The Tradsheet

Founded 1967

Keep Safe everyone and we will be able to return to this meeting up and having a good time in good company at some point. It’s not gone, just paused.

Newsletter of the Traditional Car Club of Doncaster August/September 2020

Email special edition due to Covid 19 virus

1 Editorial The strange times continue and things are not looking good as local lockdowns come about and numbers go in the wrong direction. Rodger is still keeping up with the events, many of which have been cancelled. Lists on pgs 24-26. There have been some gatherings that I have seen on facebook but these are not organised as such, people just turn up. I think that the club will have to leave it longer still before actually organising anything. But, the day will come when it is safe to travel out and meet up again and I look forward to that when- ever it is, our safety must be more important than a drive. In the meantime, I have been keeping a bit distant, some may say no change there then, shopping late when stores are fairly empty but have rebelled over the haircut thing. If they are going to close for all that time, how can they expect me to go back now? No, I am just going to leave it. The initial enthusiasm has begun to wane, helped by rainy days, but I have got the solar panel on the van roof, all connected, working and running a small fridge together with interior lights that I don’t need but like, plus some USB sockets so I can charge up phones and batteries while I am away. Still some bits I would like to do but they can wait. I had a camping trip with family, who have been working from home, and it was in a field so felt safe enough. If you can’t distance in a field, it is you that is the problem. Next job is the Herald. I have a few bits to do and a general look over before putting it in for MOT. I know that it doesn’t need one but I prefer someone else to check that I haven’t missed anything and their view on a four post lift is way better than me peering under from axle stands. It starts and runs, moves back and forth with no problem so I don’t expect a huge amount to do. Not driving it as I don’t want to talk to people just now. It could do with a good clean and polish though. Hopefully all done by the end of this weekend. Next task is my longest project ever which always comes after any of the other cars that need doing, and most other things as well. As you may know, my Zodiac last ran in 1986 or so, I have moved three times and still have it. I have done an amount of welding on the cills and cross members last year, sort- ed out the dash wiring and put labels on that have faded again. I now need a shed sort out so I can actually find the spares that I have collected over the years and bought ready for action and need to get going again. I have taken a leaf from the government’s book, I have ramped it up, am taking it seriously and learning les- sons. Hopefully I will get further than them with this new approach. I could do without too much rain as well as it is a front garden job. (yes, I will weed the paving.) If your project is further forward than mine, and which ones aren’t, feel free to send me the info for a Trad- sheet article. In the meantime, keep safe and check your classic is ok from time to time, brakes bind, clutches stick etc. Andy Campbell

Hello Club Members

I hope I find you all safe and well in this 3rd Tradsheet under lockdown Covid conditions. I have managed to get my MINI through its MOT for the upcoming year but have not yet done the same for the Morris. I have all the parts to hand and am trying to get round to it as and when other jobs and the weather permits. My daughter Robyn is progressing nicely with her learning to drive as and when we have the chance to get out on the roads. I have updated the club website with the latest national and local Covid governmental guidelines on the right hand side of the page to allow you all to keep up to date and safe.

So I thought for this issue I would look back at something my wife and I have exchanged for presents every once in a while—driving experience days. I know within the club we have a wide variety of people and interests, I like to think that I fall into the group of complete petrol heads as I spend most of my waking (and possibly sleeping) hours thinking, working on, watching or talking about cars. With this in mind I am not just interested in classics but anything with an engine basically. Some years ago my wife decided to use this to her advantage and when the relevant birthday came along she bought me a day driving rally cars. This has become somewhat of an on- going theme and throughout the years we have both now enjoyed driving some pretty exotic vehicles without experiencing some of the associated drawbacks of ownership. My first experience was rally driving at what claims to be the first rally driving school in the world—Silverstone Rally school. This was driving modified MK2 Ford Escorts with uprated modern 2ltr engines and drivetrain yet keeping narrow wheels so getting the car sideways was achievable at very low speed. The rear wheel drive sideways experience was fantastic on a loose surface. Within the day I had learned power slides, hand brake turns, Scandina- vian flicks, rally technique all with a smile on my face and an instructor by my side pushing me further (not that I needed much encouragement considering much of this I remember doing as a teenager off road with my own 1976 mini). If you have never experienced rally driving I urge you to have a go it is so much fun and is practical too.

5 Come the winter months with snow on the road the loss of traction and sideways movement of the car is not a daunting prospect having learnt what to do at the point of loss of traction in a safe environment previously. I have since driven rally prepared Subaru Impreza and Mitsubishi Evo’s the latter being the best performing both 4 wheel drive so a different experience altogeth- er. Moving on to road cars and by now we had found a company called Everyman who we keep going back to. On the old Prest- wold Hall air base is a bespoke race circuit and my first time driving something exotic a Ferrari 360. I have to say I was under- whelmed by the car, a clunky gear change and no more performance than my MINI but with weaker brakes. Don’t get me wrong what a fantastic day I had because I also got to drive a Lamborghini Gallardo. Chalk and cheese springs to mind, three corners into driving the Lamborghini and I was throwing it round the track with all the abandonment of a teenager who had just been granted eternal life, and the sound oh my goodness the sound. Imagine strapping a twelve piece trombone section to a backpack and wearing it that’s how close and glorious the harmonising sound was. At around 460bhp and 4 wheel drive with brakes to match this has to be to date my favourite driving experience of all—thank you Ferruchio for deciding to build better cars than Enzo (according to the legends). I have at this point to say this has not been a one way street and I have also given my wife driving day experiences as gifts also including Ferrari’s and Lamborghinis as well as single seat racing cars such as formula Renault.

The last driving day I went on I was lucky enough to have a drive of an Audi R8 (the V8 version) I instantly felt at home with this car. Not all the emotion of the Lamborghini but on a wet track an exciting and rewarding drive, seri- ous grip and pretty quick—a petrol heads dream day out.

If things get back to normal who knows what will be next. I highly rec- ommend you give it a go if you ever get the chance.

Graham Wickham

6 In 1922, Ferdinando Innocenti of Pescia built a steel-tubing factory in Rome. In 1931, he took the business to Milan where he built a larger factory producing seamless steel tubing and employing about 6,000. The factory was heavily bombed and destroyed during World War II. It is said that, when surveying the ruins, Innocenti saw the future of cheap, private transport and decided to produce a motor scooter, competing on cost and weather protection against the ubiquitous motorcycle.

The main stimulus for the design style of the Lambretta and Vespa dates back to pre-World War II Cushman scooters made in Nebraska, United States. These olive green scooters were in Italy in large numbers, ordered originally by the United States military as field transport for the paratroops and marines. The United States military had used them to get around German defence tactics of destroying roads and bridges in the Dolomites (a section of the Alps) and the Austrian border areas. Aeronautical engineer General Corradino D'Ascanio, responsible for the design and construction of the first modern helicopter by Agusta, was given the job by Ferdinando Innocenti of designing a simple, robust and affordable vehicle. It had to be easy to drive for both men and women, be able to carry a passenger and not get its driver's clothes soiled.

D'Ascanio, who hated motorbikes, introduced many changes to his vehicle. It was built on a spar frame with a handlebar gear change and the engine mounted directly onto the rear wheel. The front protection "shield" kept the rider dry and clean in comparison to the open front end on motorcycles. The pass -through leg area design was geared towards women, as wearing dresses or skirts made riding conven- tional motorcycles a challenge. The front fork, like an aircraft's landing gear, allowed for easy wheel changing. The internal mesh transmission eliminated the standard motorcycle chain, a source of oil and dirt. This basic design allowed a series of features to be deployed on the frame which would later allow quick development of new models.

However, D'Ascanio fell out with Innocenti, who rather than a stamped spar frame wanted to produce his frame from rolled tubing, allowing him to revive both parts of his pre-war company. D'Ascanio disassociated himself from Innocenti and took his design to Enrico Piaggio who produced the spar-framed Vespa from 1946 on. The final design of the Lambretta was done by aeronautical en- gineers Cesare Pallavicino and Pier Luigi Torre. Pallavicino had been Technical Director at the Caproni airplane factory during World War II before working on the Lambretta design. Torre was an engine designer at Italo Balbo's Idros; he designed the engine and organized Innocenti's factory for mass production.

1948 Lambretta

7 Arriving on the market the following year, the 1947 Lambretta featured a rear pillion seat for a passenger or optionally a storage compartment. The original front protection "shield" was a flat piece of aero metal; later this developed into a twin skin to allow additional storage be- hind the front shield, similar to the glove compartment in a car. The fuel cap was underneath the hinged seat, which saved the cost of an additional lock on the fuel cap or need for additional metal work on the smooth skin.

The name Lambretta was derived from a mythical water-sprite associated with the Lambrate riv- er, which also gives it’s name to the Lambrate area of Milan where the factory was located.

Innocenti started production of Lambretta scooters in 1947, the year after Piaggio started production of its Vespa models. Lambrettas were manufactured under licence in Argentina, Brazil, Chile, Colombia, India and Spain, sometimes under other names, but always to a recognizable design, e.g. Siambretta in South America and Serveta in Spain. American retailer Montgomery Ward imported the Lambretta Li125 and sold it via their catalog under the Riverside captive import brand. Lambretta France The French importer of Lambretta, one Henri Willame, also started a company selling imported microcars under the catch-all "Willam" label. Many of these creations received Lambretta engines, and were sold through the French Lambretta network. Certain minicars, such as the 123 cc "Lambretta Lisa" (built by DECSA in San Marino) were sold primarily with "Lambretta" badging. The four- wheeled version of the Casalini Sulky was sold as the Willam Bretta in France, beginning in 1980. BLMC closure of Innocenti As wealth increased in western Europe in the late 1960s, the demand for motor scooters fell as the small car became affordable to more people and Lambretta sales started to decline, as did the financial status of parent company Innocenti. The British Leyland Motor Corporation took advantage of Inno- centi's financial difficulties and their production and engineering expertise and contracted Innocenti to produce cars under licence from BLMC. The Innocenti Mini used the mechanical components of the original, but was in many ways superior to it.

Innocenti was eventually sold to BLMC. Unfortunately, lack of foresight had caused BLMC to join a fashion trend that was ending rapidly. Long industrial strikes in BLMC ensued; motor-scooter sales declined sharply, and Innocenti finally closed shop in 1972. Scooter sales in many of Lambretta's export markets, such as India and Indonesia dropped precipitously as light Japanese motorcycles replaced scooters. As of 2017, The Lambretta Consortium has re-launched the "Lambretta V-Special" model.

(Ed note– I was surprised how little information is readily available about Lambrettas, found out that there are loads more scooters than I knew about as well. Please feel free to do a better article if you have the information. I can see a certain couple, shaking their heads and laughing, saying, ‘well, he did try’)

8 A trip to Huddersfield looks interesting. Maybe not right now as they are in a local lockdown but the Tolson Museum has two interesting cars from early days. A ground floor extension at the rear of the building houses a transport exhibition including road building techniques and horse drawn and motor vehicles including Britain's rarest car – the three-wheeled LSD – which was manufactured in Hudders- field between 1919 and 1924. It was made by Sykes and Sugden Ltd from 1919 to 1923 and then by the LSD Motor Company in Mirfield from 1923 to 1924. The company name came from the three founders Longbottom (the designer), Sykes (the manufacturer) and Dyson (the accountant). Nice for a little trip out maybe, guess that it has an acid battery. The cars were three-wheelers and there were the Family, Popular and Standard models as well as 3 and 4 cwt vans.

The Museum also has a restored Valveless. This car, built in 1914, is the only fully restored Valveless in the country. There were four versions of the Valveless, but probably only a few hundred were made. The benefit of a valveless engine is that it has fewer working parts than valved engines. It is typical of pre-WWI cars: large and expensive; chauffeur-driven; hand crafted. Valveless cars were comfortable, quiet and smooth- running. These cars were so rugged that as a result of a collision between a Valveless and a Bradford tram, the car suffered a scratched wheel but the tram had to be towed away with a broken axle-box. This car was found in South Africa and was restored by David Brown Industries Ltd. It is on loan from the Adam Brown Trust. The museum's Transport Gallery also has a Valveless engine rescued from Waterloo, near Adelaide in Australia. It was returned to Hudders- field by the National Motor Museum of Australia. (Information from the museum website.) The Valveless was an Eng- lish automobile manufactured, after lengthy development, from 1908 until 1915 in Huddersfield, Yorkshire.

The successor to the Ralph Lucas Valveless, the car marked the entry of the David Brown & Sons group into the manufacture of motors. Its engine was a 20 or 25 hp duplex two-stroke model which was advertised as having "only six working parts"; these included two pistons, two connecting rods, and two crankshafts, which were geared together and counter-rotated. This is a type of engine configuration known as a split single since it is effectively a single cylinder split into two.

Warning– Jag purists– don’t look at page 26

The Triumph 2000 is a mid-sized, rear wheel drive automobile which was produced in Coventry by the Triumph Motor Company between 1963 and 1977. It was introduced on 15 October 1963.

Larger-engined models, known as the Tri- umph 2.5 PI and Triumph 2500 were also produced from 1968.

The 2000 used the six-cylinder engine first seen in the Standard Vanguard at the end of 1960. However, the last of the six cylinder Vanguards had applied a compression ratio of 8.0:1 which the increasing availability of higher oc- tane fuels enabled the manufacturers to increase to 8.5:1 for the Triumph. This and the fitting of twin Stromberg 150 CD carburettors made for a claimed power output increased to 90 bhp from the Vanguard's 80 bhp .

Standard transmission on the original car was a 4-speed manual gearbox. (overdrive and Borg- Warner Type 35 3-speed automatic transmission were options). The monocoque body had independent suspension all-round with semi-trailing arms at the rear, all using coil springs. The servo- assisted brakes were disc at the front and drums at the rear.

Triumph's 2000 competed with the contemporary Rover P6 2000, which initially was offered only with a four-cylinder engine. The Rover was also released in October 1963, just one week before the Triumph. Together the cars defined a new market sector in the UK, promising levels of comfort and luxury hitherto associated with larger Rover and Jaguar models, but with usefully lower running costs and purchase prices, all in a modern package. Although the Mk 1 was presented to the public at the London Motor Show in October 1963, vol- ume sales began only in January 1964. Continuing in production until 1969, this version came in saloon and, from 1965, estate forms. The estate, its body shell partly built by Carbodies, was in the Mk 1 version the same length as the saloon. Vari- ous minor improvements were made during the pe- riod of which the most noteworthy, probably, was a significant upgrade in October 1966 to the "previously rather ineffective" ventilation, with eyeball vents added in the centre of the fascia and the heater controls repositioned beneath them.

In October 1968 the 2.5 PI (petrol injection) Mk 1 was launched, fitted with a Lucas Automo- tivemechanical fuel injection system. Performance was very good, but the PI models (along with the TR6 models) gained a reputation for unreliability and poor fuel economy.

In Australia, these models suffered badly because of the summer heat. The electric fuel pump com- monly overheated causing fuel to vaporise and render the engine inoperable until the pump cooled down. The overheating of the pump was caused by a combination of very high pressure fuel loads (over 110 psi) and a pump that was adapted from what was originally a windscreen wiper motor. As such, it did not cope well with sustained pressures in moderate to high ambient temperatures. Because of the launch late in the Mk I's life, there are relatively few PIs in the original shape.

In October 1969, the Mk 2 range was launched, again styled by Michelotti, updating the car for the 1970s. The front of the car now followed the lines of the then-upcoming Triumph Stag grand tourer. There were entry-level 2000 models, which were the most plentiful, but the remainder of the range consisted of 2500, 2500 TC and 2500 PI models.

Apart from the PI (petrol injection) models, all Tri- umph 2000 and 2500s had twin Stromberg or SU carburettors, the "TC" suffix on some models can seem misleading in this respect as it stood for a higher equipment level. In June 1975 the 2500S model, with 14 inch wheels and anti-roll bar, was added: it replaced the 2.5PI which had quietly disappeared from the show rooms two months earlier.

This marked the end of fuel injected engines for the car, but improved acceleration was claimed for the twin carburettor 2500S and its slightly less expensive 2500TC sibling. These new versions featured an extensive list of other, mostly minor, improvements, of which the most significant were probably those affecting the ride and handling: these resulted from suspension changes including an anti- roll bar. The Estate in the Mk 2 version was 5 inches (125 mm) shorter than the Mk 2 Saloon, because the rear bodywork of the car was carried over unchanged from the Mk 1 version.

The Mk 2, the last big Tri- umph car, ceased production in 1977, supplanted by British Ley- land's corporate executive car, the Rover SD1. Six-cylinder 2300 and 2600 versions of the new Rover would nonetheless be powered by engines designed by Triumph, originally intended to replace the older 2000 / 2500 units. The last production car, a 2500S estate (BOL87V) is kept at the Heritage Motor Centre.

Various models were assembled in South Africa, with the later 2500TC and 2500S being badged Triumph Chicane in that market between 1973 and 1978.

In New Zealand, CKD production of the Triumph 2000 continued at New Zealand Motor Corpora- tion's Nelson plant, with 2500S models until March 1979. Sir Rob Muldoon, New Zealand's then Prime Minister, privately owned a white 2500S and had been known to drive to work in it. This car is now owned by a member of the Auckland Triumph Car Club.

The 2000 was assembled in Australia by Australian Motor In- dustries. A special version was known as the 2000MD ("Managing Director"), which had special features such as knock-off wire wheels, triple Stromberg carburettors, and the battery moved to the boot. Total production of the 2000MD was approximately 100.

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Unique MG and Rover prototypes could be ‘scrapped’ as part of Longbridge sell-off

Alex Robbins,The Telegraph Mon, 8 Jul 16:38 BST MG is planning to scrap a collection of unique prototypes, hailed as an important part of the history of Britain’s motor industry, as part of its plans to downsize the former Rover factory at Long- bridge, according to sources at the plant.

The rare and one- off concept cars, which include the RDX60, a family car prototype that would have been tasked with saving the company had it seen production, have been stored at Longbridge on the southern outskirts of Birming- ham since the company entered ad- ministration in 2005.

The news, which has prompted outcry from automotive historians and car enthusiasts alike, was broken by Keith Adams, a noted British motor industry historian and founder of British Leyland reference site AROnline.co.uk, on Wednesday.

“These are being removed from Longbridge today,” he wrote on Twitter, alongside pictures of the rare cars. “A man on the ground darkly said, ‘to be scrapped like the rest of it’.”

The Longbridge site is currently home to the SAIC Motor Technical Centre (SMTC), which is fac- ing as many as 230 job losses as owner SAIC Motor (formerly the Shanghai Automotive Industry Corporation) seeks to downsize its technical centre, which is based there.

Other prototypes feared destined for destruction include the MG PR3 sports car concept, which paved the way for the MG F, and the Rover TCV crossover prototype.

When asked by the Telegraph about the fate of the prototypes, SAIC’s British subsidiary, MG Mo- tor UK, refused to comment, fuelling speculation that the cars are set to be destroyed.

Volunteers from the Rover Sport Register and MG Car Club, as well as the British Motor Museum at Gaydon, are offering to take on some or all of the cars for posterity.

The MG PR1 prototype looks surprisingly current Credit: Thomas Ak via Rover Group - Ex- Longbridge workers Fa- cebook Group MG had previously given assurances to the MG Car Club that the cars were not to be disposed of when asked earlier this year.

Adam Sloman, general manager at the MG Car Club, said: “We remain extremely concerned about the future of all of these vehicles – not just the one-of-a-kind MGs.

“We’re monitoring the situation and had offered to take care of the cars in May, but were told they ‘weren’t being disposed of’. Our offer to care for the cars remains, and we stand by to help in any way we can.”

Adams told The Telegraph: “If you're in any doubt as to the importance of these prototypes, it's worth spelling out why. The MG PR3s signalled the beginning of the rebirth of MG as a sports car manufacturer in the 1990s. in good condition and could be housed by a museum or owners' club Credit: Thomas Ak via Rover Group - Ex-Longbridge workers Facebook Group.

“The Rover TCV and MG Rover RDX60, meanwhile, both represent the last throw of the dice from a dying car company desperately trying to put together a new product on near-zero re- sources.

“The TCV was used as a shop window to show potential suitors that the company was capable of producing innovative and viable products, while the RDX60 was MG Rover’s last-chance saloon – a medium-sized family hatchback and saloon that was based on the Rover 75, and which would have gone into battle against the Volkswagen Golf Mk5 and Ford Focus Mk2 had it gone into production in 2006-2007 as was antici- pated.

“To lose these prototypes means we lose a vital missing link in the story of a long and drawn-out death of a car-maker. They need to be saved.”

15 Many of us will have seen Graham Canty knitting his gansey at various events before we needed to shutdown for a while. It is now finished, so what is it? A gansey (or Guernsey, or even ganzy) is a hardwearing, hand knitted, woollen jumper which has been worn by fishermen around the coast of Britain for many years.

A tough weatherproof garment, usually navy blue, its purpose was more than just to keep the fishermen warm and dry.

Each gansey has a unique pattern which varied from village to village and from family to family. If there was a shipwreck or accident the bodies washed up on the shore could be identified by their gansey as being from a particular village and family. In this way the fisherman could be returned to their family for burial. The ganseys are knitted without seams, all in one piece on five or more small needles using very fine, hardwearing four or five ply wool. They are knitted very tightly to make them weatherproof. The tighter the knitting, the more water and weatherproof it is. The pattern is concentrated round the upper body for extra warmth and thickness. The stitch patterns, such as anchors, diamonds, cables, lightning, ropes and ladders, symbolised the eve- ryday things in the fisher-folk's lives. Telling of their tools, harvest and the weather. It became traditional for the knitter to put in a number of 'mistakes' so the sweaters were personal to each member of the family. The guernsey is the mainstay of Guernsey's knitting industry which can be dated back to the late 15th century when a royal grant was obtained to import wool from England and re- export knitted goods to Normandy and Spain. Through trade links established in the 17th century, the guernsey found favour with seafarers around the British Isles, and many coastal com- munities developed their own "ganseys" based on the original pattern. Whilst the classic guernsey pattern remained plain, the stitch patterns used became more complex the further north the garment spread, with the most complex evolv- ing in the Scottish fishing villages. The guernsey was first widely used in the rating uniform of the 19th-century British Royal Navy. It is said that guernseys were worn at the Battle of Trafalgar (although these were probably made from woollen cloth, rather than knitted).

The association of the guernsey with the British Armed Forces has continued into the 21st century. In 2006, the British 7th Ar- moured Brigade ordered three hundred ganseys from a company in Guernsey and these were sent out to Iraq. Each garment was hand-finished in a neutral colour and had the Desert Rat insignia sewn onto the left sleeve. Orders for variants of the guernsey have also come from the Intelligence Corps, the Mer- cian Regiment, the Tank Regiment and Gurkha Logistics where they form part of officer uniforms.

Now I bet that you didn’t know that, and now you do.

So now it is time for a Singer, but not this one!

Singer Vogue.

The first generation of Singer Vogue I/II/III/IV models of 1961 to 1966, was a badge engineered version of the Hillman Super Minx. Introduced in July 1961, it was positioned above the Super Minx and Singer Ga- zelle in the Rootes Group range, and had quadruple headlights as well as a more powerful 66 bhp version of the 1,592 cc Minx engine.

The Series II version for 1963 had front disc brakes as standard, changes to the interior, remov- al of the chrome bonnet strip and a change to am- ber front indicator lenses. The Series III of 1964 gained six light bodywork and an increase in power to 84 bhp . The final version of this generation, the Series IV was introduced at the 1965 motor show and saw the engine size increased to 1,725 cc although there was no change in power output. The first generation Vogue was offered as a four door saloon and as an estate car.

The second generation Singer New Vogue launched at the 1966 British International Motor Show, was a badge engineered version of the Rootes Arrow saloon. More upmarket than the Hillman Hunter, it was powered by the same 1,725 cc engine and was the first British car to feature rectangular headlamps.

An estate version was released in April 1967. In New Zealand, Todd Motors produced a Singer Vogue as an up-market version of the Hunter. Prime differences were its wooden dashboard and door capping. Along with all other Singer models the Vogue was discontinued in 1970 to be replaced by the short lived Sunbeam Vogue. A man tried to assault me with milk, cream and butter. How dairy!

Lea-Francis is a motor manufacturing company that began by building bicycles.

R. H. Lea and G. I. Francis started the business in Coventry in 1895. They branched out into car manufacturing in 1903 and motorcycles in 1911. Lea- Francis built cars under licence for the Singer company. In 1919, they started to build their own cars from bought-in components.

From 1922, Lea-Francis had a tie up with Vulcan of Southport sharing manufacturing and dealers. Vulcan supplied bodies to Lea-Francis and in return got gearboxes and steering gear. Two six-cylinder Vulcan designed (and made) cars were marketed as Lea-Francis 14/40 and 16/60 as well as Vulcans. The association finished in 1928 when Vulcan stopped making cars.

A sporting image began to appear from about 1925, leading to models such as the Hyper and the Ace of Spades. The Hyper (also called the S-type) was the first British supercharged production car with a 1.5 litre Meadows engine, and in 1928 a Lea-Francis Hyper won the Ulster TT, a 30-lap race on the 13.5-mile Ards circuit on the roads of Northern Ireland in the hands of legendary race car driver, Kaye Don. The race was watched by a record 250,000 spectators, and the victory placed Lea-Francis firmly on the map. 1928 Hyper The company was re-formed in 1937 under the chairmanship of George Leek with other ex-Riley men such as R.H. Rose who designed a new engine for Lea-Francis which had a similar layout to the Riley 12/4. The 12 hp and the 14 hp (actually 12.9 hp) were introduced in 1937 and continued until the start of the war in 1939 when production ceased and the factory concentrated on manufacturing for the war ef- fort.

Post-war car production commenced in 1946 with updated vehicles based on the pre-war designs. The 14 hp Saloon and Sports were luxurious and sporty vehicles, and were popular, if expensive. Eventually, an improved chassis with independent front suspension and hydraulic brakes was introduced across the range and in 1950 the 18 h.p. saloon and 2½ litre Sports, both with the more powerful 2½ litre engine, were introduced. Production once again came to a halt in 1954, after not having been present at Earl's Court since 1952.

A number of 14 hp Sports chassis were sold to Connaught Engineer- ing where they became the L2 and L3 sports-racing cars. Connaught developed a Formula 2 racing engine for their "A" type single seater which was based on the Lea-Francis design.

1950 2.5 litre sports model The company had a chequered history with some notable motorcycles and cars but financial difficulties surfaced on a regular basis. The Hillfields site was aban- doned in 1937 when it was sold by the receiver and a new company, under a slightly different name moved to Much Park Street in Coventry. It survived there until 1962, when the company finally closed.

The Lynx, a tube-framed 2+2 roadster with a Ford Zephyr 2.6 litre inline-six engine, is the final model produced by Lea-Francis. Unveiled at the October 1960 British Motor show, it was famously painted in mauve with gold trim. The model remained only in prototype form and only 3 Lynx cars were made as no production was started due to lack of demand of this new sports car. A total of almost 10,000 Lea-Francis vehicles were made until production ceased due to the Lynx's failure to capture the buying public's attention. By the time of its launch, Lea- Francis was so financially distressed that they could not afford to build Lynxes unless they Lea-Francis Lynx had been ordered, and as none were only three Lynxes were made, all prototypes. Lea Francis also dabbled into starting producing the Fuldamobil Nobel bubble car to keep busy but proved a silly plan as the famous MINI was introduced in the late 1950s.

Some work was seriously undertaken when a new prototype was built for a possible brand new saloon using a Chrysler V8 engine but remained unfinished. The motor manufacturing parts of the company passed into the hands of the receiver in 1962, leaving Lea-Francis to continue with their engineering business. The company were purchased by Quinton Hazell Ltd., a motor vehicle component manufacturer, while the Lea-Francis name was purchased by English entrepeneur Barrie Price at about the same time. .

In 1976 Barrie Price began work on a handmade new car which was to be an expensive ea-Francis Nostalgia type tourer powered by a Jaguar running gear recalling the same cars Lea-Francis was very known for in the 1930. By 1980 since then his firm A.B.Price Ltd has continued to provide service and spares for the surviving cars and has also built a number of retro Lea-Francis modern motor cars to special order reviving the "Ace of Spades." name to their unique hand-built model. These have a hand- some aluminium bodyshell with a number of domestic components and have been produced as a two- seat coupes and as convertible car and in both versions these have been powered by Jaguar Cars me- chanicals making an average of 12-14 cars for sale with a price tag at £20000 according to motorbook author and writer G.N Georgano.

In 1998 it was believed that the Lea-Francis name might yet be seen again on the road when a new Lea-Francis sports car by the name of the 30/230, designed by James Randle, was shown at the Motor Show. Only a prototype was built before the project had to be aban- doned.

Lea-Francis 20/30 prototype

19 Lea-Francis motorcycles were produced from 1912 to 1924, in Lower Ford Street, in Coven- try. 1912 Lea Francis is perhaps better known as a car manufacturer but in the very early days the firm gained a reputation for the excellence of their bicycles. The prototypes of their motorcycle were produced in time for the 1912 Show. The machine was very well received, and featured all-chain drive in oil baths, multi- plate clutch, quickly detachable rear wheel, 2 speed gearbox with kick-starter, and particu- larly efficient mud-guarding. They used JAP engines. 1920 Lea-Francis

Having already dabbled with cars since about 1904, the firm turned to motorcycles and introduced one model, in August. It had a 3.25hp JAP V-twin engine with chain-driven Bosch magneto, a two-speed gearbox, plate clutch and fully-enclosed chain final-drive. There were also Druid forks and dummy-rim brakes on both wheels. It was offered as a reliable and comfortable tourer. 1914 Lea-Franis 430cc. (info from Graces Guide)

Retford 1960s

20 We can’t go to shows at present so let’s have a look back at when we could.

One from Epworth and some of the club cars at the Deaf Trust

21 Thoresby Hall, still not sure if the August Bank Holiday event will happen this year. Usually a good turn out and decent weather. Should we go there as a club one year?

22 Cusworth, maybe this year, just maybe.

Members showing that our Chairperson can take a polishing wind up. Had to be done.

Information taken from club & event websites, social media & Morgans Updates EVENTS CANCELLED IN PREVIOUS EDITIONS OF THIS LIST HAVE BEEN REMOVED. IF AN EVENT IS NO LONGER LISTED IT IS CANCELLED. Exhibitors should contact the appropriate organisation if in doubt. DO NOT contact the Traditional Car Club about events organised by others. Forthcoming events 2020 *=entry form available, abbreviations below July 31 Heath Common informal evening meet near Wakefield from 5pm TBC July 31-Aug 2 Whitby Traction Engine Rally (OS)* CANCELLED Aug 2 Sports Cars in the Park, Newby Hall https://www.sportscarsinthepark.co.uk/ CANCELLED Aug 8 Breakfast Meet, The Baxters, Fenwick 10.30am TBC Aug 8-9 Emley Moor Motor & Steam Transport Rally, Factory Farm HD8 9TE* (TBC) Aug 8-9 Huddersfield Vintage Rally, Greenhead Park, Trinity Street HD1 4DT* (TBC) Aug 9 Locke Park Gala, Barnsley (YTCC)* CANCELLED Aug 9 Harworth & Bircotes Classic Show, Sonia Armstrong 07477807393 (TBC) Aug 16 Picnic at Teresa’s (TCCD only) CANCELLED Aug 16 Thwaite Mills, Leeds (NECPWA)* Aug 16 Chesterfield Motorfest POSTPONED Aug 23 Scampston Hall, Malton (NECPWA)* CANCELLED Aug 23 Summer Jaguar Festival, Newby Hall CANCELLED Aug 23 Classic Rally Brooklands Nurseries, Holmfirth HD9 1UJ, TBC Aug 28 Heath Common informal evening meet near Wakefield from 5pm TBC Aug 28 Humber Bridge evening, North Car Park HU13 0LN cars 20+ years old (EYTCC)## Aug 29 Pocklington (NECPWA)* CANCELLED Aug 30 Ripon Classic Show, The Racecourse (MW)* Aug 30 Sewerby Hall Summer Gathering (EYTCC)## Aug 30-31 Notts Classic Show, Thoresby Park NG22 9EP (AG)* Sept 5 Breakfast Meet, The Happy Café, Sandtoft TBC Sept 5-6 Yorks Traction Engine Rally, Scampston Hall (OS)* TBA 3rd August Sept 6 Kirklees Light Railway, Clayton West (YTCC)* CANCELLED Sept 6 Breezy Knees, Warthill YO19 5XS (NECPWA)* Sept 6 Vintage & Classic Rally, Burton Constable Hall (EYTCC)## Sept 6 Rotherham Show CANCELLED Sept 6 Isle of Axholme Rally, Epworth Showground (Isle of Axholme Lions) CANCELLED Sept 13 Wentworth Woodhouse (Gemini events)* Sept 13 Wilton Park, Batley (YTCC, jtu) Sept 13 Vehicle Gathering, South Yorkshire Transport Museum (SYTM) Sept 18 Heath Common informal evening meet near Wakefield from 5pm TBC Sept 19-20 NVTEC Vintage Rally, Lanes Farm, Ackworth* CANCELLED Sept 20 Classic Rally, Knavesmire, York (YHVG)* CANCELLED Oct 3 Breakfast Meet, The Baxters, Fenwick 10.30am Oct 3 Sturton & Stow Show Oct 4 Crow Nest Park, Dewsbury (YTCC, jtu) Oct 18 Isle of Axholme Running Day (TM)** Nov 8 Dewsbury Bus Museum Autmn Open Day (DBM) Nov 13-15 NEC Birmingham https:// www.necclassicmotorshow.com/

2021 Mar 26-28 Practical Classics Restoration Show, NEC Birmingham Apr 25 FBHVC Drive it Day

24 June 26 May 9 Normanby Hall Classic Show (Lincs A30/35 OC) £3* If anyone has entered the 2020 event your passes will be valid for the 2021 event. May 15-16 Haworth 1940s weekend May 16 Lindholme Classic Tour May 23 Woodhall Spa Country Show June 6 Messingham Show June 9 Eckington Classic Rally, Renishaw Hall (Rotary) June 20 North Yorks County Show June 26-27 Wonderland Car Festival, Ferry Farm, Hoveringham, Notts NG14 7JP*

June 26- 27 Sheffield Steam & Vintage Rally Rackford Road, North Anston, S25 4DF June 27 Horbury Show July 2 Thornes Park Gathering, Wakefield (Fleur de Lys CVS) July 3-4 Winterton Agricultural Show July 3-4 Duncombe Park Steam Rally (GYTEC) July 4 Huby & Sutton Show July 11 Hornsea Classic Show July 17 Bishop Wilton Show July 17-18 Woodhall Spa 1940s Festival July 18 Crowle Show July 18 Ashover Classic Rally (Rotary) July 31-Aug 1 Hebden Bridge Vintage Weekend Aug 1 Sykehouse Show Aug 1 Tockwith Show Aug 6-8 VW Festival, Harewood House Aug 7-8 Driffield Steam Fair, Driffield Showground (Custom Shows, PO Box 93, Pickering YO18 9AU. https://www.driffieldsteamfair.co.uk/ ) Aug 8 Harrogate MG Club Rally, Pateley Bridge (Provisional date) Aug 15 Chesterfield Motorfest Aug 21 Auckley Show Aug 21-22 Lincolnshire Steam Rally Aug 30 Ripon Classic Show, The Racecourse (MW)* CANCELLED Aug 30 Epworth Show (Provisional) Aug 30-31 Notts Classic Show, Thoresby Park NG22 9EP (AG)* Sept 3-5 Chatsworth Country Fair Sept 6 Isle of Axholme Car Show (Lions) CANCELLED Sept 11-12 Hunton Steam Gathering DL8 1QF Sept 12 Otley Vintage Transport Extravaganza, Knotford Nook, Pool Road, LS21 1EA* Sept 17-19 Grassington 1940s weekend Sept 18-19 Crowle 1940s weekend

## The EYTCC have cancelled their events until further notice, if some 2020 events are held entry will be ‘pay on the day’. Late entry fees will not apply. ** Face coverings will be required when riding on buses/trolleybuses during the event. There will no longer be a Driffield Steam & Vintage Rally organised by the EREC South Yorkshire Transport Museum (SYTM) hold open days each month – see their website. Muse- um closed to visitors for now. Sandtoft Trolleybus Museum open days – see their website. CLOSED to visitors currently. If you wish to enter an event please refer to the Events Folder which will give more details. It is the responsibility of the entrant to ensure the event they wish to enter will take place. If you know details of any local events, please inform Rodger. A copy of an entry form is ideal so it can be copied, giving others the opportunity to enter.

Other event sources; In the north; https://.morgansyearbook.co.uk In the south; www.yeomansyearbook.org.uk Abbreviations: AG Andrew Greenwood Shows www.classicshows.org AVTG Aire Valley Transport Group www.avtg.co.uk CAP Cheshire Auto Promotions www.cheshireautopromotions.co.uk CS Crooked Spire Classic Tours http://www.crookedspireclassic.co.uk/ DBM Dewsbury Bus Museum www.dewsburybusmuseum.org EH Organised by English Heritage www.english-heritage.org.uk 01302 722598 / 0370 3331181 EYTCC East Yorks. Thoroughbred Club, www.eytcc.org.uk GVEC Glossop Vehicle Enthusiasts Club www.gvec.club GYTEC Great Yorkshire Traction Engine Club www.gytec.weebly.com HCVS Historic Commercial Vehicle Society http://www.hcvs.co.uk/ JB John Brook, Brickyard Farm, Badsworth, Pontefract WF9 1AX ([email protected]) JTU Just turn up LLMC Lincs Louth MC www.lincslouthmcclassic.co.uk (not currently active) LVVS Lincolnshire Vintage Vehicle Society www.lvvs.org.uk MMOC Morris Minor Owners Club www.mmoc.org.uk MW Mark Woodward Shows www.markwoodwardclassicevents.com OS [email protected], 08432 897631 (formerly number 1 events) NECPWA North of England Classic & Pre-war Automobiles Club www.necpwa.org NVTEC National Vintage Tractor & Engine Club www.penninegroup.net NYMR North Yorks Moors Railway https://www.nymr.co.uk/Pages/Events/Category/events PWA7C Pre War Austin 7 Club www.pwa7c.co.uk SHMC Sheffield & Hallamshire Motor Club SYTM South Yorks. Transport Museum, Waddington Way, Aldwarke, Rotherham. www.sytm.co.uk TBC/TBA To Be Confirmed/Announced TCCD Traditional Car Club of Doncaster, www.traditionalcarclub.co.uk TM Trolleybus Museum, Sandtoft www.sandtoft.org.uk TVMOC Trent Valley Mini Owners Club http://trentvalleymoc.co.uk/ WRBG West Riding Bus Group YHVG York Historic Vehicle Group www.yhvg.uk YVA Yorks Vintage Association (find on Facebook) YTCC Yorkshire Thoroughbred Car Club www.ytcc.co.uk

Jag purists, I warned you and still you had to look. Couple of Banjo players on the back and a washboard, just right for a bit of line dancing.

Well, you think it was con- verted by a cowboy– right?

It is VJ Day on 15th August , recognising the 75th anniversary of the surrender of Japan to finally end the Second World War. The club had planned to have an event to commemorate the end of what is often called the forgotten war where thousands of British and Commonwealth troops fought, suffered and died in terrible conditions. Because the European war had ended months earlier, many troops did not feel that their sacrifices were recognised as the peace had already begun to settle elsewhere. Our event would have been an opportunity to dress up in military attire again, obviously, but also to take a minute to recognise what those people did, what they suffered and how those that came home lived to rebuild their lives. I have a book by Alistair Urquhart called The Forgotten Highlander which is an account of his war from being captured in Singapore and working on the death railways. He was put onto a ship heading for Ja- pan only to be torpedoed, he was ‘rescued’ by a Japanese ship and taken to a camp only 11 miles from Nagasaki. It is a powerful account of events but shows how he kept going somehow despite the terrible challenges thrown his way. As we grumble about the current virus and want to return to meeting up with friends and family, club meetings and car shows, this man shows how we need to carry on because there is always hope for the light at the end of the tunnel but sometimes we have to wait. As we look around any car park, we can see the end result of peace, it is in the products of our former enemies that we drive and things that we fill our houses with. It is a good thing that VWs, Fiats and Mazdas can mix with British and American classics with no ani- mosity any more. It is a shame, when commemorating so much pain and death, that leaders talk in threat- ening terms towards other countries rather than trying to find ways of making the peace last as long as possible. So, on VJ day, we should take two minutes to remember our history and all those who lived through it together with those that did not return. After all this time, to recognise all of the people, races, religions that took part. There were over 40 languages spoken by allied forces in the Far East according to the British Legion. We offer respect and commemorate their efforts. Then, like them, we look for a better future for all from whatever comes our way. AC Right-that’s the end of the lesson, look to the future and be as happy as we can. How the club got new members back in the old days.

And finally, thank goodness for that I hear you say, some gems from facebook.

Not convinced about the future of that relationship.

Meanwhile, Mark is still waiting for the BBQ to get hot enough to cook on. What’s he waiting for? Spare ribs I guess.

Stay safe everyone, keep an eye on the club website and facebook pages for any updates on events. The Burghwallis has a facebook page with updates on their activities as well if you are interested. Please note, you are more than welcome to join in the club facebook chats or make a contribution as well if you like.

Over and out.