pickup and after we both retired in the Fall of 2012, we did a major cleanup of the compound at my former house in Tsawwassen where the parts and vehi- cles had been stored. My son and daughter-in-law have graciously let us keep the pickup at the house which they Donor cab used in final restoration had purchased from me and allowed us the continuing use of the garage for the restoration. Actual work on the pickup’s restoration had already re- sumed by this time, with Gerry Parkinson making the in- credibly generous offer, in the Spring of 2012, to rebuild the box and help me with the cab’s replacement and resto- ration at his garage. I’m sure that if he’d known the full extent of what he’d gotten himself into, he’d never have made such a rash offer! Thank goodness he did, though! Gerry, Carl Knorr, Alan Miles and myself began work at Gerry’s garage on April 24th, 2012 by removing the truck’s cab and box. The previously-restored running gear was transferred to its newly blasted and powder-coated frame and the ‘new’ cab was placed on the it ready for further restoration. Over the next few months Gerry and Carl and I worked on the cab, with Gerry sculpting a new hardwood header for the rear framing, and doing a fantastic job of recreating the pickup’s aluminium sheet and mahogany plywood sandwich rear wall. I sourced all of the original type slotted wood screws and machine screws of various sizes for the bodywork from Hardware Sales in Belling- ham, Washington. We worked on various repairs to the cab and by mid-Summer the chassis and cab were ready to return to my garage where its doors where repaired and I saw to the adjustment and trial fitting of the them along with the fenders and grille, etc. Gerry works his magic on the pickup box In October, armed with a plasma cutter, a MIG welder, and a sheet metal brake, Gerry turned raw steel into a completely new floor and substructure for the original Anthony Hoist Co. steel box on the Thames. Most E83W’s in the U.K. had wooden drop-side boxes but with export markets in mind, Ford of Eng-
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 5 land licensed Anthony Hoist’s all steel design, first shown in London in 1950, for its pickups. It was long, gruelling work and Gerry with Carl’s assistance put countless hours into it with me acting largely as originality consultant and general go-for. The work wasn’t completed until March 2013. The result was structurally sound but suffered from warpage in the floor- something that was to require correc- tion later at the body shop. It was a tremendous effort and moved the restoration forward to its next major phase- the final bodywork.
Two shots showing the cab fitted together without it’s back wall and with the new aluminium one installed by Gerry
In April 2013, my friend Andy Twarog, a very skilled bodyman who works on many restorations in his spare time, took on the finishing and fitting of the truck’s fenders, bonnets and grille. This sub- assembly was critical to the finishing of the vehicle as it determined location of the cab on the chassis, correct fit of the controls and pedals, etc. in relation to the chassis, radiator fit and many other details to make everything come together correctly. Andy worked wonders with the adjustment and finish of the parts and also took on restoration and painting of the windshield frame, steering wheel and various engine accessories and small parts. He did such a good job that when the final fitting of the parts took place several years later, everything fit nicely with very little adjustment required! Meanwhile, in the Fall of 2012 while work went on with the box at Gerry’s and Calla and I cleaned up the former Thames compound at my old house, the rebuilt engine returned home from Coquitlam Auto- motive where their fastidious machinist, Laurie, had seen to a meticulous rebuild of it. Throughout the restoration’s various stages, I was busy working to- wards the final goal by researching information, sourcing new parts and finishing small sub-systems. After Gerry had completed the box’s basic recon- struction in March 2013, it went off to the body shop- Ropate on Mitchell Island. Normally an industrial finishing shop, Ron and Rudy took on the final body- work and painting of the Thames between big con- tract jobs. Their commitment to getting everything absolutely right was remarkable and they consulted Andy and Les fit painted fenders to the cab with me at every stage to get it just right and keep everything to original spec. The box received a new floor plate and a reconstructed tailgate and much attention to its finish. The result more than justified the effort!
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 6 The cab joined the box at Ropate nearly a year later, arriving at the end of February 2014. It was des- tined to spend seven months in their care. On September 30th, 2014 our Thames left Ropate on a flatbed bound for the garage in Tsawwassen. Resplendent in gleaming new paint but still just an empty shell with it’s grill and bonnets riding home in our station wagon and the fenders and other bits done by Andy waiting for it in the garage, the Thames road home for final assembly, two and a half years after the body restoration began and more than seven years since Carl Knorr and I started the mechanical rebuild! The next two and one half years were definitely the most enjoyable period of the process. With every- thing clean and shiny and all the parts new or rebuilt or refinished, the final assembly was like build- ing a huge model or Meccano project. I worked quietly and patiently doing a little bit every chance I got, often with Calla working with me. Calla proved to have natural mechanical ability and her com- mon sense and dexterity often saved the day. She made an incredible job of making trim patterns for the cab and many other operations. Working together towards our shared goal was a joy for both of us. The many operations necessary to complete the truck could fill volumes but suffice it to say that there is not a square inch of wood, metal or fabric nor a bolt, screw or indeed any part that did not receive our attention.
Les and Calla pose with their first place award at this year’s ABFM
Besides the efforts of Gerry Parkinson and Carl Knorr which are beyond valuation, I’m indebted to Paul Beenham, Tom Hood (the expert Ford hobbyist who rebuilt the rear axle and steering back in 2005), Alan Miles, Andy Twarog, Laurie the machinist, John Chapman (who had a special mold ma- chined and cast me new rubber tailgate bumpers exactly like the perished originals), Steve Diggins who reupholstered the seats, and to ASC Auto Styling Centre who installed the roof fabric and made new trim panels and door cards from Calla’s excellent patterns, Ron and Rudy at Ropate for their won- derful finishing work and, of course, my wife Calla for her constant support and encouragement and her skilled help. Along the way I learned the value of friendship and Club fraternity, of patience and dedication and of listening and learning. Over the years I received much valuable advice from many OECC members and also from members of the Ford Sidevalve Club in the U.K. and other fellow E83W owners around the world, including Dean Kirsten of Anglia Obsolete in California, George Smithwick of Australia, Andy Neal in England and Small Ford Spares Ltd. all of which went towards the successful result- the realization of my 50 year dream and my small salute to Canada 150!
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 7 Cars of Branch Members and Their Stories taken aback by the emo ons that overtook me – my dad had recently passed away (he would have wanted to see this car) By Walter Reynolds and my mom was not very well. I told my wife, who had stayed in our car while I viewed the Aus n, that “I have to have it” – it was des ned. We purchased it on the spot that The Cars of John McDonald as told by John. day. Fortunately, I had the chance to show it to my mom be- fore she passed away – seeing it brought back so many memo- ries and emo ons for her. I doubt that I will ever part with it.
In this issue we hear about the cars of John McDonald. The Even though the A40 had been completely rebuilt it s ll need- story, as wri en by John, covers his North American and Bri sh ed considerable up-grading in certain areas. Due to my wife’s cars. Photos are by John. reluctance to ride in it, the mechanical rear brakes were re- placed with hydraulics – at great expense. A myriad of fuel My journey into the world of Bri sh Cars had its beginnings in supply problems led to the replacement of the exis ng fuel the early 1950s when I was 2 or 3 years old: My parents pur- system, including the rebuild and relining of the fuel tank, re- chased their very first car, a near new 1949 Aus n A40 Devon placement of the fuel lines and the installa on of an electric (4 Door). Although I do not remember much about the reality fuel pump. The carburetor has been rebuilt and the air filter of this vehicle, stories about and pictures of our ou ngs in the has been converted to a more modern form from the oil bath A40 have created a sense of nostalgia within me that has nev- device that the car came with. Minor cosme c improvements er le and has had a great deal to do with my present interest included the installa on of a new set of period-correct radial in Bri sh cars and the ul mate selec on of my own Devon res. back in 2009. My Mom and Dad’s Aus n was probably the first car I ever rode in.
As a North American adolescent of the ‘60s and ‘70s, my own entry into motoring, unfortunately, was not with a car from the Bri sh Isles. It was the era of the Muscle Cars and I owned my share of them – ’69 Plymouth Barracuda, ’72 Plymouth Satellite Sebring (Roadrunner) ’74 Dodge Challenger R/T, and a ’75 Dodge Dart Swinger SS. It was all about power and perfor- mance in those days – these cars were monsters. I owned muscle cars on and off right up un l 2014.
John’s 1949 Aus n A40 Devon.
This Devon is a great source of pride to my wife and me. The comments that we get from people who see the car are heart- warming. It is wonderful to see the enjoyment that others get from reliving their own memories of me spent with their own Aus n A40s.
Receiving “Best in Class” at the 2016 All Bri sh Field Meet has been the crowning glory – a confirma on that there are many John’s 1969 Plymouth Barracuda. other people out there who appreciate this beau ful car.
Shortly a er acquiring the Aus n A40, I joined the OECC-VCB and started to learn more about the world of being a Bri sh Re-entry into the Bri sh Car scene, as I have previously men- Car enthusiast – including the various trials and tribula ons. oned, came in October of 2009 when, while perusing Craig’s Showing the car is always extremely rewarding, however, I List, I spo ed a fire-engine red 1949 Aus n A40 Devon – just quickly learned that driving the cars is the real draw and taking like the one in the pictures of my parent’s A40. The write-up part in the various runs and rallies that occur each year is the indicated that it had been completely restored, in and out, and real hook. The A40 is largely for showing, not for tootling all indicated that it had to be seen to be believed. The pictures of over the country side. This realiza on inferred that I needed a this car fired up my juices and I wanted to go and see it. When “Sports Car” or a facsimile thereof. I walked into the garage, where the owner had it stored, I was (Photo: Mike Speke)
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 8 Thus, began the extensive search for a vehicle that would The previous owner, in trying to give the car more of a high be er suite the rigors of road runs. The long delay in achieving powered look, put oversize res and rims on it (front and back) this end came as a result of my reluctance to part with my ’72 – causing slight re rub on the front when turning. Switching Plymouth Satellite Sebring (Roadrunner), the last of my Muscle to a narrower re, in the front only, has solved this problem Cars – a financial necessity for this endeavor to happen. en rely. Several minor issues have also been dealt with and
have helped to move the car closer to where I want it to be.
Looking forward, several improvements will be tackled in the next year or so. The main targets include the gear box (4 th gear is a bear cat when dropping down from 5 th ) and suspension. There are also several persistent, small oil leaks that I would like to eliminate.
Again, the TR7 is a great source of pride and is an absolute dream to drive. It hugs the road well and gives you a real sense of exhilara on when zipping along on the country roads that we encounter on our various VCB road runs. As with the Aus- n, it is very gra fying to receive complimentary comments from admirers of all things Bri sh Cars. Receiving the “Best in John’s 1972 Plymouth Satellite Sebring (Roadrunner). Class” award at this years ABFM was a pleasant surprise – it is not supposed to be a show car!
Finally, as the result of some high level wheeling and dealing, I managed to divest the Roadrunner and in November, 2014, I The move to Bri sh Cars from Muscle Cars over the past eight acquired the 1980 Triumph TR7 Conver ble with a 2.0 liter, 4 years has been an interes ng transi on. I would be lying if I cylinder engine - the much misunderstood “wedge.” said that I do not miss the “muscle,” however, I have to say that ge ng involved with both the Bri sh Cars and with the people who love them has helped me understand more about where I come from and who I am.
John McDonald.
A big “Thanks You” to John for taking the me to tell us about his cars. The “Cars of Branch Members and Their Stories” re- turns with the next issue of the Roundabout where we learn about the cars of Vern Bastable (July-August) and Mike McChesney (September-October). I have no volunteer for the final Roundabout of 2017 – any offers? As usual in this space, if John’s 1980 Triumph TR7. you would like to tell Branch members about your Bri sh vehi- cle/s, contact me at [email protected] or on my cell at 604- The TR7 had been completely rebuilt when I bought it and for 312-9015. the most part was in great condi on – especially the paint job. There were, however, several issues that needed addressing. The primary concern was the exhaust system. It had been modified to allow duel pipes and it was a dog’s breakfast with mul ple leak points. This was corrected by returning it to the original factory condi on – what a difference. The fuel supply and carbure on systems had not been properly set up and were the cause of several performance issues. Ge ng this done helped me fall in love with this car even more.
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 9 2017 Vancouver ABFM—Vancouver Coast Branch Winners
We were blessed with great weather for this year’s All British Field Meet held at Van Dusen Gardens on May 20th which was a welcome relief after all of the rain and cold we had endured for much of the spring. As usual VCB members put in a good showing awards wise. Congratulations to all and, as usual, if I have missed anyone please let me know.
Class 4—Austin Healey 3000 (Roll Up Windows) - 2nd place—Michael DeWilde 1964 Austin Healey 3000
Class 6—Jaguar XK 120, 140, 150—2nd place—Steve and Susan Blake 1955 Jaguar XK140 MC FH Coupe
Class 24—Morgan 4/4—1st place—Ric MacDonald 1965 Morgan 4/4 Roadster 2nd place—John Rennie 1969 Morgan 4/4 4 Seater 3rd place—Les and June Burkholder 1969 Morgan 4/4 4 Seater
Class 30A—Triumph TR 6 (1974-1976) - 2nd place—Peter Howard-Jones 1975 Triumph TR6
Class 31—Triumph TR7—1st place—John McDonald 1980 Triumph TR7 Convertible Class 34—Rover—2nd place—Malcolm Tait 1969 Rover 2000 TC Saloon 3rd place—Walter and Linda Reynolds 1963 Rover P5 3 Litre Saloon Class 38—Pre War Touring (4 Seater) - 2nd place—Robert Follow 1934 Aston Martin MK II Saloon
Class 40—Commercial Vehicles—2nd place—John Pel 1968 Austin A60 Pickup
Class 42—Jensen—3rd place—Tom Popovich 1976 Jensen GT Shooting Brake Coupe
Class 45—Rootes Group—1st place—Alan and Mary Lou Miles 1962 Sunbeam Rapier Series IIIA Convertible
Class 54—English Ford—1st place—Les Foster 1951 Ford Thames E83W Pickup. Les was also giv- en honourable mention in the Debuting Restorations Under $50,000.00 category. Congratulations Les!
Some of the VCB member’s cars at Van Dusen this year included Walter Reynolds’ P5 Rover, Tom Popovich’s Jensen GT, John McDonald’s TR7, Alan Miles’ Sunbeam Rapier, Les Foster’s Thames and Gerry Parkinson’s MGC GT (photos: Walter Reynolds and Les Foster)
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 10 Two Lions “British Invasion Car Show”
By Walter Reynolds (Photos by Walter)
. John & Lorna Hoare’s 1953 MG TD
Barry Ryley looking after the VCB (VanCity) tent
On June 4, 2017 the 4 th annual “British Invasion Car Show” was held at the Two Lions Pub in North Van- The Reynolds’ 1963 Rover 3 Litre & the McDonald’s couver. The day started cool but eventually turned 1980 TR7. sunny and hot. Based on past year’s experiences, we We had many visitors through the day and 97 People’s hoped to have around 50 cars in the show but made 70 Choice ballots were cast. The day did prove worthwhile packages on the just-in-case-principle. Life had other with regards to meeting new acquaintances and old plans because only 23 cars turned up. Perhaps the friends. show in this location has run its course. That said, there is a committee looking into alternative locations for the 2018 VCB car show.
Richard Taylor’s 1948 MG TC
Although a disappointing number of cars, the cars pre- sent represented 14 manufacturers (Austin Healey, Ford, Jaguar, Jensen, Lotus, MG, Mini Moke, Morgan, Morris, New MINI, Range Rover, Rolls Royce, Rover, Triumph and TVR). Interestingly enough there was only one example of each model of car represented. Mike McChesney’s 1967 MGB GT and Tom Popovich’s 1976 Jensen GT
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 11 This year’s organizing committee was John McDonald, This year, as well as the Hagerty People’s Choice tro- Chris Green and myself. Our volunteers at show day phy, we had 4 Class plaques and one Sponsor’s Choice were: John and Lorna Hoare, John Chapman, Tom Po- plaque. The latter 5 plaques and the Exhibitor ribbons povich, Mike McChesney, Barry Ryley, Cliff Jones and were all sponsored by Taylormotive of North Vancou- Ken and Pat Miles. A big Thank You to those volun- ver. The results were: teers. Without volunteer assistance, events like this just wouldn’t happen.
John Chapman’s 1965 Morgan Plus4
Hagerty People’s Choice: Ken Miles: 1968 Morgan Plus 8, presented by John McDonald.
1959 and before: Richard Taylor, 1948 MG TC (sorry, no photo).
1960 to 1969 and Sponsor’s Choice (two individu- al plaques): Ken Miles, 1968 Morgan Plus 8, present- ed by Chuck Taylor of Taylormotive, North Vancouver.
Ken & Pat Miles’ 1968 Morgan Plus 8
The Car Show’s Awards
By Chris Green (Photos by Chris)
1970 to 1979: Tom Popovich, 1796 Jensen GT, present- ed by Chuck Taylor.
1980 and after: Robert Piva, 1991 Jaguar XJS 12, presented by Chuck Taylor – Walter receiving the plaque on behalf of Robert.
For next year… Watch for a possible
Chris relaxing in the Shaw’s TR 4A after a change in location. hard day’s work!
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 12
REAR VIEW MIRROR
BCER 1223 at Kerrisdale Station in the early 1950’s. Passenger service ended July, 1952. This interurban is now a static display in Burnaby Heritage Village. Looks like that might be an early 50’s Hillman Minx crossing the tracks. (internet photo)
AT THE WHEEL Treasurer: Bernie Miles Communications Coordinator: Alan Miles [email protected] 604-943-0535 [email protected]—604-272-2145 Membership renewals: mail to 207-4753 Roundabout Editor : Alan Miles Chairperson: Walter Reynolds River Road West, Delta, B.C. V4K 1 R9 [email protected] - 604-272 -2145 [email protected] 604-463-6305 Membership Coordinator: John Chapman Good & Welfare: Bart and Audrey Shaw Vice Chairperson: Ken Miles [email protected] 604-590-3749 [email protected] 604 946-4700 [email protected] 604 576-8036 New memberships and correspondence: Website Editor: Alan Miles Secretary: Steve Hutchens: 7923 144A St., Surrey, B.C. V3S 8C1 [email protected] 604-272-2145 [email protected] 360 733-3568 Event and Meeting Coordinator: Past Chairperson: John McDonald Lorna Hoare [email protected] 604-942-8223 [email protected] - 604-584-2564
VOLUME 22,NUMBER 3 THE ROUNDABOUT PAGE 13