VOLUME 14, NUMBER 3 MA Y-JUNE 2009 INSIDE THIS ISSUE UPCOMING EVENTS CHAIRMAN’S BIT 2009 Fort Langley Run...... 1 Tue., July 7: Meeting 7 PM, Canadian It’s time to use our English cars! Celia ABFM Picnic a Success!...... 9 Museum of Flight, Hanger #3, and I take off in the Morgan on June - Part V - the 9X ...... 2 Langley Regional Airport 16 for two weeks of touring with At the Wheel...... 10 Tue., August 4: Meeting 6:30 PM, MOGNW and the CIB of OECC. In Autojumble ...... 10 Stewart Historic Farm, 13723 July, MOGNW has a week-long tour Happy Birthday Morgan ...... 6 Crescent Road, Surrey. Bring a following the Bellevue ABFM. In early HMCS Discovery Picnic ...... 8 picnic and your English car to tour September it is Ken’s AGM tour on Laycock de Normanville ..8 Crescent Beach and White Rock! the Island. Then VCBC has a tour to Restoration Fair in Saanichton...... 5 Tue. September 1: Alistair Black Osoyoos that competes with the Special Services (a restoration Whistler run, so this year we’ll be shop), 176 St, Surrey Swedish! See you on the road!

2009 FORT LANGLEY RUN Steve Hutchens Photos by Walter Reynolds

I thought I’d driven all of the roads around Fort Langley on one run or another, if not with OECC then with MOGNW. And I probably have. But if I have, I was wrong to think that there was nothing new yet to experience! From roads most of us are familiar with, Steve Diggins put together a masterpiece of a route. It was the most scenic Fort Langley Run ever. The turnout wasn’t the largest, but that didn’t deter us from having a great run. No one got lost, at least seri- ously, and the questions were stimulating. A good base of BC history and geography didn’t hurt. When we got to the end at the Fort Pub, I remarked to Bart Shaw about the great route and he had the same observation. We enjoyed a fine lunch at the Fort Pub and Grill then walked down to view LAMB’s St. George’s Day Brit- ish Car Show to see all of the beautiful cars. Oh, what a beautiful day!

PARTICIPANTS: Malcolm and Barbara Tate (1970 P6 2000) Bart and Audrey Shaw (1964 Triumph TR4A) Walter and Linda Reynolds (1968 2000) Alan and Mary Lou Miles (1962 Sunbeam Rapier ) Steve Hutchens and Celia Obrecht (1962 Morgan Plus 4) Steve Diggins (organizer par excellence, 1958 !)

Alec Issigonis - Part V: The 9X Walter Reynolds Following on from the previ- sized car needed, but accepted that ous Issigonis articles, this article customers disagreed with his senti- deals with the Issigonis project ments. This was a large concession car, 9X. from Issigonis because, as described Alec Issigonis believed that in Issigonis Part 1, his philosophy the , though a successful car, was to give customers what he could be bettered. The “bettered” thought they should have, rather vehicle became the 9X project than give them what they wanted. which, in turn, became his ‘swan- George Harriman was unable song’; his pre-retirement/pre- 9X mock-up design to offer Issigonis any commitment to employment end project that, in as built by production, confirming his earlier all its guises, never went into pro- condition to Issigonis, and because duction. one prototype produced (photo above BMH (BMC and Jaguar) were head- Following the development of the in mock-up and below in fully- ing rapidly towards a Leyland take- BMC 1100 and 1800 models, as well engineered form), now residing at the over, the likelihood of a huge invest- as his initial work on the Maxi, Issi- Gaydon Mu- ment to replace a successful, low- gonis turned his attention back to seum, is a testament to the Issigonis profit car, was remote. As it was, the Mini and how best to replace it. mastery of small car design. much of the final development of the By 1967, Issigonis took the rather Interior packaging was superior 9X was undertaken under Leyland unprecedented step of requesting to the Mini, and offered more front ownership. Once it became clear that that George Harriman allow him to and rear head and legroom, although there were many, many budgetary step down from his role as head of the driving position was similarly constraints, 9X production was be- new car development. This move compromised. The dashboard was coming a more remote possibility – a would allow Issigonis to concentrate classic Issigonis; an extremely thin pipedream, even. his efforts on creating a replacement fascia and strip speedometer, visu- Even so, this practically unoffi- for the Mini. Harriman didn’t like ally very similar to that of the Austin cial and small-scale effort by Issigo- the idea because it interfered with 1800 or similarly-styled Austin- nis and his team would suffer no Issigonis’ ability to help with the de- Morris JU . compromises. Issigonis insisted that sign of the next generation of front the new car should possess an en- wheel drive cars. Reluctantly he tirely new chassis but with conven- agreed but stated that the develop- tional McPherson struts at the front ment program was not in BMC’s and a at the rear, moving mainstream development schedule, away from the Moulton fluid suspen- nor would there be any guarantee of sions that had worked so well on the funding for production. 1100 and 1800 models. Issigonis de- To help him in his work, Issigo- cided on the conventional set-up be- nis hand-picked a team of engineers; cause it was cheaper to produce, and all people that he trusted. He consid- he stated that it could be tuned to ered that by hand-picking his team, offer a softer and more compliant the creation process would be greatly The fully-engineered ride than the rather bouncy Mini. accelerated. By the start of 1968, and 9X prototype This change in direction proved that very much in the BMC background, Issigonis could go with a ‘template’ the 9X little car began to take shape. The styling of the 9X was smart design, if he thought that there were Working to the strictest set of and contemporary. It was penned by real benefits. goals, Issigonis managed to create a Fred Boubier and Syd Goble, with Issigonis chose to ‘go to town’ totally new car that owed nothing to some prototype building being per- with the 9X and ensured that it its predecessor. What emerged was a formed at Pininfarina. Like a true would have a new, lighter and more radical design. The 9X, as it was ‘70s car, it was squared-off in its out- efficient power unit. [See sidebar, called, was shorter than the Mini look. Visually, it was rather similar The 9X Engine.] (9ft. 8 in., vs. 10 ft. ¼ in.), and was to the 104 (a car styled by The whole 9X package was de- also lighter. Due to some enlightened Pininfarina), and it would have fit signed with a view to simplicity of thinking, the 9X was also roomier into its anticipated market very well. assembly and low cost, benefiting not than the Mini. Importantly, the 9X also featured a only the manufacturer, but also the Even today, these facts seem – something that Issigonis customer through a low purchase almost impossible to believe, but the did not necessarily think a Mini- price. These aims would have been

VOLUME 14, NUMBER 2 THE ROUNDABOUT PAGE 2 successfully met, as the 9X used an was a quantum leap amazing 42 per cent less separate over the Mini – thanks components than the Mini. The 9X to the passage of time, would prove to be the last fully de- and probably several signed car from Alec Issigonis and doses of hind-sight, it sadly, it was cancelled soon after the offered so much in the completion of the only fully- way of innovation, engineered prototype; the first victim that it would have of the BMH-Leyland merger. perhaps made the lar- ger super- Styling sketch for the 9X ADO16 facelift that which eventually lost out to the Allegro. appeared The design also bears a passing resemblance during the to the Primula, which, itself 1970s seem looked rather like an ADO16 hatchback too big to be (below, and built in for the relevant. Australian market). The style was largely right, although it would Issigonis in the 9X prototype have undoubtedly showing that, unlike the original needed a front-end Mini, the side windows slid facelift to be truly enough to allow the driver to saleable. poke his head out for a better From a business view when reversing. perspective, could ill- Following the creation of Brit- afford the 9X, when their small ish Leyland, a new management car sales were so healthy, team took control of Austin-Morris. whilst their larger cars were In the eyes of Donald Stokes, many suffering so much. The 9X of the financial problems encoun- could have been developed into tered by the entire corporation lay at a range to replace both the the door of Austin-Morris. As a re- Mini and the 1100/1300, but sult, ex-Triumph man George because of its cost and BLMC’s Turnbull was drafted in to run Aus- lack of funds, it needed to be tin-Morris, with the intention of im- prioritized, and that seems to proving profitability and efficiency. have happened! As it was, the 9X, as exceptionally While work was continu- designed as is was, would need a ing on the original 9X, some of great deal of investment to get into Issigonis’ team were working production (new engine, new body, on concept variations for 9X- new platform), and the original Mini based derivatives. Below is a was selling very well, thank you! version for 1100/1300 (ADO16) Also, it was seen that the main series which never went be- priority lay in the middle-market yond the styling sketch stage. (where sales of the 1800 were no- Although the 9X pro- ADO16 two-door in where near acceptable) and so, the gram was never adopted for MG 1300 format 9X was shelved. Management did production, it did not continually review the car, but no stop Issigonis working matter how impressed they were on the project in his when they came away from one of new office at Long- Issigonis’ presentations, the decision bridge – as he was to put it into production was never now working as a con- made. Reportedly, George Turnbull sultant for BL. and John Turner drove the 9X, and Throughout the 1970s both loved it, but would walk away. and into the 80s, Issi- The question remains: was the gonis would regularly decision to cancel the 9X the correct contact BL manage- The sectional view of the above one? Viewed from an enthusiast’s ment requesting an- ADO16-sized 9X displays its space perspective, obviously not. The car other look at his con- efficiency to good effect.

VOLUME 14, NUMBER 2 THE ROUNDABOUT PAGE 3 stantly evolving 9X Sidebar: Gaydon’s project. While the picture below shows 9X Minis the 9X cars at Longbridge in 1987, The prototype 9X Minis preserved at the final incarna- the Heritage Motor Centre, Gaydon, tion of the 9X pro- are: ject was an intrigu- ing six-cylinder en- gined MG Metro. Sadly, the call from management for the 9X’s produc- tion never came The 9X project cars at Longbridge in 1987. and in 1987, Gra- ham Day terminated Sir Alec’s con- SOURCES tract thereby ending his ties with the Internet: motor industry that he had devoted - Austin-Rover Online (www.austin- so much of his life to. rover.co.uk) Is BLMC’s greater crime that - Wikipedia.com One of three ADO20 pro- they did not put the 9X into produc- - Austins for Australian Market duction Minis modified to tion, or that they did not learn more (www.ado16.info/morris_1500shtml) carry a 1500cc 9X engine in from it when they finally decided - Mini-Marco Club 1970. The car has vertical that they needed to build a small (www.minimarcos.org.uk) strut suspension and some car? The 1980 Metro was aluminum panels. an excellent car in its day, but a 1972 9X still remains a much more tantalizing proposition. The prototype 9X is on view at Gaydon (see sidebar, Gaydon’s 9X Minis) and it was only due to the intervention of Issigonis himself that resulted in the car sur- viving to this day. He rescued it from being cut-up during the early 70s. All enthusiasts The 1969 9X … it never 1978 9X Mini (GNP 677S) origi- must be eternally grate- entered production. nally fitted with a 1500cc engine ful to Issigonis doing and gearless . In that, and the 9X may 1982, this was replaced with a stand today as his clev- 970cc 9X engine and erest creation. conventional gearbox. And so, the Issigo- nis legend continues. This is the last but one Part of this six-part se- ries; the final Part, cov- ering a possible lost op- portunity when BMC chose to stay with the Issigonis design for the 1800 ADO17 series and not modify it to a Pinin- The slightly more conventional farina design, will be in looking 1976 9X Gearless was an a future Roundabout. attempt to give the Mini engine sufficient torque to do away with 9X engine in the 1978 car the gearbox, although it does have (I’m not sure if this is the a reverser. It was not successful. 1500cc or 970cc engine).

VOLUME 14, NUMBER 2 THE ROUNDABOUT PAGE 4 Sidebar: The 9X Engine Restoration Fair

The 9X engine team was headed-up by John Sheppard. Along with the rest of & Swap Meet the 9X, the new four-cylinder unit (dubbed the ‘DX’), was very quickly produced: It Robert Atkins, SIB took just nine months to make the transition from drawing board to test bed. It dis- placed between 750cc and 1000cc and had a specific power output of 60bhp per litre. The sunny weather brought The engine also had an overhead camshaft which was very unusual for a British de- the crowds out for our 4th annual sign of that era and it sported a cam-belt rather that a cam-chain. At the insistence Restoration Fair and Swap Meet of Issigonis, the 9X was designed to use a new engine/gearbox package that weighed at Heritage Acres making this no more than 200lbs, as opposed to the 340lbs of the A-series engine/gearbox pack- the best attended “Resto” to date. age. Because of these demands, aluminium alloy was used for the cylinder head and Over 700 visitors paid at the gate sump and cast iron for the engine block. The 1-litre version of the prototype engine with around 50 more bringing that they produced put out a healthy 60hp (far in excess of the 40hp that the 998cc either a car for sale or hosting a Mini could muster). The new gearbox was a two-shaft design that was intended to be booth or table. In total we had 15 situated beneath and behind the engine (not directly below it), and was, therefore, cars for sale with at least two being sold. See the Dynamo clas- supposed to be a lot quieter as it did not rely on the transfer gear arrangement found sifieds for these unsold classics. in the existing package. We lost count of the English The unit was designed also to be of a modular design, and Issigonis’ team duly cars coming and going through drew up plans for a six-cylinder version of the engine to be introduced in the larger the day but it is clear that well version of the 9X, intended to replace the 1100/1300 ADO16 series. over 120 visited the Fair not John Knott, a former engineer at BL was given the task of creating the toler- counting those which for some ances for the engine/gearbox drawings. The drawings were fully dimensioned but strange reason remained in the contained no tolerances. The engine consisted of a cast iron cylinder block in which general parking area. the cylinders were all ‘Siamesed’, that is, there was no cooling water channel be- tween adjacent cylinders. Knott recalls that what was really exceptional was that the alternator was arranged in somewhat motor cycle fashion in that there was a stator sitting in a housing with a magnetic rotor on an extension from the crankshaft. The gap between rotor and stator was .030 +/- .010, and this is where tolerancing was most critical. He was concerned about all the components of the engine, their specific The event had excellent sup- tolerances and the build up of those tolerances in the area of the alternator. Such port from local specialist clubs was the build up of those tolerances that the tolerance for the alternator was wiped and The Victoria MG Club, Victo- out. ria Minis and the Jaguar Car Testing determined that the DX engine, as designed, would need tolerances Club of Victoria all brought their tighter than mass production techniques (at the time) would allow. As such, Knott club tents and put on marque had to report that they were unable to mass produce the engine to the design that he displays. The Vancouver Coast had been presented with. Not long after that the design team was disbanded and Branch supported the Fair very Knott moved on in 1974 when the full impact of the Leyland approach was becoming well with eleven members mak- felt. ing the trip over. Steve Diggins Interestingly, but in a sad way, some of these DX engines were used in standard brought his recently completed Austin A90 resplendent in two- Minis so they could undergo development. Shortly after the death of the 9X, one such tone green – an appropriate col- car was lent to a BL Director our scheme for the prevailing who was given the explana- eco-fashion. The South Island tion that it was a Daniel Branch table attracted three new Richmond-tuned engine un- members and sold regalia. der the bonnet. Richmond Trade support was strong was one of the engineers that with tables from the following: Al assisted Issigonis in the de- Pedersen Books, BCAA, The sign of the new engine, so it British Car Shop, was perfectly conceivable Woodworks, Double S Exhausts, that this would be the case. ElectroShine, Heywood Motors The BL Director returned (from Vancouver), JB Group, from his test drive, enthused Shiney Car Products and Strut- about how well the Mini wise. went, and how Austin-Morris Many keen members of the should offer it for sale. Imag- SIB helped make the event run ine his reaction when he The under-bonnet view of the DX en- smoothly. This broad involve- looked under the bonnet and gine, compact and powerful for its size. The ment was very much appreciated and helped enormously. found that the engine was indications were that the DX engine could The approximate net reve- the one he had just con- have been a highly suitable replacement for nue after expenses was $1,300. signed to the scrap heap. the A-series unit. (Picture by Dale Turley.)

VOLUME 14, NUMBER 2 THE ROUNDABOUT PAGE 5 HAPPY BIRTHDAY MORGAN, 100 YEARS OLD AND STILL GOING STRONG By Adam Edwards, Daily Express, The World’s Greatest Newspaper International Express, Tuesday, April 14, 2009 print edition (April 2 Online) Submitted by Brian Lees

NEARLY 20 years ago the busi- roué and his ravishing girlfriend in shire rector and learned his engi- ness troubleshooter Sir John Harvey- his beautiful were beamed neering skills working for the Great Jones visited the Morgan Car Com- across the globe and it turned the Western Railway in Swindon. In pany in Worcestershire as part of his Morgan into the hippest motor on the 1909 HFS – as he was always known television series Troubleshooter. planet. – built his first prototype car that He concluded that it was in a “If you can strike a match with was designed to bring motoring to mess. It was too labour intensive the edge of your thumbnail without the masses. and the company strat- It was called the egy of deliberately keep- Morgan Runabout and it ing the customer waiting VINTAGE: An old-style Morgan car from 1987 had three wheels rather was plain daft. than four for the emi- He predicted that if nently sensible reason it continued with its out- that owners paid far less dated business model it road tax for a three- would not survive. In wheeler (£3) than a four- reply to his criticism the wheeler (£25). Surpris- company employees and ingly the major car its customers began manufacturers of the wearing T-shirts bearing day did not rate the de- the slogan “Sir John sign, despite the fact Hardly Knows”. And he that it was the first car didn’t. Morgan was right ever to appear in the and the business guru window of Harrods. was wrong. And to prove And so HFS started his it, this year the world’s own company in his oldest independent home town of Malvern sports car company cele- and he began entering brates its centenary. It has much to setting fire to your hand, mix the the cars into races across Europe in celebrate. perfect dry Martini and drive a rag- an effort to build a reputation for The British motor industry is in top Morgan down the Kings Road speed and reliability for the marque. dire straits and yet Morgan is still you have the makings of cool,” So successfully did the car perform successfully flogging a car, the Mor- -reported the Cool Handbook in 1986. that it quickly lost its people’s car gan 4/4, that has barely changed on And that definition is confirmed by tag. Ten years later the factory was the outside since it was launched in the scores of celebrity owners who producing 25 three-wheelers a week 1936. “We have made nearly 10,000 have owned a moggie. They have in- and the cars were so popular – par- over the years,” said Charles Mor- cluded King Juan Carlos of Spain, ticularly among First World War gan, a director and grandson of the Brigitte Bardot, Peter Sellers, David flying aces – that the 1921 produc- company’s founder, about the Bailey, Nicolas Cage, Whitney Hous- tion run was pre-sold. It was the uniquely British pre-war canvas ton, Queen Noor of Jordan, Ralph start of the now infamous Morgan -hooded sports car known affection- Lauren, Jonathan Ross and most waiting list. ately to its owners as a “moggie”. tellingly Sir Stirling Moss. The car became even more “The fact that we have kept the The first car the Fifties racing sought-after when it was raced essence and the character of the car legend drove legally on the road was around the Brooklands track and while keeping the functionality and a Morgan three-wheeler. “I was 16 at achieved an average speed of more safety totally current is a testament the time, an age when your mind is than 100mph. The company boasted to the original design.” It is also focused on how to make a favourable that it was the world’s fastest something of a testament to the cha- impression on young ladies. With the 1,100cc non-super charged car. risma of Mick Jagger. In 1968 the Morgan I obviously scored far better It was so fast it was banned from Rolling Stones singer drove his but- than I would have done with a mo- racing against four-wheeled cars of tercup yellow Morgan from his home torcycle,” he recalls. the same capacity. Despite its fear- in Chelsea to the Old Bailey where And yet the original Morgan was some beauty and reputation for he was on trial for possession of not designed as a chick-pulling speed, by the mid-Thirties the in- drugs. Marianne Faithful joined him sports car but rather “a people’s car”. crease in its road tax and greater on the journey. The founder of the company, HFS availability of the affordable mass The pictures of the rock ’n’ roll Morgan, was the son of a Hereford- produced car made the three-wheeler

VOLUME 14, NUMBER 2 THE ROUNDABOUT PAGE 6 increasingly irrelevant. remained the same looking machine. an 18-month waiting list for a Mor- It was time for a new Morgan “Don’t let all the nostalgia divert you gan 4/4 as the company, which em- and HFS designed the classic “Four from the fact that the Morgan 4/4 is ploys 163 people, still produces fewer Four” sports car – so called because still a cracking car to drive,” said than 1,000 a year (its order books are it not only had four cylinders but American Car Magazine last year. “If currently completely full). also, unusually for Morgan, four you’re used to climate controlled air It was figures like these that so wheels, too. It cost £195.5s and had a conditioning, satellite navigation, enraged Sir John Harvey-Jones. He top speed of about 80mph. (Prices multiple cup holders and hoods that wanted to double production and today start at £27,250.) concertina themselves into the boot raise prices by a third. It was Peter Production was suspended dur- at the touch of a button, things might Morgan, the son of HFS and the ing the war – when the factory made seem a little primeval, but the car chairman at the time, who told him parts for anti-aircraft guns – and has character and the ability to paint that there were only ever going to be started again in 1945 when alumin- a huge smile across an owner’s face a small number of people who would ium replaced steel for the body (the in seconds.” be happy owning a Morgan which, in frame was made then as it is today This week a summer of centen- any case “was more comfortable than out of ash and needs to be inspected ary celebrations starts with the a -motorbike”. regularly for woodworm). launch of an exhibition and museum It is a simple philosophy – per- Ten years later the famous at the Morgan factory. And yet there haps the bean-counters at larger car cowled radiator was introduced for will be some centenary celebrants manufacturers should have followed improved aerodynamic efficiency. who will have to take part in the jol- it, too. Since when the car has pretty much lity without their cars. For there is

From this ►

◄ to this in 100 years!

VOLUME 14, NUMBER 2 THE ROUNDABOUT PAGE 7 HMCS Discovery Picnic July 12 Steve Diggins

Pack your picnic stuff and stow your traveling chairs in the boot and head toward one outstanding day at one of the most beautiful venues in the entire lower mainland! This is an all day event where you can arrive and leave at your lei- sure. OECC members of all branches All smiles, they are headed to the HMCS Discovery Picnic! are invited. The park-like setting A century ago the entire area that is has a first class now Stanley Park was controlled by barbeque facility the Canadian military as originally so you can bring designated in 1863. Americans had your favourite made the British nervious with a items to grill if military occupation of the San Juan you like. Dead- Islands in 1859 and to ensure the man’s Island is safety of the harbour entry a mili- not open to the tary reserve was strategically public, so we placed at the mouth of the Burrard have it all to our- Inlet. In 1886 the military threat selves! was no longer an issue and interest This was our had shifted by locals causing the most popular City to petition the federal govern- new event last ment in 1886. A year later the gov- DEADMAN’S year and we look ernment established Stanley Park ISLAND forward to an- on a 99 year lease and the military PICNIC other great day. retreated to tiny Deadman's Island. Plan to come and This lease was renewed in 1908 and join us! again in 2007. History of the Laycock de Normanville Overdrive Submitted by Les Foster from www.overdrive-repairs.co.uk/about_us.html The Laycock de Nor- to many sports cars during including Volvo 120s and cars and Ford Transit manville Overdrive Unit the 1950s. Famous 1800s, Sunbeam Alpines . was first introduced to the marques including Jaguar, and Rapiers, Triumph Over a period of 40 Motor Industry in October , Ferrari, Spitfires and early 3- years, Laycock Engineer- 1948, when it was fitted to Austin Healey, Jensen, synchro MGBs. ing manufactured over a Standard Vanguard. Bristol, AC and Armstrong From 1967 the 'LH' three and a half million The Overdrive Unit Siddeley were amongst the type Overdrive was intro- overdrive units, and over was a result of a chance manufacturers to incorpo- duced, and this featured in one million of these were meeting the year before, rate the overdrive unit into a variety of models, includ- fitted to Volvo motorcars. between Ken Walker, Pro- their engine systems. Later ing 4-synchro MGBs, the duction Engineer at Lay- the A type Overdrive was Ford Zephyr, early Scimi- cock Engineering Limited, to be fitted to the entire tars, and Gilberns. and Captain Edgar de Nor- range of TR cars. The 'J' type Overdrive manville, an American In 1959, the Laycock was introduced in the early Transmission Designer. Engineering Company in- 1970s, and was adapted to The first unit to be troduced the 'D' type Over- fit Volvo, Triumph, Vaux- created was the 'A' type drive, and this was fitted hall, , American Mo- Overdrive, this was fitted to a variety of motor cars tors and motor-

Other Information Sources Mysteries of the Laycock de Normanville Overdrive: http://www.ntahc.org/techtips/OVERDRIVE1.html Overdrive Mechanics: http://en.wikipedia.org/wiki/Overdrive_(mechanics) VOLUME 14, NUMBER 2 THE ROUNDABOUT PAGE 8 Alan & Mary Lou Miles’ Post-ABFM Picnic a Huge Success! Photos by Walter Reynolds THA & N M KS A A RY L L AN OU !!!

VOLUME 14, NUMBER 2 THE ROUNDABOUT PAGE 9 Sunbeam- 90 MK I: This is an VCB Autojumble ideal “restomod” candidate (restoring English Cars & Parts cars using modern components to For Sale and Wanted enhance their performance, safety, See more ads at comfort and beauty). The body is in www.oecc.ca/Society/classads.htm, descent condition and very restorable. oecc.ca/cib/classyfieds.htm, and About 4,000 of these were made. This project is available to the first person oecc-comox.com to show up with a trailer. Call Stuart at 604-596-5069 for more information.

1970 : RHD. Manual 1952 Convertible: Restored; vintage plates; $9,000. Also transmission with overdrive (rare in some Morris and other British parts for sale. Call Al in Kamloops, 250-320- North America). Original V8 in pieces. 0150. (4/19) Transmission and drive train out of car. Soft and hard tops. Great 2+2 dark 1961 Daimler SP250: Hemi V8. LH Drive. Only 2,600 built. Call Ed Aird, blue body. Stored dry. Manuals. Coquitlam, 604-944-9706. (5/6) $4,500. All offers considered, or trade for what have you. 1957 : 1957 Bentley S1. LH Jurgen, 604-737-8065 or drive. This vehicle is beautifully refin- [email protected]. ished and runs well. The wood was refinished in England, the transmis- 1978 Rolls Royce Silver sion is rebuilt, the brakes have new Shadow: New paint, brakes and shoes, drums turned and a new tires. Some interior work servo. There are seat belts and a done. 108,528 miles. Runs back up camera installed. Asking well. $25,000 OBO. Ken at 250-549- $38,500. Please e-mail Pat at 1524 or [email protected]. (12/1) [email protected]. (5/24)

1987 Jaguar XJ-12 : New brakes (parking left to do), tires (4 new plus a good spare), gas tank and spare air conditioning unit. $5,000 OBO. Ken at 250-549- 1524 or [email protected]. (12/1)

1949 MG TC: RHD. Good original (unrestored) condition and running. Tools included. A pile of The Sacred TR8 Parts: Enough parts to build two TR8s. $1,500. Call Blair at Octagon MG magazines (1976-1994) 604-720-9885 or 604-591-2767. (4/20) and other MG magazines, all in boxes, go with it. $35,000. Contact John at TOOLS & EQUIPMENT 604-584-2564. (3/15) Craftsman Air Compressor: Portable 2 HP, 17 Gallon, 100 PSI air com- pressor on wheels. Tank is approximately 32” long and 13” tall. Like new, rarely used only to air tires. $100. Call Brian at 604-599-0733.