CONTENTS:

ABOUT YESTERYEAR WORLD A Message from the Founder...... 1 The Late George Gilltrap...... 2 MOTORING HISTORY Genevieve...... 3 Early Development in Motor Transport...... 4-5 Australian Motor ...... 6-7 Four Famous Names - De Dion Bouton ...... 8 -Ford ...... 9 - Rolls Royce ...... 10 -Ferrari ...... 11 Restoration...... 12 EXHIBITS- TRANSPORT Veteran Cars...... 13-1 7 Vintage Cars...... 18-21 Post Vintage...... 22-23 ,. & Cycles·· · · · · · · · · · · ...... 24-25 Commercial Vehicles · · · · · · · · · · ...... 26-27 Farm Machinery · · · · · · · · · · · ·. · ...... 28 Horse Drawn Vehicles . · ...... 29-30 Aviation ...... ; ...... 31 Locomotives ...... 31 EXHIBITS - HISTORICAL DISPLAYS Small Arms Collection · ...... 32 Household Items ...... 33 Other Displays (Telephone, etc.) ...... 33 Musical Items ...... 34

TWIN TOWNS PRINTERY, GOLD COAST. PHONE 36 1944. A MESSAGE FROM THE FOUNDER • • • •

The Foundation of this Museum is the fulfilment of a long cherished ambition. I was privileged to witness and take part in the transition from the use of animal power to mechanical for mankind's needs in transportation and agriculture.

I felt that it would be a wonderful and worthwhile project to gather together and preserve for the enlightenment of future generations a living history of the changeover. Not in the hushed, cold 'cemetery-like' atmosphere of a city Museum, but as a living, breathing display where the exhibits are all mobile and in full running order, ready to take the road at any time. There was great public interest in these old cars and I found myself being called on to perform at all sorts of charitable functions with them, from conveying Santa to giving rides at Church Bazaars. Eventually I took the plunge of giving up my motor and machinery business to set up this privately operated Museum. · As all vehicles, buildings and equipment are owned by the Museum, it represents a very considerable investment. Public response has been very encouraging and we have greatly increased the display items and extended the Museum considerably since our opening in September 1959. A great professor once told me that without a study of the past there can be no progress in the future, so it is my hope that all those who visit the Museum may go away a little richer for the experience. I hope that as the years go by people will continue to find enjoyment in taking a look at this fascinating and important page in the history of Transport. In so doing they will ensure its continued existence and expansion', wherein lies my reward for faith in an ideal. 20th September, 1965. I. THE LATE GEORGE E. GILL TRAP Was born in Ireland, a member of a family of eight boys and two girls. He migrated to New Zealand at the age of 12 and a year later was working as a teamster on the Canterbury wheatfields and also taking his turn driving a bullock team hauling logs. It may have been during this time that his love of things mechanical grew and when 15 years old he had saved enough to buy the cheapest then available. During the following years he went through as many cars as possible on his pocket range- none of which was of later vintage than 1914. In his spare time he got to know how to handle the farm tractor and soon became a very successful tractor demonstrator in the North Island of New Zealand. He served overseas during World War II in an airfield construction unit, then turned his hand to contracting, operating heavy machinery on farm and road development work in the. l?ush around Rotorua, New Zealand. In time he established the largest war surplus disposal business in New Zealand and in 1952 chartered a ship to bring back 300 tons of Jeeps and other equipment from the then Dutch New Guinea jungles. His great interest in mechanical things exte.nded to all vehicles and the first car he collected, an old Stanley Steam car, bought about 1939, was the start of the present Museum. From time to time people heard of his interest and gave him information on old cars which were available, and the collection grew, until in 1954 he opened a small Museum adjacent to his motor business in Rotorua. On an overseas trip in 1957, studying veteran car Museums in the United States and Europe, Mr. Gilltrap negotiated with Mr. Norman Reeves to purchase "Genevieve," the 1904 Darracq which has starred in the film, and was certainly the best known veteran car in the world. Before opening the Museum, George put a selection of the cars on display in the Brisbane City Hall, as a segment of the State's Centenary Celebrations. The Queensland Bush Children Appeal benefited by over $2,000 from the three­ day Autorama. By September, 1959 the new Museum building was ready and the first visitors had the opportunity to see and hear the exhibits in action - George had something unique in his Museum, in that demonstrations of the cars were given- an unheard of idea in the majority of Museums. As the Museum became talked about and a "must" for Gold Coast visitors dozens of celebrities and beauty queens rode on the Gold Coast in some of George's colourful old cars. George considered himself fortunate to be one of the few people who can make their hobby into a full-time business. He was dedicated to his unusual occupation and considered the Gold Coast the ideal spot for it. Every opportunity to help further interest in the area and aid its development was given his full support. He died of leukemia on March 19th, 1966 after a long battle with the illness. His family continue to operate the .,Museum he founded . G6R6VI6V6

1904 Darracq

(Genevieve)

Alexandre Darracq was a successful bicycle manufacturer who entered the. motor field to produce a reliable car with every modern feature of the day at a reasonable price. There is no doubt that he succeeded. using steering column gear change, foot accelerator, good brakes. pendant control pedals, shaft drive. sliding three· speed gearbox etc. and 55-60 km.p.h. speed.

This car is "Genevieve" of the film fame and undoubtedly the most famous car in the world. Shipped to Darracq Motors Limited, in March 1905, after 30 years work she was left abandoned and all records destroyed. In 1948 she was . discovered by Mr. Norman Reeves of Middlesex. who spent two years restoring her to · original condition. When J. Arthur Rank decided to produce a film of the theme of the London to Brighton old car run, it fell to the lot of this 1904 French Darracq to take the leading role. In the film "Genevieve" was driven by John Gregson. The film was one of the most successful comedies ever made and has been shown around the world several times.

Mr. Gilltrap was introduced to "Genevieve's" owner during the London to Brighton old car run in 1957. A timidly made offer to purchase the car was quickly . brushed aside. Mr. Gilltrap returned to New Zealand and had almost forgotten the incident when he received a letter from Mr. Norman Reeves saying he had given the matter further thought and could possibly be interested in negotiating a deal. From there on it was not long till "Genevieve" was safely boxed up and sailing to New Zealand. Due to severe import restrictions in New Zealand she was only allowed in on a temporary permit and the Government's refusal to grant a permanent Import Licence for "Genevieve" helped influence the Gilltrap family's decision to move to . "Genevieve" is kept fully registered and roadworthy because she is often called on to convey notable personalities visiting the Gold Coast.

3. EaPI)l clsvslopmsnts in motoP

It is just over 100 short years since Gottlieb Daimler built the first commercialy successful four stroke compression before ignition engine. In that tiine it has transformed the face of the earth and the lives of those who live on it. The story of those first 25 years after 1872 is the story of men who stuck with a dream through ridicule and disappointment to be rewarded with great personal satisfaction and commercial success. Engine power was nothing new in 1872, of course. The steam engine had a long history of development, and the firm for which Daimler worked, Otto and Langen, was one of many selling gas explosion engines for commercial use, but complexity in the former case and sheer mechanical inefficiency in the latter rendered them impractical for future development. Mention must also be made of Viennese scientist, Seigfried Markus, who built four cars in the 1870s, one of which survives today. Its single cylinder 1570cc engine develops .75 b.h.p. at 500 r.p.m. and propelled Markus' crude vehicle at 8kmp.h. The engine was exceptionally advanced in carburation and its use of low tension magneto ignition but because Markus discontinued his experiments its significance in the development of the motor car is limited. Others, notably the Frenchman lenoir, were also working on the four stroke engine in the early 1880s. In 1885, however, Daimler's work led him to what is generally regarded as the ancestor of the modern internal combustion engine. It was relatively light, high speed (600-700 r.p.m.). used poppet valves and hot tube ignition and Daimler fitted one to a Boneshaker bicycle similar to the one on display at Yesteryear World. Not surprisingly it proved intractable. Another German, Karl Benz, is credited with producing the first light self propelled vehicle for sale to the general public. During the summer of 1885 he mounted a slow running horizontal unit in a three wheeled vehicle, the patent for which was granted in January 1886. The vehicle had only one gear ratio, used a modern type differential and electrical ignition, producing .88 b.h.p. at 400 r.p.m. from 985cc. It would move- just. Benz set to work to improve the vehicle and by 1888 they were suitable for sale to the public having gained among other things, an additional gear and another 2 b.h.p. giving a top speed of 22 km.p.h. Further developments included a fourth wheel and between 1885 and 1901 over 2300 of these machines were sold. During these early days Daimler continued the development of his engine, the V-Twin version of 1888 giving 3.5 b.h.p. at 750 r.p.m. but it was left to the French concern, Panhand et levassor .to successfully adopt this to motor transport. After some initial experiments this famous firm produced a vehicle in 1891 which has the same design concept as a modern or Falcon, what became known as the Panhard

Above Karl Benz Below Gottlieb Daimler

4. tPanspoPt

The 2 Cylinder 4 h.p. Panhard Et Levassor of 1895

System. The engine was placed vertically at the front, followed by a friction clutch, a sliding shaft gearbox and a positive final drive by bevel gear and chain. This car was more difficult to drive, more cumbersome and noisy when compared to the contemporary Benz, with its belt transmission, but it had within it the seeds of future development and refinement to allow it to cope with ever increasing horsepower and today still represents the standard design for the motor car.

Perhaps unfairly, I have ignored the very considerable progress made by the steam vehicles in the period in which we have been discussing, despite the fact that the vehicles of people such as the Bollee family, Serpollet and De Dion Bouton perhaps had more to commend them than the petrol cars. But the path of future development lay with the latter and this became obvious after the first great road race which began at midday on June 11th, 1895. Six steam vehicles, one electric and eleven petrol cars started on a course which took them 1180 km from Paris to Bordeaux and back. In an historic feat of courage and endurance Emilie Levassor drove continuously for 48 hours 47 Y2 minutes to average 24 km.p .h. and lead home seven other petrol cars, the lone steam vehicle to finish taking over 90 hours. In this field of light, fast, reliable personal transport the petrol car had already outpaced its rivals and it received a further boost in 1895 with the development by De Dion Bouton of the first really high speed engines running normally at 1500 r.p.m . and capable of much more. By 1896 a 250cc version of this engine was producing 1.75 b.h.p. and the combination of light weight and high output ensured the engines success, so much so that they found their way into most early motor cars.

From then on the pace of development was to intensify enormously, but the contribution of these early pioneers remained fundamental.

5. AustPal ian Mo toP GaPs Present-day Australian motorists tend to think of the Holden as Australia's first car, but this is not so. · As early as 1897, only 14 years after Benz and Daimler's first cars, at least three Australian­ built cars were on the roads. One of these, the Thompson steam car, has been restored, but the only petrol car- the Pioneer­ no longer exists. The Thompson had a tandem compound engine and in 1900 completed the first long distance race in this country - going from Bathurst to Melbourne in 56 hours 1948 Holden 36 minutes travelling time. Another steam car built by David Shearer of Mannum, South Australia, was capable of carrying nine passengers. The Shearer had a wood fire, twenty-two horsepower engine and a top speed of fifteen miles per hour. The remains of this car are still in South Australia. The Pioneer, manufactured by a Melbourne Company, "The Australian Horseless Carriage Syndicate", was a four-seater built on early Daimler lines with a top speed of 15 km.p.h. By 1901 Col. Harley Tarrant had an engineering works established in Melbourne and had built his first car, using a Benz engine. Later he built a two-cyclinder car with 90% Australian content. Although only 12 of these Tarrants were built they won several Reliability Trials, but by 1907 Tarrant was selling Ford cars which were 200 pounds cheaper than his own and the firm decided to concentrate on retailing instead of manufacturing. In 1904 Messrs Haines and Grut built five cars on similar lines to the Duryea one of these still survives in Melbourne. A South Australian engineer, Mr. F. Caldwell, in 1910 commenced building a huge four wheel drive, power-steered road tractor with 60-80 h.p. engine and top speed of six miles per hour. Over thirty were produced and one is on display in our Museum.

Pioneer Victoria 1897 Caldwell Vale 1910 Shearer South Australia 1897 Australian Six New South Wales 1918-1924 Tarrant Victoria 1899-1901 Roo 1921-1925 Thompson Victoria 1900-1902 Summit New South Wales 1922-1926 Australis New South Wales 1901 -1904 Marks-Moir New South Wales 1923-1930 Campbell Tasmania 1901 Chic South Australia 1925-1930 Lewis South Australia 1901 Lincoln New South Wales 1925 Sutton Victoria 1901-1903 Olympia Victoria 1930 Trackson Queensland 1901 Hamard Victoria 1931 Haines and Grut Victoria 1904 Southern Cross New South Wales 1931 1933 Scarsdale Victoria 1904 Egan Six Victoria 1935-1940 Ace New South Wales 1906-1910

6. In 1913 a Mr. Allan Macqueen of Melbourne advertised a Cyclecar called the Macque which was - apart from the carburettor and magneto - built entirely in Australia and sold for 170 pounds air-cooled, or 185 pounds water-cooled. Government legislation was brought down in July 1917, drastically restricting the import of fully assembled cars, but putting no restriction on the importing of chassis. An enterprising South Australian Dodge dealer, S.A. Cheyney, contacted the saddle making firm of Holden in Adelaide and made arrangements with them to build bodies for Dodge and later other chassis.

Before the war in 1913 American cars were rapidly catching up with British vehicles and by the post-war period had become even more .popular. This fact prompted several local businessmen to import American components and assemble cars in Australia.

The most successful of this type of car was undoubtedly the Australian Six, built by F. H . Gordon and Company, Sydney. The first car came on the market in 1919, though the Museum has a 1918 prototype which was priced at 495 pounds brand new. By 1924 the Company had started to use more locally manufactured parts and cost of the car went up to 650 pounds, pricing it out of the competitive market, and the company had to be dissolved.

Several firms including the Lincoln, Southern Cross, Summit and Egan Six tried to repeat the Australian Six effort, but it was left to General Motors in 1948, after purchasing the Holden body works, to bring out Australia's most successful locally built car- the Holden.

1918 Australian Six

7. FouP Famous Namos DE DION BOUTON Count Albert De Dion was a wealthy aristocrat and businessman whose partnership with a humble toymaker Georges Bouton was as incongruous as it was successful. Formed to manufacture steam vehicles, the firm's efforts between 1883 and 1894 culminated in their "steam horse" which was capable of nearly 50 km.p.h., but both De Dion and Bouton were drawn to the new petrol engines and after 1889 they devoted their energies increasingly in this direction. Bouton's experiments showed him that an engine could run reliably at speeds in excess of 1500 r.p.m. provided a suitable ignition system geared to engine speed could be developed, and when he perfected his coil and contact breaker system, the engine's success was ensured. The significance of this development cannot be underestimated. Prior to this it was believed that in practice, 750-900 r.p.m. was the maximum limit of engine speed and therefore that the relationship between capacity and power was roughly fixed, thus more power meant larger capacity and consequently greate_r weight. De Dion Bouton's engines changed all this and the possibility of greater power from small capacity engines became evident. Initially the company concentrated on fitting their increasingly powerful motors to tricycles which were a great success although others adopted them to four wheel vehicles. In 1899 they introduced the famous "Vis-a-Vis" four wheeled voiturette. An ingenious two speed gearbox with constantly engaged gears and separate expanding clutches was smooth and positive. The famous De Dion rear suspension (fitted to all but a few early versions) allowed the use of a fixed differential with axle drive, thus eliminating the need for chains and improving ride comfort. Its 3 .5 b.h.p., watercooled motor and tubular chassis were relatively light and performance was good for such a small motor. These qualities - reasonable speed, reliability and ease of operation- made the car very popular and took the company to a prominence it was never able to recapture in later years.

1899 De Dian Bouton

8. FORD

1926 Ford Mode/T

Ford was among the early pioneers of the American motor industry, completing his first car in 1896. He was associated unsuccessfully with several early motor companies, but received considerable publicity through the successful racing cars he built. Finally he established the Ford Motor Co. in 1903 and proceeded with his attempt to capture as much as possible of the cheap car market despite some opposition from his fellow workers. The Model N introduced in 1906 was the success he had been waiting for and inspired Ford to take the plunge to build only one model and to build it at the cheapest price. Thus in 1908 the Model T Ford emerged on the market. The first thing to realise about the "T" is that it was a fine motor car. What it lacked in innovation it made up in reliability, strength, good performance and ease of operation. Simplicity was the keynote of the car, extensive use of vanadium steel allowing · strength and durability to be combined with light weight, an important consideration since Ford opted to us_!l. the well tried two speed planf!tary transmission. Its 4 -cylinder 2900cc monobloc engine developed a modest 20 b.h.p. and was splash lubricated. Springing was by the simple expedient of a single transverse spring front and rear. the only mildly unusual feature being the flywheel magneto and unit construction of the engme and gearbox. Initially the car was not all that inexpensive at $850 but volume production as demand multiplied allowed for a gradual reduction of the price to the low point of $260 in 1926. The mass production techniques used were not new by any means but their massive scale was, and between 1908 and 1927 nearly 16 million Model Ts were sold throughout the world. The same stubborness that led Ford to persist with his plan to produce one volume selling model made him continue with it too long in the apparently sincere belief that 'a better car is not and cannot be made', but fortunately the Ford Motor Co. survived the "Ts" demise to produce many more fine motor cars. ·

9. ROLLS ROYCE

1923 Rolls Royce

The Hon. Charles Rolls was among the early pioneers of motoring in England and a highly successful dealer. In 1904 he tested a new car designed and built by Henry Royce and was so impressed by the vehicle that he immediately agreed to take all production and to market the car as a "Rolls-Royce", the company being formally founded in 1906. During 1904 and 1905 Royce produced a variety of cars ranging from 10 h.p. to 30 h.p. models and the cars were raced with success by Rolls. The chief characteristic of the vehicles was not innovative engineering but fine workmanship and attention to detail. In 1906 this proliferation of models gave way to one new model which became known as the Silver Ghost. Like the early cars the Silver Ghost broke no new ground in its design, the 7 litre L head, six cylinder engine giving 48 b.h .p. at 1700 r.p.m. with transmission, chassis, and suspension details being utterly conventional. But the standard of workmanship and level of refinement served to set it apart from its contemporaries combining as it did, lively performance with silence, smoothness, comfort and near total reliability in the one vehicle. The company was quick to exploit the vehicle's quality and organised a series of trials and demonstrations emphasising the Silver Ghost's ability to cover long distances with the utmost reliability and a minimum of wear and tear. In 1910 the company suffered the tragic loss of Charles Rolls in a flying accident, but the· acceptance of the Silver Ghost ensured its successful future. Running changes were made to the Silver Ghost as the years passed, particularly to the engine and transmission areas, all with the aim of ever greater •efinement until the model was finally discontinued in 1924. Personal tastes will determine what each of us feel is the best car. but no vehicle before or after has been able to claim the title "best car in the world" as convincingly as the Rolls Royce Silver Ghost.

10. FERRARI

So far in this section we have looked at three famous companies which have established their place in motoring history through the success of a single model which fulfilled a need in the market. De Dion Bouton produced the first practical motor car in that anyone could operate it with ease, Henry Ford achieved the ultimate in value for money and Rolls Royce came close to relative perfection. Each succeeded because they successfully produced what the market demanded, accepting its constraints as a challenge. Yet much of the impetus for the development of the motor car has come not from the challenge of the market but from a more basic challenge, that of greater and greater speed. This challenge is personified in the man and the cars which bear the name Ferrari. Enzo Ferrari was born in 1898 and from the start automobiles were his life, firstly assisting in his fathers automobile shop, then as a "ferry" driver and finally in 1919 in his first competitive event as a racing driver. He began a long association with Alfa Romeo which was highly successful, initially as a team driver and later as manager of the Scuderia Ferrari racing stable which was in effect the unofficial Alfa Romeo racing team under Ferrari's complete control. Just before the outbreak of World War 2, Alfa decided.to assume direct control and from then on the name Ferrari would stand on its own. Through ups and downs, jubilation an·d tragedy, the cars from ·Modena have at various times dominated· big league open wheeler and sports car racing in a way no other manufacturer has been able to. Not renowned for chassis innovation, the hallmark of the racing Ferrari has been their engines, consistently having the greatest power from a given capacity whilst still maintaining incredible reliability. Ferrari himself has said "Racing is a great mania to which one must sacrifice everything with­ out reticence, without hesitation." Many have made that sacrifice but no one as well as Enzo Ferrari. Even today he views his successful commercial operations as merely a means to the ultimate end- racing.

1955 Ferrari Super Squalo

ll. RostoPation of antiquo caPs

Interest in the acquisition and restoration of antique vehicles and indeed all types of .... antique machinery has grown in recent years. Perhaps your visit to Yesteryear World will move you to join this growing activity and if so I hope that this little section will answer some of your questions. The first thing to do is to join one of the many clubs which today cover all cities and most rural areas. Too many people still wait till they have acquired or 1906 Ford Model N (as found) even restored a car before joining a club and by then t~ey may have learned the hard way what the resources and experience of other club members could have helped them avoid. Most importantly other club members will be the best source of information on where you can obtain a vehicle suitable to your needs and abilities.

Often there will not be a great deal of choice available when you are looking for a suitable car, but patience will always be rewarded. When contemplating purchase look for completeness and originality so as to keep your restoration costs as low as possible and resale value as high as possible. When parts are missing or irreparable you must ask yourself if they would be easily located or made and if not whether the vehicle is of such a type that it would warrant the considerable expense which might be involved. More importantly the majority of the restoration work needed should be within the ambit of your own skills or those of your friends because in most cases the value of a restored vehicle will not be sufficient to compensate for the labour which has gone into it and thus the greater amount of outside work done the less the chance of recovering costs if the vehicle is sold. Some work, particularly painting and upholstering will have to be done by specialists though, because the quality of your restoration will have a major influence on the car's restored value and once again your club should be available to advise on who can do the work with a little more than usual interest for by now that heap of junk is on its way to becoming one of your prized possessions.

12. 1906 Ford Model N (restored) Exhibits VETERAN CARS

1909 Ford Model T

1899 DE DION BOUTON- France Rated 4 h.p. Body/Chassis: Tubular steel chassis. Rear mounted engine. Half elliptic and transverse springing at front and three quarter elliptics at rear. All wood vis-a-vis body. Transmission: Two forward speeds and optional reverse. Column change. Separate expanding clutch for each speed. Final drive by spur gear. Engine: Single cylinder. Vertical. Water cooled. Capacity 400cc (80x80mm). Side exhaust valve. Overhead inlet valve (automatic). Coil ignition. Updraft carburettor. Makers HP 3.5. Road speed 30 km.p.h.

1902 ALBION- Scotland Rated 12.8 h.p. Body/Chassis: Steel chassis. Centre mounted engine. Full elliptic springs front and rear. All wood, rear entry four seater body. Transmission: Two forward speeds and reverse. Sliding gear change. Cone clutch. Final drive by centre chain. Engine: Twin cylinder. Horizontally opposed. Water cooled. Capacity 2100cc (102x1 28mm). Side valves. Low tension ignition. Updraft carburettor. Makers HP 8. Road speed 20 km.p.h.

1902 OLDSMOBILE- U.S.A. Rated 8.1 h.p. Body/Chassis: No chassis. Centre mounted engine. Longitudinally transverse springs. All wood curved dash runabout body. Transmission: Two forward speeds and reverse. Planetary gearbox with lever control. Final drive by centre chain. Engine: Single cylinder. Horizontal. Water and air cooled. Capacity 1550cc (114x152mm ). Overhead valves. Trembler coil ignition. Updraft carburettor. Makers HP 5. Road speed 30 km.p.h. 13 . 1903 PANHARD et LEVASSOR- France Rated 10 h.p. Body/Chassis: Wooden chassis. Front mounted engine. Half elliptic springs front and rear. Wood frame and metal panelled rear entrance tonneau body. Transmission: Three forward speeds and reverse. Sliding quadrant gear change. Cone clutch. Final drive by twin side mounted chains. Engine: Twin cylinder. Vertical. Water cooled. Capacity 1650cc (90x130mm). Side exhaust valves. Overhead (automatic) inlet valves. Trembler coil ignition. Updraft carburettor. Road speed 50 km.p.h.

1904 DARRACQ- France "Genevieve" Rated 16.2 h.p. Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and rear. Mainly wood two seater runabout body. Transmission: Three forward speeds and reverse. Sliding quadrant column gear change. Cone clutch. Final drive by shaft. Engine: Twin cylinder. Vertical. Water cooled. Capacity 2500cc (115x120mm). Side valves. Updraft carburettor. Trembler coil ignition. Makers HP 12. Road speed 50 km.p.h.

1905 DE DION BOUTON- France Rated 10 h.p. Body/Chassis: Tubular steel chassis. Front mounted engine. Half elliptic springs front and rear. Additional transverse spring at rear. Mainly wooden body in Laundulet style. Transmission: Three forward speeds and reverse. Sliding quadrant gear change. Cone clutch. Gearbox and differential in single unit at rear. Final drive by shaft. Engine: Twin cylinder. Vertical. Water cool.ed. Capacity 1275cc (90x1 OOmm). Side exhaust valves. Overhead inlet valves (automatic). Updraft carburettor. Trembler coil ignition. Road speed 30 km.p.h.

1906 FORD MODEL N- U.S.A. Rated 22.5 h.p. Body/Chassis: Pressed steel chassis. Front mounted engine. Full "BIIiptic springs at rear. transverse spring at front. Mainly wooden two seater runabout body. Transmission: Two forward speeds and reverse. Planetary gearbox with foot and lever controls. Final drive by shaft. Engine: Four cylinder in line. Water cooled. Capacity 2400cc (95x85mm). Side valves Updraft carburettor. Trembler coil ignition. Makers H P 18. Road speed 50 km.p.h.

1907 CADILLAC MODEL "K"- U.S.A. Rated 1 0 h.p. Body/Chassis: Pressed steel chassis. Centre mounted engine. Half elliptic springs at rear, transverse at front. Mainly wooden, two seater runabout body. Transmission: Two forward speeds and reverse. Planetary gearbox with pedal and level controls. Final drive by centre chain. Engine: Single cylinder. Horizontal. Water cooled. Capacity 1600cc (1 27x127mm). Overhead valves. Splash carburettor. Dual trembler coil ignition. Makers HP 6.5. Road speed 40 km.p.h.

1908 CLEMENT BAYARD- France Rated 8.9 h.p. Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and rear. Mainly wood, two seater "colonial" runabout body. Transmission: Three forward speeds and reverse. Sliding quadrant gear change. Cone clutch. Final drive by shaft. Engine: Four cylinder in line. Water cooled. Capacity 1125cc (60x1 OOmm). Side valves. Updraft carburettor. High tension magneto ignition. Road speed 40 km.p.h.

1908 VULCAN- England Rated 25.6 h.p. Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs at front, threequarter elliptic springs at rear. Mainly wood "Roi-de-Belge" tourer body. Transmission: Three forward speeds and reverse. Gate change. Cone clutch. Final drive by shaft. Engine: Four cylinder in line. Water cooled. Capacity 3950 (102x121mm). Side valves (T head). Updraft carburettor. Trembler coil and high tension magneto ignition. Makers HP 20. Road speed 70 km.p.h.

14. 1909 FORD MODEL "T" - U.S.A. Rated 22.5 h.p. Body/Chassis: Pressed steel chassis. Front mounted engine. Transverse springs front and rear. Mainly wood, tourer body. Transmission: Two forward speeds and reverse. Planetary gearbox with foot and lever .controls. Final drive by shaft. · Engine: Four cylinder, in line. Water cooled. Capacity 2900cc (95x102mm). Side valves. Updraft carburettor. Trembler coil and high tension magneto ignition. Makers HP 20. Road speed 50 km.p.h. 1909 RENAULT- France Rated 7.2 h.p. Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs at front and three· quarter at rear. Mainly wood four seater "detachable tonneau" body. Transmission: Three forward speeds and reverse. Sliding quadrant gearchange. Cone clutch. Final drive by shaft. Engine: Twin cylinder. Vertical. Water co.oled. Capacity 1 050cc (75x115mm). Side valves. Updraft carburettor. High tension magneto ignition. Makers HP a.• Road speed 50 km.p.h. 1910 A.C. SOCIABLE- England Rated 5 h.p. Body/Chassis: Tubular steel rear subframe. Rear mounted engine. Half elliptic springs at front, quarter elliptic at rear. All wood three seater "sociable" body. Transmission: Two forward speeds, no reverse. Planetary gearbox in rear hub. Final drive by chain. Engine: Single cylinder. Vertical. Air cooled. Capacity 630cc (90x102mm). Side valves. Side draft carburettor. High tension magneto ignition. Makers HP 6. Road speed 50 km.p.h. 1910 INTERNATIONAL- U.S.A. Rated 20 h.p.· Body/Chassis: Wooden chassis. Centre mounted engine. Full elliptic springs front and rear. All wood eight seater, open bus body. Transmission : Two forward speeds and reverse. Planetary gearbox with lever controls. Final drive by dual chains. Engine: Twin cylinder. Horizontally opposed. Air cooled. Capacity 3200cc (127x127mm). Overhead valve. Updraft carburettor. Trembler coil ignition. Road speed 30 km.p.h. 1910PANHARDetLEVASSOR-France Rated h.p. Body/Chassis: Pressed steel chassis. Front mounted engine. Halt elliptic springs at front and transverse at rear. Wooden framed, steel panelled "ra·ceabout" body. Transmission : Four forward speeds and reverse. Sliding quadrant gearchange. Cone clutch. Final drive by shaft. Engine: Four cylinder in line. Water cooled. Capacity unknown. Side valves. (T head). Updraft carburettor. High tension magneto ignition. Road speed 80 km.p.h.

1907 Cadillac

15. 1911 HUPMOBILE "20" - U.S.A. Rated 17 h.p. Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and transverse at rear. Wooden framed, steel panelled "raceabout" body. Transmission: Two forward speeds and reverse. Gate gear change. Multidisc clutch. Final drive by shaft. Engine: Four cylinder in line. Water cooled. Capacity 1900cc (83x89mm). Side valves. Updraft carburettor. High tension magneto ignition. Makers HP 15. Road speed 50 km.p.h.

1913 HUM BE RETTE - England Rated 8.5 h.p. Body/Chassis: Tubular steel chassis. Front mounted engine. Transverse springs at front, quarter elliptic springs at rear. Wooden framed aluminium panelled roadster body. Transmission: Three forward speeds and reverse. Sliding quadrant gearchange. Cone clutch. Final drive by shaft. Engine: Twin cylinder. V configuration. Air cooled. Capacity 1 OOOcc (84x90mm). Side valves. Updraft carburettor. High tension magneto ignition. Makers HP 5.6. Road speed 40 km.p.h.

1914 DETROIT - U.S.A. Body/Chassis: Pressed steel chassis. Centre mounted engine. Half elliptic springs front and threequarter elliptic at rear. Wooden framed, steel panelled "Brougham" body. Transmission : Direct shaft drive from motor to rear wheels. Engine: Electric motor. 84 volts maximum power. Road speed 30 km.p.h.

1914 MORRIS OXFORD- England Rated 8.9 h.p. Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs at front and threequarter elliptic at rear. Wooden framed, steel panelled roadster body. Transmission: Three forward speeds and reverse. Gate gear change. Multiplate clutch. Final drive by shaft. Engine: Four cylinder, in line. Water cooled. Capacity 1 OOOcc (60x90mm). Side valves. (T head). Updraft carburettor. High tension magneto ignition. Makers HP 10. Road speed 55 km.p.h.

1914 TWOMBLEY - U.S.A. Body/Chassis:· Pressed steel chassis. Front mounted engine. Half elliptic springs at front, quarter elliptic at rear. No body fitted. Transmission: Infinitely variable forward and reverse speeds by friction disc with lever control. Final drive by side chain. Engine: Four cylinder, in line. Water cooled. Capacity not known. Side valves. Updraft carburettor. High tension magneto ignition. Road speed 65 km.p.h.

1918 AUSTRALIAN SIX - Australia Rated 23.5 h.p. Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and rear. Wooden framed, steel panelled tourer body. Transmission: Three forward speeds and reverse. Central gate gear change. Multiplate clutch. Final drive by shaft. Engine: Six cylinder, in line. Water cooled. Capacity 3800cc (79x127mm). Side valves. (T head). Updraft carburettor. Coil ignition. Makers HP 4 5. Road speed 80 km.p.h.

Other veterans not on display: 1901 Locomobile Steamer 19 11 Napier 30 h.p. 1905 Russell 19 12 Sunbea m 12/1 6 1910 F.N . 19 14 Overland 79 19 11 Daimler 40 h.p. 19 14 Ta lbot 12 / 16

16. 1910 Panhard

1902 Albion

1914 Detroit Electric

17. 'Vintafjo GBPS

1929 Ford Mode/A

1920 - England Body/Chassis: Pressed steel chassis. Front mounted engine. Quarter elliptic springs front and rear. Wooden framed steel panelled roadster body. Transmission: Three forward speeds and reverse. Central ball gear change. Single dry plate clutch. Final drive by shaft. Engine: Twin cylinder. Horizontally opposed. Air cooled. Capacity 1000cc (85x80mm). Side valves. Downdraft carburettor. High tension magneto ignition. B.H.P. 8. Road speed 50 km.p.h. 1922 FRANKLIN - U.S.A. Body/ Chassis: Wooden chassis. Front mounted engine. Full elliptic springs front and rear. Wooden framed aluminium panelled body. Transmission: Three forward speeds-and reverse. Central gate gear change. Single dry plate clutch. Final drive by shaft. Engine: Six cylinder, in line. Air cooled. Capacity 3875cc (83x1 21 mm). Overhead valves. Updraft carburettor. Coil ignition. Road speed 75 km.p.h. 1923 FORD T- U.S.A. "Half and Half" Body/Chassis: Pressed steel chassis. Front mounted engine. Transverse springs front and rear. Wooden framed, steel panelled tourer body. Transmission: Two forward speeds and reverse. Planetary gear box with foot and lever controls. Final drive by shaft. Engine: Four cylinder, in line. Water cooled. Capacity 2900cc (95x1 02mm). Side valves. Updraft carburettor. Trembler coil and high tension magneto ignition. B.H.P. 20. Road speed 65 km.p.h. 1923 ROLLS ROYCE "SILVER GHOST"- England Body/Chassis: Pressed steel chassis. Front mount.ed enginA. Half elliptic springs at front and cantilever at rear. Wooden framed aluminium panelled tourer body by Barker. Transmission: Four forward speeds and reverse. Gate gear change. Cone clutch. Final drive by shaft. Engine: Six cylinder, in line. Water cooled. Capacity 7400cc (114x121 mm). Side valves. Updraft curburettor. Dual ignition by coil and high tension magneto. B.H.P. 65. Road speed 90 km.p.h. 18. 1923 AUSTIN "7" - England Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs at rear, transverse at front. Wooden framed, steel panelled tourer body. Transmission: Three forward speeds and reverse. Central ball gear change. Single dry plate clutch. Final drive by shaft. Engine: Four cylinder, in line. Water cooled. Capacity 750cc (56x76mm). Side valves. Updraft carburettor. Coil ignition. B.H.P. 11 . Road speed 55 km.p.h. 1923 WOLSELEY- England Body/Chassis: Pressed steel chassis. Front mounted engine. Quarter elliptic springs front and rear. Wooden framed steel and aluminium sports body. Transmission: Three forward speeds and reverse. Gate gear change. Multiplate clutch. Final drive by shaft. Engine: Four cylinder, in line. Water cooled. Capacity 1250cc (65x95mm). Overhead camshaft. Updraft carburettor. Coil ignition. Road speed 70 km.p.h. 1923 ISOTTA FRASCHINI-Italy Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and rear. Wooden framea. steel panelled roadster body. (Not origmall. Transmission: Three forward speeds and reverse. Central ball gear change. Disc ciutch. Final drive by shaft. Engine: Eight cylinder, in line. Water cooled. Capacity 5900cc (85x130mm). Overhead camshaft. Twin side draft carburettors. High tension magneto ignition. B.H.P. 80. Road speed 120 km.p.h. 1925 CHEVROLET SUPERIOR K- U.S.A. Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and rear. Wooden framed steel panelled tourer body. Transmission: Three forward speeds ana reverse. Central ball gear change. Cone clutch. Final drive by shaft. Engine: Four cylinder, in line. Water cooled. Capicity 2800cc (94x1 02mm). Overhead valves. Updraft carburettor. Coil ignition. B.H .P. 32. Road speed 70 km.p.h. 1925 STANLEY STEAMER- U.S.A. Body/Chassis: Pressed steel chassis. Rear mounted engine. Half elliptic springs front and rear. Wooden framed steel panelled fixed head tourer body. Transmission: Direct drive only. Final drive by spur gear. Engine: Twin cylinder. Horizontal double acting. Capacity 2000cc (1 02x127mm). B.H.P. 60. Road speed 80 km.p.h.

1925 Chevrolet SuperiorK.

19. 1923 Wo/seley

STEARNS KNIGHT- U.S.A. Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and rear. Wooden framed. steel panelled sedan body. Transmission: Three forward speeds and reverse. Central ball gear change. Dry plate. clutch. Final drive by shaft. Engine: Eight cylinder in line. Water cooled. Capacity 6300cc (89x127mm). Sleeve valves. Updraft carburettor. Coil ignition. Road speed 90 km.p.h. 1926 FORD MODEL T- U.S.A. Body/Chassis: Pressed steel chassis. Front mounted engine. Transverse springs front and rear. Wooden framed steel panelled sedan body. Transmission: Two forward speeds and reverse. Planetary gearbox with foot and lever controls. Two speed differential. Final drive by shaft. Engine: Four cylinder in line. Water cooled. Capacity 2900cc (95x102mm). Side valves. Updraft carburettor. Trembler coil and high tension magneto ignition. B.H.P. 20. Road speed 65 km.p.h. 1927 TRIUMPH- England Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs at front and quarter elliptic at rear. Wooden framed steel panelled tourer body. Transmission: Three forward speeds and reverse. Central ball gear change. Single dry plate clutch. Final drive by shaft. Engine: Four cylinder in line. Water cooler. Capacity 825cc (57x83mm). Side valves. Updraft carburettor. High tension magneto ignition. Road speed 55 km.p.h. 1929 FORD MODEL A- U.S.A. Body/Chassis: Pressed steel chassis. Front mounted engine. Transverse springs front and rear. Wooden framed steel panelled tourer body. Transmission: Three forward speeds and reverse. Central ball gear change. Multidisc clutch. Final drive by shaft. Engine: Four cylinder in line. Water cooled. Capacrty 3250cc (98x108mm). Side valves. Updraft carburettor. Coil ignition. B.H.P. 40. Road speed 75 km.p.h. Otner vrntage cars not on display: 1923 Overland - .. 1926 Dodge 1919 Ford Model T 1925 Citroen 1928 Chrysler 1920 Lincoln 1925 Jewett 1929 Buick Roadster 1922 Benz Willys Knight 1930 Austin 7 1923 Lanchester 1925 Morris Cowley 1930 A .J.S. 1923 Essex 1925 Peugot Graham Paige 20. 1925 Stanley Steamer

1923 lsotta Fraschini

1922 Franklin

21. Post vintaf1a 1935 DAIMLER- England Body/Chasis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and rear. Wooden framed, aluminium panelled limousine body. Transmission: Four forward speeds and reverse. Wilson preselector with Daimler fluid flywheel. Final drive by shaft. · Engine: Eight cyclinder. in line. Water cooled. Capacity 3750 cc (72x115 mm). Overhead camshaft. Side draft carburettor. Coil ignition. Road speed 90 km.p.h.

1935 AUSTIN TAXI- England Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and rear. Wooden framed steel panelled Laundulet Taxi body. Transmission: Four forward speeds and reverse. Central ball change. Single dry plate clutch. Final drive by shaft. · Engine: Four cylinder in line. Water cooled. Capacity 1850 cc (72x114mm). Side valves. Updraft carburettor. Coil ignition. Road speed 55 km.p.h.

1950 HUDSON SPECIAL-Australia Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and rear. Steel 'monoposto' body. Transmission: Four forward speeds and reverse. Central ball gear change. Cork pads in fluid clutch. Final drive by shaft and hyboid gear. Engine: Six cylinder in line. Water cooled. Capacity 3554cc (76x127mm). Side valves. Twin downdraft carburettors. Coil ignition. B.H.P. 120 (approx.). Road speed 170 km.p.h. (max.).

1955 FERRARI SUPER SQUALO -Italy Body/Chassis: Tubular steel chassis. Front mounted engine. Coil springs at front, transverse spring De Dion type rear suspension. All aluminium 'monoposto' body. Transmission: Five forward speeds and reverse. Gate gear change. Single plate clutch. Final drive by shaft to unit gearbox and differential. Engine: Four cylinder in line. Water cooled. Capacity 2500 cc (100x80mm). Twin overhead camshaft. Twin throat sidedraft carburettors. Twin high tension magneto ignition. B.H.P. 275. Road speed 265 km.p.h. (max.).

1948 HOLDEN- Australia Body/Chassis: Unit construction steel body and chassis. Front mounted engine. Coil springs at front and half elliptic at rear. Sedan body. Transmission: Three forward speeds and reverse. Column mounted gear change. Single dry plate clutch. Final drive by shaft and hyboid gear. Engine: Six cyclinder in line. Water cooled. Capacity 2260 cc (76x83 mm). Overhead valves. Downdraft carburettor. Coil ignition. Road speed 100 km.p.h.

1969 AUSTIN 1800- England Body/Chassis: All steel unit construction body and chassis. Front mounted east west engine. Adjustable hydrolastic suspension front and rear. Sedan body. Transmission: Four forward speeds and reverse. Central gear change. Single plate clutch. Final drive by half shaft. Engine: Four cylinder in line. Water cooled. Capacity 1800 cc (80x89mm). Overhead valves. Twin sidedraft carburettors. Coil ignition. B.H.P. 130 (approx). Road speed 165 km.p.h. (max.).

22. 1950 Hudson Special

1969 Austin 1800

1934 Daimler

23. MotoPG)lclos & G)2GI8S

1870 BONESHAKER- Englana 1914 RUDGE MULTI- England The "Boneshaker" is of wood and steel Engine: Single cylinder. Air cooled. construction, has the pedals mounted directly on Capacity 500cc (85x88mm). the front wheel and features a rudimentary Side exhaust and overhead inlet braking system. valve. Side draft carburettor. Magneto ignition. 1875 PENNY FARTHING - .England Transmission: Variable pulley and belt drive. In concept the "Penny Farthing" style bicycle is similar to the "Boneshaker" which preceeded it, 1914 TRIUMPH- England but the larger front wheel gives much greater Engine: Single cylinder. Air cooled. Capacity 550cc (85x97mm). speed. Side valves. Side draft 1886 HUMBER TANDEM carburettor. Magn~to ignition. TRICYCLE- England Transmission: Three speed in hub. Belt drive. The Humber is a fairly sophisticated machine, 1922 - England chain driven by two sets of pedals and sporting a Engine: Twin cylinder. Horizontally differential. It is quite fast and safe if due opposed. Air cooled. Capacity attention is paid to front and rear weight 350cc (61x60mm). Side valves. distribution. Side draft carburettor. Magneto ignition. 1898 COLUMBIA BICYCLE Transmission: Three speed. Chain cum belt drive . . U.S.A. 1923 B.S.A. - En~land The Columbia is fairly modern in appearance and Engine: Single cylinder. Air cooled. has the interesting feature of shaft drive. Capacity 550cc (85x98mm). 1910 TANDEM BICYCLE- England Side valves. Side draft Bicycles with accommodation for two or more carburettor. Magneto ignition. passengers were not uncommon around the turn Transmission: Three speed. Chain drive. of the century and remind us that they were a 1926 ACE- U.S.A. competitor to the horse and buggy. Engine: Four cylinder in line. Air cooled. 1968 "SEVEN SEATER" BICYCLE Capacity 1250cc (70x83mm). Side exhaust valve and overhead -Australia inlet valve . Side draft Constructed especially for a TV commercial this carburettor. Magneto ignition. bicycle is difficult enough to ride in a straight line Transmission: Four speed. Chain drive. and requires superhuman strength for co.rnering. 1927 NORTON AND SIDECAR 1901 SINGER AUTOWHEEL Engine: Single cylinder. Air cooled. Engine: Single cylinder. Air cooled. Capacity 630cc (82x120mm). Capacity 258cc. Side exhaust Side · valves. Side draft valve and over.head (automatic) carburettor. Magneto ignition. inlet valve. Surface carburettor. Transmission: Four speed. Chain drive. Low tension magneto ignition. Transmission: Gear on camshaft meshes with 1928 HARLEY DAVIDSON- U.S.A. an internal tooth gear on wheel. Engine: Twin cylinder. V configuration. Air cooled. Capacity 750cc. Side 1906 MOTO REVE - Switzerland valves. Side draft carburettor. Engine: Twin cylinder. V configuration. Coil ignition. Air cooled. Capacity unknown. Transmission: Three speed. Chain drive. Side exhaust valve and over­ head (automatic) inlet valve. Updraft carburettor. Magneto ignition. Motorcycles not on display: Transmission: Direct belt drive. 1922 Douglas 1909 NSU - Germany 1925 B.S.A. Engine: Single cylinder. Air cooled. 1930 B.S.A. Capacity unknown. Side exhaust Harley Davidson and overhead inlet valve. Side draft carburettor. Magneto Norton ignition. Transmission: Direct belt'drive. 24. 1927 Norton & Sidecar

1926 Ace Four

1888 1901 Humber . Singer Tricycle Auto Wheel

1909 NSU

1870 Bone­ Shaker

25. GommePcial vehicles

1908 WALKER ELECTRIC Body/Chassis: All steel chassis. Rear mounted engine. Half elliptic springs front and rear. No body fitted. Transmission: Direct drive on rear axle with integral differential. Engine: Transverse electric motor between rear wheels. 60 volt. Road speed 20 km.p.h.

1910 CALDWELL VALE Body/Chassis: All steel construction. Front mounted engine. Half elliptic springs front and rear. Flat deck and seat only. Transmission: Four wheel shaft drive. Engine: Four cylinder in line. Water cooled. Capacity 11,128cc (152x152mm). Side valves. Updraft carburettor. High tension magneto ignition. Makers HP 60. Roaf:l speed 8 km.p.h.

1913 UNIC CHARABANC- France Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and rear. Wood framed, steel panelled "charabanc" bus body. Transmission: Four forward speeds and reverse. Gate gear change. Cone clutch. Final drive by shaft. Engine: Four cylinder in line. Water cooled. Capacity 3200cc. Side valves. Updraft carburettor. High tension magneto ignition. Road speed 40 km.p.h.

1918 LATIL- France Body/Chassis: Pressed steel chassis. Front mounted engine. Half elliptic springs front and rear. No body fitted. Four wheel steering. Transmission: Reduction gear ratio gives six forward speeds and two reverse. Single plate clutch. Final drive by shaft and half shaft. Engine: Four cylinder in line. Water cooled. Capacity unknown. Side valves. Side draft carburettor. High tension magneto ignition.

1927 Foden Steam Truck

26. 1910 Caldwell Vale

1922 FORD FIRE ENGINE- U.S.A. Body/Chassis: Pressed steel chassis. Front mounted engine. Transverse spring at front. half elliptic springs at rear. Mainly wood fire fighting body. American Hale pump 250 gallons per minute. Transmission : Two forward speeds and reverse. Planetary gearbox with foot and lever controls. Final drive by shaft. Engine: Four cylinder in line. Water cooled. Capacity 2900cc (95x1 002mm). Side valves. Updraft carburettor. Trembler coil and high tension magneto ignition. B.H.P. 20. Road speed 50 km.p.h.

1927 FODEN STEAMER- England Body/Chassis: All steel chassis. Front mounted engine. Half elliptic springs front and rear. Mainly wooden cab and tray with three way tip mechanism. Transmission: Three forward speeds and three reverse. Two sliding levers. Final drive by one side chain. Eng./Boiler: Twin cylinder horizontal compound engine. Capacity 5000cc. Boiler pressure is 220 lb. per sq. in. Road speed 20 km.p.h.

1942 MACHINE GUN CARRIER -America This is a Ford VB powered full tracked machine gun carrier.

Other commercial vehicles not on display: 1911 De Dion Bouton 1919 Renault 1913 Dennis Fire Engine 1920 Ballot 1914 Fiat 1929 Dennis Fire Engine 1915 Ford T Depot Hack 1942 Willys Jeep

27. FaPm machinoP~

"The Barn" Featuring 1916 Rumley Oil Pull

1914 INTERNATIONAL MOGUL- U.S.A. Engine Position: Horizontal. One cylinder. Overnead valve. Hopper water cooling. 16 h.p. Fuel: Kerosene. Gearbox: One forward speed and reverse. Final Drive: Chain. 1916 RUMELEY OIL PULL- U.S.A. Engine Position: Horizontal. Two cylinders side by side. 0il cooled. Overhead valve. 20 h.p. Fuel: Kerosene and water. Gearbox: One forward speed and reverse. Final Drive: Spur gear. The oil pull tractor is quite unique in design because it has oil in the radiator which is cooled by the exhaust action. The engine burns a mixture of 50% kerosene and 50% water. and the tractor could do the work of six horses. 1924 CASE 12/20- U.S.A. Engine Position:Vertical. Four cylinders. Overhead valve. Water cooled. 20 h.p. Fuel : Kerosene. Gearbox: Two forward speeds and reverse. Final Drive: Spur gear. 1925 FORDSON- U.S.A. Engine Position:Vertical. Four cylinder. Side valve. Water cooled. with radiator. 20 h.p. Fuel : Kerosene. Gearbox: Three forward speeds and reverse. Final Drive: Worm drive.

28. 1925 CATERPILLAR 2 TON - U.S.A. Engine Position:Vertical. Four cylinder. Water cooled. 25.7 h.p. Gearbox: Three forward speeds and reverse. Final Drive: Gear.

1922 HART PARR Engine Position:Horizontal. Two cylinders. Overhead valves. Fuel: Kerosene. Gearbox: Three forward speeds and reverse. Final Drive: Spur gear.

Mechamsed farming has played a big part in keeping Australian agriculture efficient and in many cases Australian engineers led the way. Our farm machinery section includes the following : 1900 Massey Harris Reaper and Binder Thresher and Elevator 1910 Bagshaw Winnower Ploughs 1915 Sunshine Harvester HoPsa (\pawn vablclas

Cobb& Co. Coach

1860 SHAND AND MASON FIRE TENDER - England. This is the earliest type of fire fighting device. Up to ten men manually operate the pump which has a capacity of 50 gallons per minute.

1870 SHAND AND MASON FIRE TENDER - England. The steam pump saw a huge improvement in firefighting efficiency. Whilst the tender is being furiously drawn to the fire a courageous fireman is busy steaming up at the rear and usually has useful pressure by the time the fire is reached. Pumping capacity is 350 gallons per minute. 29. COBB AND CO. COACH- U.S.A. A legend in Australian history are the coaches of Cobb and Co. Ours is an original American vehicle made by the Abbott Downing Co. of New Hampshire. Accommodation for eleven passengers is provided in extreme discomfort. Transverse leather springs may be durable but leave a little to be desired in ride comfort.

PHAETON CARRIAGE- England. The Victoria Phaeton provides comfortable face to face accommodation for four passengers, two of whom have the added benefit of a spacious canopy. Our vehicle was originally imported by the late Mr. Anthony Horden.

SURREY- Australia. Small two seater surreys of this type drawn by a single horse were the standard form of transport for most people around the turn of the century.

BAKERS WAGON A typical horsedrawn commercial vehicle. Fully enclosed and with full elliptic springs front and rear. CART No special use.

JAUNTING CART -Ireland. The late Mr. George Gilltrap purchased this Irish Jaunting cart on the spot after viewing the lakes of Killarney from it.

CHINESE RICKSHAW Not a horsedrawn vehicle, of course. but the genuine article from Hong Kong.

Phaeton Carriage

30. Aviation 1936 MOTH MINOR- England The Moth Minor. was manufactured by De Havilland with an 80 h.p. Gypsy Minor motor and normal cruising speed of 170 km.p.h. It was last used by the Queensland Air Ambulance and Taxi Service. ROTARY ENGINE- England Nine cylinder rotary engine on which the camshaft is fixed and the cylinders spin. B.H.P. 130. This engine was built by Ruston Proctor and Co. under a Le Clergot licence. ROLLS ROYCE MERLIN ENGINE- Australia Twelve cylinder V configuration B.H.P. 1760 at 3000 r.p.m. Built under licence by the Commonwealth Aircraft Corporation. ROLLS ROYCE DERWENT JET ENGINE- England This is a Mk 8 type about which we have few details UNKNOWN We believe this small engine to be a 1910 Napier aero engine but it has no visible markings. bocomoti vas 1910 FOSTER PORTABLE ENGINE- England

The Foster is not a true locomotive, as she had to be pulled to the worksite by horse where she acted as a stationary motor, her giant pulley serving as a power take off. 1914 HUDSWELL CLARKE- England

Type 2-4-0. Weight 12 tons. Boiler pressure not known. This locomotive was originally purchased from the Moreton Mill and used on their passenger tramway between the Mill, Nambour and Coolum Beach, and later as a cane loco when this line closed in 1935. 1923 FOWLER- England

Type 0-4-0. Weight 4.5 tons. Boiler pressure 180 lbs per sq in. The Rocky Point Sugar Mill used this loco on their private tramway to convey sugarcane from the surrounding fields. pulling up to 100 cane trucks at a time ...... ·------············-

THANKS Over the years many people have assisted us in locating items of interest for the museum. We would like to take this opportunity to thank them for their generosity and the thoughtfulness which has benefited the many thousands of people who have gained some enjoyment from visiting Yesteryear World...... - ...... 31. Waapons

1670 Arabic Muzzle Loader

Lee Enfield .303

1873 Winchester .44 Rifle

Wilkinson Sword

The collection includes: 22 swords. daggers and bayonets. 9 Winchester and Martini action rifles. 13 muzzle loading guns. 7 post 1 900 rifles. 5 breech loaders and carbines. Complete selection of cleaning. bullet making and other accessories and ammunition.

A Bedouin flintlock (circa 1670) is the oldest item in our small arms display. It was normally used by resting it on the side or back of the owners camel which thus provided protection as well as support. It is not too far removed from the cumbersome muzzle loaders which were standard equipment in the set piece battles of nineteenth century European Wars. There is a stark contrast however as we move on to the beautifully made English sporting shotguns of the late nineteenth century where style goes hand in hand with function. But for sheer compact efficiency. the Winchester .44 repeating rifles are hard to beat. They are renowned as "the gun that won the west." Finally we see some more modern weapons including the well known .303 Lee Enfield.

To many the most fascinating part of this collection will be the fine range of accessories. particularly those associated with the earlier guns which illustrate that shooting was an art in which the final act of firing was the last part of many hours of patient preparation of gun and ammunition.

The sword and dagger collection has many interesting items ranging from a beautiful balanced Wilkinson sword to a rough blacksmith-made article. This entire small arms collection is the property of Mr. Graham Gataker of Maryborough and we are grateful to him for making it available. 32. Household items

It is not our intention in these displays to try to recreate the life of a particular period, rather we hope to show the development of items which are now commonplace. Thus we see how the humble iron developed from the sad iron of the 1880's which was little more than a piece of solid iron, through many stages to the electric iron of today. Of particular interest are the mixing implements and churns. The hand operated glass churns of varying size are things of the P,ast but the electric mixers could be mistaken for those in many homes today, yet they are forty years o ld . Pulsator action is ingeniously incorporated in the wooden 1880 washing machine and along with the giant mangle and trouser press show us the big part muscle power p layed in cleaning in the nineteenth century. To most of us the vacuum cleaner and electric motor are inseparable but our 1910 National cleaner is hand operated. It does work ­ just. We are continually trying to expand our displays of interesting o ld household items and any assistance you could give in this regard would be much appreciated.

SEWING MACHINES

We have 8 sewing machines on display, 7 are hand operated and one is a larger treadle machine. They range in size from a tiny portable which is only 25x6x10cm to cabinet models similar in size to those you would buy today, but in each case there is a simple standard action. It is interesting to note sewing machine manufacture was one of the first areas where mass production techniques were employed.

TELEPHONES

In the field of personal communication no invention has had as much impact as the telephone. The majority of exhibits in this section are wall phones with a wide variety of hand and mouth pieces. Exceptions are a very early desk top model. Errikson Field Telephone and early switchboard.

TYPEWRITER

Keyboard and typeset arrangements for typewriters are now fairly standard but only after decades of experimentation. Our typewriters show some of the different methods employed, perhaps the most fascinating being the single key and point system used on our Mignon typewriter. And its rotating cylinder style typeset is virtually identical to the "golf ball" style of the latest electric typewriter.

OTHER DISPLAYS

Photography is taken for granted today and the latest cameras are often no bigger than a pack of cigarettes. Our two giant cameras show the beginning of that process and use a single glass plate rather than film. In these days of television the motoscope seems very crude indeed. As you peer through the eye piece, still shots representing every fourth frame of a motion picture move rapidly past and the action is amazingly lifelike. Our film rolls include prize fights. Charles Chaplin and daring ladies. Blacksmiths and shoemakers equipment, convict and oboriginal items and others complete the displays. 33. Edison Phonograph

Symphonium Music Box

Music items

Thomas Edison left his mark on our lives in many different ways but is perhaps best remembered for the phonograph. The tiny Edison Gem from the turn of the century may not have the· incredible sound reproduction of a modern stero. but to the people of that time it was little short of a modern miracle. As the quality of cylinder players developed we start to see the enormous and artistic horns which usually dwarf the players themselves but do provide a robust sound. With the introduction of the thick flat diamond disc records the players grew rapidly in size. lnbuilt speakers were now the norm and large and often ornate cabinets made many players pieces of fine furniture as well as entertainment. finally we see the introduction of the more modern "78" records. although now even these are a thing of tne past. All the players in the collection are hand wind models whose operation is based on clockwork principles. Pride of place in this part of our displays goes to the Symphoniom Automatic Music Box. A few gentle winds and a penny in the slot brings the jukebox of the 1880's to life. The clockwork operated bells are triggered by fingers activated by a flat metal disc with tiny projections covering its surface. Its melodious sound is well suited the waltzes it usually played.

This display also includes a 1878 Kirkman Piano and an interesting type of portable piano callea a Dulcitone. It is only 97x37x26cm.

Also on display are different styles of early radios and speakers which we hope will revive many memories for some of our visitors.

34. SOME COMMON QUESTIONS

What is a veteran or vintage car? manufacture most of the old tyre sizes although delivery and prices vary A veteran car is ooe built before 1919 and a vintage car Ia one built greatly with the demand for particular sizes. We uae ordinary super fuet before 1931. Vehicles built ritter this date can have an historical value, for convenience although many of the cars would run quite well on particularly those built up to 1942 and thooa which earn the title poet­ standard fuel. Oil is a slight problem as modern detergent oils do not vintage cla11ic. It seems today's volume produced cars may attain some give the beat results in the older vehicles which thrive on the deposits hlatorical value In time. but most intereat will always be on veteran and built up from use of pure oil. vintage cars because they represent the transition from animal to How much Is an antique vehicle worth? mechanical transport and on those cars which represent or embody the best and the character of a particular period in motoring history. This is a very difficult question to answer as prices range from a few dollars for some rusted remains to tens of thousands of dollars for a rare Where do the exhibits come from? concoura· winning classic. Completeness and originality are the most Over the years we have collected exhibits-from Australia. New Zealand, Important factors in determining value betw_aen different ex,mplas Q..f U.S.A. and the and have cars originally manufactured the same modal. Overall, rarity and most importantly the original quality in Australia. Canada. U.S.A., England, Scotland, France, Italy and of the vehicle are the determining factors, but there are many Germany. Some vehicles have been obtained from collectors but most exceptions. A relatively rare but intractable veteran may not bring the exhibits are picked up In rural areas as a rasutt of information for a same price as a more common but eminently more driveable and variety of sources. useable vintage machine. What do you do for fuel and tyres? Our staff will be happy to answer any further queries if they can. Fortunetely the Dunlop Company and eome American concerns atilt

FOR SALE: Reprints of Handbooks Restoration Guides Technical Information Marque Histories General Motoring

Henr.y Ford Books are available on VETERAN, VINTAGE, POST VI NT AGE and MODERN VEHICLES. Just send us your NAME, ADDRESS and the TYPE OF VEHICLE or TYPE OF BOOK you are Interested ln.

PLEASE NOTE: There are thousands of books available throughout the world. Please give us details of the type of vehicle or field you are Interested ln. We will send you a list of what Is available, what It costs and an order form. The address Is: GILL TRAPS YESTERYEAR WORLD, POST OFFICE BOX l3l, COOLANGA TTA 4225, QUEENSLAND, AUSTRALIA. ON THE TRACK, IN VINTAGE CARS,

ON THE HIGHWAY - CASTROL GTX

IS THE WINNING OIL.

Yesteryear Wdrld recommends

the use of Castrol Oils.

"if your battery acts up ornery

Yesteryear World use Marshall Batteries GOLD COAST BATTERY CENTRE exclusively.

YOUNG STREET , SOUTHPORT

36. Queensland's Own · · · S·oft Drink

. . '

Eleven Flavours in Bottles and Cans