IssueIssue 133133 -- AutumnAutumn 20132013 utut && thrusthrus

NATIONALNATIONAL RALLYRALLY RESULTSRESULTS

I tell you, it was THAT BIG !

The Magazine of the Owners Club Chaiman’sChaiman’s ChatChat NoNo 55 -- AutumnAutumn 20132013

between their editor Gary Stretton and As I pen this ‘Chat’ approaching the Lord Montague of Beaulieu, who was a copy date for the autumn C&T, we are still leading lobbyist for rolling exemption to looking ahead to our revitalised National be introduced, stated that DVLA statistics Weekend at Bodicote. Planning is in its clearly showed a trajectory of owner- final stages and I am looking forward to ship by vehicle age as bumping along the an exciting event, which I hope will be en- bottom of a graph and from 1973 to the dorsed by a substantial member turnout. early 1980s, it showed a massive jump in numbers, indicating the revenue collected Remember, this will coincide with the would be an enormous loss to the Gov’t. celebration of 50 years of the introduction of the Series IV in 1963. In 2008, our last However, declining numbers of cars built national, at Blenheim Palace in 1973 in thethe inintervenedtervened mine was the sole Series IV yearsyears hhasas oobviouslybviously rreachedeached there. I hope we get a much bet- a stagestage wwherebyhereby iitt iiss nnowow ter representation this time! costingcosting ttoooo mmuchuch in rrevenueevenue administrationadministration tthanhan iiss aactu-ctu- As most of you will now know, allyally ccollectedollected in VEDVED.. HHenceence there was an announcement thethe rrevisedevised ccut-offut-off ddate.ate. by the Chancellor in the spring budget that he has extended ThisThis i sis a an ono w inwin s isituationtuation the VED exemption for cars actually.actually. IIff wwee lletet ccarsars ooff tthehe built in 1973. This will be for midmid 70’70’ss ggoo ttoo tthathat bbigig ccarar vehicles manufactured between 1 January park in the sky, more exemption will 1973 and 31st December 1973 and will be granted in due course. Whereas our take effect from 1 April 2014. Glen will be ‘raison d’être’ must be to keep extant cars checking his records for chassis numbers going. It’s self-defeating! this affects for models and re- leasing finite details in this issue of C&T. Still, very good news for Fastback owners of 1973 vintage. I shouldn’t hold out any hope however, that this will become the reintroduction In the same issue of Classics Monthly, of the rolling VED exemption we all hope we got a ‘plug’ for Cut & Thrust in a for. Further clues as to why, was printed in new feature this magazine is running by the June – 203 edition of Classics Month- focussing on club magazines. Our policy ly, whereby an interview held in 2006 Would readers please note that their contributions to Cut & Thrust should now be sent to Ron Atherton. 22 Cut & Thrust of providing a complimentary copy to all with their archive of drawings cannot journals editors certainly pays dividends. set up a similar scheme for major Rootes They depicted our spring issue with a products across Audax or Arrow based mention of the new remanufactured Boot models. A missed opportunity perhaps? hinges. The sales of which, by the way, are Admittedly the SOC did create the very encouraging and justifies our deci- scheme when they had a built up a big sion to have them remade in my view. reserve of funds. Nevertheless I feel sure each club would be prepared to contribute My recent debacle of fuel pump issues something towards a pot for tooling and (hopefully documented elsewhere in the remanufacture…after all, haven’t we just next issue) has highlighted the prob- done that with Boot hinges? lem with poor quality remanufactured spares available these days. It is a growing Talking of which, I wish to thank the problem. Pete Wormald presented a new many members both in the UK and Aus- supposed Lockheed master cylinder tralia who have supported the club and its at a committee meeting last September, initiative by investing in the remanufac- which someone had bought via a major ture of hinges and handles etc., by making Rootes parts supplier. To all intents and so many purchases thus far. Sales have purposes you would have thought it to be been very encouraging and the money the genuine article – pressed logo brand- will be reinvested in future remanufacture ing on the canister etc. However, it proved of obsolete items as soon as we are able. to be a ‘dud’ as the rubber seal did not ‘mate’ within the piston. It turned out to Let’s hope that the current spell of tra- be a Chinese copy purporting to be genu- ditional summer weather continues well ine Lockheed. So beware of what you are into the autumn. I am personally looking buying these days. It’s a jungle out there! forward to this year’s club trip to the Isle of Wight, organized by Barry Blake. Unfortunately there is little or no QI on manufactured items with trialling of I am awaiting news of a photo shoot I products alongside car manufacturer’s have been asked to participate in with my specifications. This is something Stag Rapier, which is scheduled to be featured owners have experienced for years. Hence in Classic & magazine, no the establishment of a Club Tooling Fund less. A rare honour for Rapiers to feature (whereby each member has one share in in such an exalted journal, which usu- the company) who work with major UK ally encompasses exotica. As soon as I manufacturers in the remanufacture of have news of when it is scheduled to be obsolete parts which meet original BL published I will try and get news out to specs so that they are a perfect fit for pur- you all – hopefully in C&T (deadlines pose. If a club with around 4000 members permitting) can run such a scheme, I am amazed that the group membership of ARCC clubs Derek Autumn 2013 3 Contents

Chairman’s Chat Number 5 Derek Athey 2 Welcome to New Members 4 Classic Pictures Number 1 John Mahon 5 Po�ed Personali�es Number 3 Neil Lamond 6 Bristol Show Jason Salmons 9 Rapier 2013, the Na�onal Rally of 2013 Ron Atherton 10 A Day Out with Dave Colin Tait 20 Rapier Series Model Door Handle Fi�ng Derek Athey 22 Workshop - Oils and Ally Heads etc. Mike Langley 25 SROC Services, Local Area Reps and Your Commi�ee 29 to 31

.uk Webmasters: Roger Hembury and Glen Mason

Robin Ballard Somerset No car Neil Beamont Essex No car Rodney Bolton Essex Sereis I Rex Clarke Lincolnshire Series III David Croucher ? No car Vincent France Cumbria Series V Roland Gibson Staffordshire No car Peter Macheta Oxfordshire No car Stuart McFadyen Stirlingshire Fastback H120 Didier Mignery France Fastback Rapier David Peacock ? No car Peter Ryter Netherlands No car Derek Stevens South Australia Series IIIa Peter Thomas Hampshire Series II Peter Tyrell West Sussex No car 44 Cut & Thrust Here is the first of our series of pictures of Rapiers in memorable se�ngs. It was sent in by John Mahon and shows loco number 49395 hauling what appears to be a rake of ex-LMS coaches. John said that his Series III was wai�ng to cross the level crossing at Irwell Vale on the East Lancashire Railway in October last year. The actual picture is shown below, but if that modern lamp post is erased from the picture as shown above (with the aid of Adobe Photoshop) then it could be a scene straight out of the late 1950s. To sooth the brows of those who like to know these things, 49395 was the BR number, but the loco was first used by the London and North Western Railway. It was designed by C J Bowen Cooke and the 0-8-0 configura�on included a flangeless pair of driving wheels at the third axle. The low tender line enabled the unit to run tender-first as shown here. Perhaps of greater interest to some would be that John’s Series III Rapier shown here appears to be an original moonstone and powder blue 1494 cc in very nice condi�on. 49395 has appeared at various loca�ons but here it was on duty at the East Lancashire Railway, part of the Bury Trabnsport Museum in Greater Manchester.

Autumn 2013 5

OTTED PERSONALITIE

P Neil Lamond - Treasurer S So this is my opportunity to tell you all about myself! I understand most people like talking about themselves, so I have agreed to give it a go. As we are a club dedicated to older forms of transport I have included a few nods to them in this piece.

I was born in the late 1940s in Streatham, South Lon- don. My mother had transport in her blood as her mother (Nan) had been a “clippie” on the early trams and her father worked all his life for London Trans- port Underground. Mum and Dad pushed me up to Streatham High Road to see this last tram run through the town.

We soon moved north of the river and settled in Harrow, visiting the aforementioned “Nan” on what I quaintly called the “Nanny Bus” which ran from Edgware Station. This photo is exactly as I remember the scene, one of the buses in this photo is preserved at Brook- lands (TD95).

In the late 1950s we went TDs at Edgeware station on holiday to Swanage in Dorset and on a trip to Poole this photo on the next page was taken of our family on top of a bus getting ready to head back via Sandbanks. Amazingly I spotted this photo for sale amongst postcards about 25 years later. We are only small in the picture and that is me looking over the edge of the bus on the left.

Trolleybuses still ran close by and we often travelled on these, they were large by the 66 Cut & Thrust standards of the day and accelerated silently and swiftly away from stops. By the time I was at secondary school they were being scrapped at a depot in Colindale and my friends and I used to go and climb all over them at weekends, remov- ing whatever bits we felt were best liberated back to our houses. My parents had their first car by now, it was a 1936 Standard 10.

Enough of buses though, as soon as I was old enough I took driving lessons. They came mostly cour- tesy of a small local driving school for which I cleaned their cars in exchange for the lessons. I passed on an Austin A40, and then started driving my mothers Fiat 600 (a bigger version of the then 500 and now a re-born shape on Trolley buses at Colindale our roads). I rapidly went through cars in this early driving period and bought a 2.4 Jaguar at the age of 19. I never took a photo of this car but have mocked one up below with my original registration. My car was the same blue with red leather interior and I loved it. Four months into ownership it was writ- ten off by a Brent Council van that came straight out of a side road in front of me.

I won’t brag about its Left: Jaguar Mk 1 Autumn 2013 7 replacement as it was a Ford Popular, how this great manufacturer produced 3 speed cars with windscreen wipers that went slower the faster you went, I’ll never know. But I did go on to buy a Mk2 Zephyr 6 convertible, cream and red. I had a Phillips 45 record player in it, how cool was that combination? Well in truth a bit more rocker than the mod styling of the clothes I wore but hey-ho you create your own image. I understand the pressure on the needle was something like 14 lbs in order to keep it from jumping!

After a year or so the Zephyr was sold as rust became a problem and I bought – wait for it – my IIIA convertible 775POO. I was 22 by now.

I kept the Rapier on the road for a few years but rust was also creeping into what was an otherwise very sound and lovely example. I was working for NCR at this stage and my career was going well and I was given a company car (Ford Escort Mk1), so POO was saved from be- ing sold on and instead stored in my garage with the promise of a makeover. At this time the word “makeover” was not in my vocabulary and neither was the phrase “classic car” coined. The work got under way and in the process of speaking to people I came across David Parrott, he talked about forming a club which I said I was “up for” (another phrase not in use then, so I must have used other words), but as the say the rest is history.

I left NCR and started a business with a friend selling the new thing then “plain paper pho- tocopiers.” We sold that company in 1980 and I became a director for the buy-out company, in turn this was bought by Pana- sonic in 1994 and I became a General Manager for them until being offered a “compromise agreement” in 2004 when I became a director of a small leasing company. I stopped full time work in 2009 but now do a lot of vol- untary community work. I am even in prison every week but that’s another story.

Neil Lamond

88 Cut & Thrust Bristol show

This year our club stand was the owned his car quite as long but it has opposite of 2012 with 2 series cars on recently undergone a full restoration and diplay and no . Martin Bowden had various people enquiring if it might was due to have his car on the stand but be for sale. technical issues meant he had to pull out unfortunately and of course my own Attendance was strong over the weekend, H120 is still not quite finished! no doubt helped by the reasonably good weather and on the Sunday a consider- Anyway we had Rosemary Pye & Ron able number of additional cars were Watson join us on the club stand, both parked outside, their owners having with Series 4 Rapiers and both with very taken part in drive it day finishing at different histories. Rosemary has owned the show. We seem to have laid regular her car since new in 1964 and along claim to the corner stand at the show with her husband who was showing his and over the weekend we agreed that rather lovely DB6 on the Aston Martin next year we would be able to display 3, club stand, which he has also owned maybe even 4 cars and still leave room from new, must be part of a very exclu- for the public to access the stand. sive club! Ron on the other hand has not Jason Salmons Autumn 2013 9 NATIONAL RALLY 2013 Rapier 2013 - the nATIONAL RALLY stop at the Wharf Inn in Fenny Comp- It has been five long years since the ton. last National Rally. In 2008, 42 cars and around 80 people enjoyed brilliant weather The Winter edition of this magazine in a display that formed part of Andrew will feature some of your photos of the Greenwood’s larger classic car show, and run, and any other pictures from the many others people visited our area too. National that you care to send in, so get At that time we had around 330 members, them to us soon. about 100 more than today, so numbers were expected to be down on 2008. The It was a wet afternoon as the cars visited weather in 2013 had been very good lead- the Archive Centre, where the crews ing up to the show, with temperatures in had the pleasure of meeting Barrie the low 30s at times, but by the time of “Whizzo” Williams, the famous and our rally some rain was forecast, and sure very successful racing driver who also enough it did interrupt some of the setting drives the splendid Ecurie Ecosse Com- up. mer transporter on occasion. It was still lashing down as the cars made their way All was ready however, for our big week- back to Bodicote, where those who had end and the events began with a scenic booked a meal at the Horse and Jockey, drive around the lanes of Oxfordshire and a local pub, made their way there to Warwickshire. For most the rain held off enjoy a fine meal. The conversation until the participants reached the lunch levels were high as members met old

The two Ex-President’s cars. That of Reg Guy is on the le�, and David Parrot’s old mount, recently restored to phenominal condi�n by Peter Wormald, is to the right

10101100 CutCut && ThrustThrust Rapier 2013 - the nATIONAL RALLY friends and made new ones, so the quiz on the market. The last award in this that Glen Mason had organised was left series was the Commuter Cup, presented for another occasion. It was still raining, to the owner of the car that had proved and it continued well into the night. via successive MoT certificates that it had covered the greatest mileage during the Sunday morning dawned bright and past year. There were then five ‘presidents’ clear, and the day turned out to be really awards, which were presented by Ron nice. The first event that day was the Atherton, our current President, for what driving tests, set out in the arena. Eight he considered the most interesting cars at cars tried the course, which laid the em- the rally. phasis on driving skill rather than tim- ing, and two of the competitors stood Our special guests at the rally were Barrie out with superb performances. They ‘Whizzo’ Williams, who had been to the were Mark Reader with his Fastback and Archive Centre on the previous day, and David Angel with his Series car. David Brian Bayliss, a prominent figure in the scored a remarkably low penalties score Sunbeam Club of New Zealand. Both of 4, but was narrowly beaten by Mark’s gave a fascinating address before the score of only 2 to win him the winner’s presentations and certificate. Many people took advantage were appreciated of the sandwich van that had positioned by all at the show. itself on site, and then it was time for the One of the inter- concours judging. esting facts that Brian relayed to The old Masterclass trophies had been us during the retired to the archives during the year weekend was and two spanking new trophies were on offer, each one dedicated to one of our two past Presidents, David Parrott for the Series Trophy and Reg Guy for the Fastback one. There were no separate class awards Special Guests this year, but the Heritage Trophy, presented to us by Norton Insur- Barrie ‘Whizzo’ Williams ance, was awarded at this rally to (above) the best ‘featured’ car, which was the Series IV, celebrating as it was Brian Bayliss (le�) the 50th year since it first appeared

AutumnSummer 2013 2013 111111 NATIONAL RALLY 2013

that he had imported a Fastback from the UK and found it needed some work. Upon stripping the front valance he discovered that it had been patched up with newspa- per! When carefully peeled off it revealed advertisements for ladies of ill repute from Manchester in 2005. Considering that they may have been by now past their prime he declined the temptation to call any of them. He also recalled the time when Rosemary Smith visited NZ and used an Imp to perambulate a race circuit there.

The Fastbacks line up at Bodicote ...and John Lockyer arrives in the ex- Reg Guy compe��on car. John is the present owner and is keeping the car On this and further pages are in splendid condi�on. pictures of the weekend’s ac�vi�es. Prominent on Saturday was the Scenic Run, organised by Glen Mason and Nick Harrison. Below we see the flag being waved by Derek Athey to start the run. To the right are a couple of fastbacks driving through a wooded scene

In the marquee: On the bo�om of the next page we see Nick Harrison at the sales desk for Regalia, while on the far right is Derek Athey about to make a sale of the bright metal parts that have recently been made for the SROC.

1212 Cut & Thrust PhotographsPhotographs

Below: One of the stops on the Scenic Run. Here the Series cars are lined up at the mid point stop.

Above: ...and here they are at the Rootes Archive Centre in Banbury

Gordon Jarvis and ‘Whizzo’ Williams talking with David Atherton about his car troubles. He had no leads! It transpired that a lubrica�on problem meant that his No 1 big end had run dry and failed during the Scenic Run.

Autumn 2013 13 NATIONAL RALLY 2013

GeneralGeneral PicturesPictures

Le�: The start. Right: Rally Control

The Driving Tests 1 - Mark Reader (Score -2) 2 - David Angel (Score -4) 3 - Gordon Jarvis (Score -40) 2 3 1

Below: Brian Bayliss tells the story

Le�: Some exo�c cars at the show. Top: A TVR Chimera Bo�om: A Imp

1414 Cut & Thrust Above le�: The new induc�on manifold and Weber carbure�or kit developed by the Club and on show at the Na�onal Rally. It will be suitable for some Rapiers and the full kit will retail for around £650. It has already been installed in one Rapier with extremely good results. Full details in the next C+T.

The End !

StatisticsStatistics

Those at the Rally over the weekend... Series I and II 0 (6) Fastback Alpine 0 (2) Series III and IIIa 11* (8**) Fastback Rapier 5 (5) Series IV 5 (2) Fastback H120 5 (5) Series V 4 (6) Total Rapiers 30 (30) *Includes 6 conver�bles (**5) Total people 73 (80) In brackets - A�endacies at last Na�onal Rally at Blenheim Palace in 2008.

Autumn 2013 15 NATIONAL RALLY 2013

WinnersWinners

Above and le�: The David Parrot Memorial Cup for Best in Series cars was presented Show to PETER WORMALD for his fantas�c restora�on of WRV 529, David’s own car when he was alive. Not to be outdone, Pete also won the Reg Guy Memorial Cup for the best Fastback at the show. Le�: New member BERNARD COOMBES won the Heritage Trophy for the best Series IV on the 50th anniversary of their introduc�on in 1963.

Le� and right: STEVEN STREET won the Commuter’s Cup and also received a replica for the Meech Shield which he won at the recent AGM.

1616 Cut & Thrust the president’s choice

Right: Brian Bayliss presents one of the five ‘President’s Cer�ficates’ to NEIL LAMOND

The owner of OVO 490 R receives his award.

Le�: The owner of GYC 670 D shows us his cer�ficate. Right: John Welham gets his award for CNU 986 G

Below: MARK READER with his winners cer�ficate for the Driving Tests in NAD 77 F Le�: The driver of President’s Aus�n Cambridge Choice 7963 LJ admires his cer�ficate

Each of the above winners also recieved a special SROC rose�e

Autumn 2013 17 1818 Cut & Thrust Preserving The past For the future

Become a Friend of the Trust from as little as £15 per annum

Trustees Andrew McAdam - Singer Owners Club James Spencer - Clan Owners + Imp Clubs Bob Allen - Imp Club Gordon Jarvis -Avenger & Sunbeam Owners Matt Ollman - Sunbeam Alpine Club Gavin Stewart Graham Vickery - Owners Club

Patrons: Lord Rootes, T.D. Rootes and W.B. Rootes Rootes Archive Centre Trust, Units G151-4, Cherwell Business Village, Southam Road, Banbury, Oxon. OX16 2SP, UK

Visits by appointment please Contact James Spencer 07785 253403 [email protected]

Autumn 2013 19 AA DayDaDayDayy outout withwith DaveDaDaveDaveve -- ByBy ColinColin TaitTTaitTaitait

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GreekGreek PParthenonarthenon & bbuiltuilt oonn a vveryery ppromi-romi- nentnent hhillill wwithith ggreatreat vviewsiews ooff tthehe llocalocal aarearea BBKBBK waswas cchosenhosen aass tthehe hhireire ccar,ar, aandnd tthehe …..no…..no ppitit hheapseaps !!! 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YYoungoung weatherweather wawass bbrilliant,rilliant, & ffromrom tthehe hhotelotel (a(att LambtonLambton ooff ccourseourse kkilledilled tthishis ‘‘warm’warm’ ‘‘thatthat RokerRoker sseafront)eafront) wwee hheadedeaded ooff,ff, 2/3 ccar-ar- waswas mightymighty qqueer’ueer’ aandnd iiss oonene ooff tthehe nnorth-orth- loadsloads ooff ppeopleeople & mmusic/filmusic/film eequipmentquipment ttoo east’seast’s ggreatreat didittiestties & llegends!egends! 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DDaveave ttookook ooffff toptop carcar pparkark ttoo wawatchtch tthehe ccarsars wwhilehile ttheyhey aallll withwith ccameraamera & ssoundmanoundman & wwee eeventuallyventually headedheaded ddownown in tthehe ‘‘internal’internal’ eelevatorlevator wwithith metmet uupp aatt tthehe mmonumentonument ccarar pparkingarking aarea.rea. IItt drumdrum kkit/guitars/filmingit/guitars/filming eequipquip etetc…..andc…..and waswas nownow aafterfter 6p 6pmm w iwithth t hthee s unsun dr droppingopping o non performedperformed a sshorthort ‘‘gig’gig’ ddownown bbelowelow oonn tthehe a lovelylovely bbackdropackdrop ooff ssomeome llocalocal fifields,elds, ssomeome 2020 Cut & Thrust withwith yyellowellow flfloweringowering ooilil sseedeed rarape.pe. ThThee g egearar asas theythey wwereere sshootinghooting ffurtherurther aafieldfield in tthehe waswas unloadedunloaded & ttakenaken uupp tthehe hhillill wwherehere ttheyhey northeastnortheast ooverver tthehe nnextext ffewew ddays.ays. filmedfilmed aanothernother sshorthort ‘‘gig’gig’ oonn tthehe ‘sun-setting’‘sun-setting’ sideside ooff tthehe hhill.ill. SSomeome ooff tthehe crcrewew ccameame bbackack SoSo tthathat wawass iit……..at……..a ddayay ooutut wwithith Dave,Dave, earlierearlier tthanhan DDaveave & tthehe oothers,thers, & I wawass ttoldold toto rremember!...... Iemember!...... I ttookook tthehe pphotohoto ooff BBKBBK thatthat BBBKBK wawass nnotot nneededeeded aanyny mmore.ore. & thethe mmonument,onument, sshortlyhortly aafterfter I Il eleftft th ethe crew…….nb:crew…….nb: tthehe ‘‘correctcorrect yyear’ear’ o/ro/ridersiders wwereere MyMy ccarar wawass oonlynly nneededeeded fforor tthehe oonene ddayay fittedfitted llaterater wwhenhen I ccouldould finfindd ssomeome !

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Pictures taken at the ‘Day out with Dave’

Autumn 2013 21 RapierRapier SeriesSeries ModelModel DoorDoor HandleHandle FittingFitting

Technical Information from DEREK ATHEY Since making available to the member- ship the stocks of remanufactured Series door handles, I have now personally had the opportunity of replacing my own on my Series IV model.

I thought I might share with you all some of the issues in the fittings of these new products.

The handles sets come with the outer han- dle, lock release button or plunger, retain- innerinner ddooroor sskinkin in oorderrder ttoo rreacheach tthehe 9m9mmm ing plated and set screws for same. nut holding the front leading end of outer handle. Remove nut. This may, or may not As these are hand made in small batches also remove the set screw with it. Either some of the threading for the two mount- way remove what comes off. ing screws of the handle-to-door skin and the retaining plate fixing screws may have Then remove the mushroom headed screw burrs in the threading. So, the first thing from the double-skinned outer door lip you need to do is run a 2BA tap through (partially hidden by the rubber door seal.) the larger end holes and a 7BA tap thru the small fixing holes for the plate. The door handle now will simply lift off the door panel in a slightly upwards lift, to Next remove the door cards from the unhook the actuating lever from the door inside of the doors (refer to a Workshop mechanism. Manual if you’ve not done this before). This will expose a hand sized hole in the Be careful not to tear, or lose the mounting gasketgasket wwithith tthehe ooldld hhandleandle aass yyouou wwillill nneedeed Old Rapier handle fixing end toto rre-usee-use tthishis oonn tthehe nnewew hhandle.andle.

NowNow youyou cancan ssetet aaboutbout rremovingemoving tthehe springssprings aandnd llocksocks ffromrom tthehe ininsideside ooff tthehe oldold handle.handle. IIf,f, lilikeke mmine,ine, ttheyhey hhaveave bbeeneen removedremoved in rrecentecent yyearsears yyouou sshouldhould nnotot havehave anyany problemproblem rremovingemoving tthehe 0B0BAA ssetet screwsscrews hholdingolding tthehe rretainingetaining pplatelate fforor tthehe doordoor llockock bbarrelarrel aandnd sspring.pring. OOnn tthehe ootherther hand,hand, if itit hhasas bbeeneen in ssituitu fforor ooverver 40 yyearsears 2222 Cut & Thrust cancan lleaveeave tthehe pplungerlunger in tthehe hhandleandle wwhenhen removingremoving tthishis ssetet bboltolt aass tthehe ininnerner eengag-ngag- inging sshoulderhoulder eendnd ooff tthehe pplungerlunger llocksocks inintoto a squaredsquared rretainingetaining llugug wwhichhich wwillill ggiveive yyouou ‘purchase’‘purchase’ oonn tthehe sspannerpanner wwhenhen rremoving.emoving.

CarefullyCarefully lift ffoffo t hthee s pspringring a nandd p lplunger,unger, notingnoting hhowow ttheyhey ggoo bbackack ttogether.ogether.

Old Rapier handle lock fixing NowNow forfor tthehe fifiddlyddly bbit.it. YYouou wwillill nneedeed ttoo removeremove tthehe ssmallmall sspringpring wwhichhich hholdsolds tthehe themthem yyouou mmayay nneedeed ttoo ggiveive iitt a ssoakoak in keykey flflapap in pplace.lace. ThThisis h ahass a ac ecentralntral s tstraightraight penetrating fluid and leave it for an hour to arm which engages into the spindle of the help remove the screws without snapping flap on the inside of the handle. Be very the heads off. careful not to snap this off, as getting an- Once you have removed the retaining plate other one will be nigh-on impossible. Use offer it up to the new one in the kit. You a fine pointed nose pair of pliers or very may well see that the ‘U’ open end is some- small electrical screwdriver to prise out the what narrower than the existing plate. You spring. have the choice of re-using the old plate (as I did) or, filing out the new plate in order The new key flap contained within the for it to fit around the plunger. Make sure set may be not wide enough to allow the you make it wide enough not to foul the straight edge of the spring end to engage shaft of the barrel as this will destroy the in the slot. Offer it up whilst off the new outer chrome in time. handle. If too tight, you will need to open this up with a very thin needle file. DO You will need to use your key to turn the NOT USE A JUNIOR HACKSAW as this operating arm thru 90 degrees to remove will possibly weaken the spindle and one the release button/plunger to remove the half of the spindle could well snap off. You barrel. Ensure you note how the spring is will then either have to use the old flap, or held when removing the lock barrel for do without a key flap on the outside. re-assembly.

Clean up the barrel lock of old grease and re-oil to ensure smooth operation.

When you have the retaining plate re- moved, remove the set bolt from the end of then old plunger for re-use on the new one. If tight, again soak in penetrating oil. Avoid over zealous use of spanner other- wise you will snap off the head (as I did!) Old Rapier snapped key flap spindle and you will need to find a new bolt. You Autumn 2013 23 Once prepared the new spindle of the shape making holes where necessary on key flap. Insert into place and set about the mechanism end. Refit the door handle tensioning the spring the pointed-nose pli- to re-engage the actuating rod of the inner ers and small screwdriver the push down mechanism by sliding the handle vertical the end of the spring. This may take a few downwards to then line up with holes in attempts. Be patient! Once inserted, make the door skin. sure the spring arm goes right down to the bottom of the spindle as it must engage in Use a little 3-in-1 oil on the set screw and the two opened up holes either side of the nut on the leading end of handle and insert slit which hold the spring in place. and tighten up whilst holding the handles on the outside of the door. (You cannot do Now you can re-assemble the lock barrel, this with the window down!!) Refit door spring and retaining plate and actuating cards and window winder, door handle etc. arm for the lock mechanism. Simples! Job done. Stand back and admire shininess of new sparkly handles.

Key flap spindle spring fixing lug Check the operation of plunger button, lock, key and barrel and key flaps BE- Have a Gin & Tonic or cup of tea and use FORE refitting to your car doors. Adjust sticking plasters where necessary. as necessary, for smooth operation with- Derek Athey out any snagging or catching anywhere. Use grease where necessary. Derek has susequently informed us that If your old handle gaskets are beyond Ashwater (the manufacturers) have remod- redemption, a good tip is to find an old elled the tooling for the plunger and key flap cycle inner tube and cut it open length on the door handles to improve the opera- ways and lay your lock handle onto the tion of the handle in use and also they have flattened inner tube. Use a ball point pen sourced springs for same which on future or fine marker and then draw round the orders will be included in the sets. handle edge at both ends. Cut inner to (Ed) 2424 Cut & Thrust WORKSHOPWORKSHOP Here is a general discussion (which seems to in general, and especially running old en- have originated in the USA) sent in by Mike gines in the modern world. This is because I Langley, on the merits of Rootes aluminium always drive old cars, as normal every-day heads and the use of oils… cars, that includes city traffic and long-haul. Aluminium-headed Rapier, oil and My daily car has over half a million miles on valve gaps it, so you get to know what is important and 1) What oil do YOU run in your gearbox? what's not.

2) How do you set you set your valves? Dif- Here is my take on all of this (not relating to ferent literature seems to disagree. I have the original question, but may be useful to an old vintage 1960s workshop reference people anyway). guide that says 0.30mm cold. However the handbook says 0.33mm hot. As far as I know, The whole ethanol thing is not really such a the difference between hot/cold valve gaps is big issue really I don't think. The only real only important in engines with aluminium problem with ethanol is that it eats old-style pushrods, since these engines have steel rubber components and attacks some copper pushrods that's not such an issue, so I set alloys. Specifically types of brass. However, them to 0.30mm cold. However all of them this doesn't cause problems because the type were somewhat tighter, and now that they are of brass that it affects has not been used in set to 0.12mm cold the engine sounds very fuel systems since...like...a very long time sewing-machine like. Since I never heard ago. Maybe cars that are like 100 years old or a Rapier engine before, I am not sure what something had brass pipework but nothing they are supposed to sound like. I know a newer. Brass alloys used inside carbs (jets, lot of old pushrod engines with no hydraulic nozzles, needle seats etc) appear to be alco- followers DO sound very sewing-machine hol-stable. The rubber issue is more promi- like, but some don't. So how do you set your nent, but all it means is that you have to valves? Hot or cold? And to what gap? replace all rubber components (diaphragms, pipes, valves etc) with more modern alco- Also, another slight question. The 1960s hol-stable materials. Besides, if something is workshop reference guide says engine oil in NOT alcohol-stable, the chances are it’s over the tranny (that seems legit because I know 20 or 30 or so years old and you would want old trannies sometimes used engine oil back to replace it just due to age. when metallurgy was still not advanced enough to make synchros that are EP-com- The whole valve seat/leaded gas thing is patible), however, the unit manual because of this: The choice of material for says the o/d unit MUST use EP90. Since engines has been iron for most of their his- the o/d and the tranny share their oil supply tory, and iron is reasonably soft. Iron is not what’s up with that? sufficiently hard to be a good valve seating material, and tends to get hammered by the Jan Eyerman answers … valves and deformed. However, it’s easier to Although I don't know my Rootes cars very cut the seat out of the substrate material than well yet (I only had 3!), I DO know engines to fit hardened seats. Autumn 2013Cut & Sum- 25

In the really olden days this was not a prob- did it). (Editor’s note - Early Series cars vented lem because engines were very unreliable their crankcase to atmosphere without a PCV and had short service lives, so engines had to (Positive Crankcase Ventilation) valve. be overhauled really often. Engines just did not live long enough between overhauls for Further help… this to be an issue. Engine oil. I run 10/40 because a bottle of it came in the boot, but I wasn’t sure if it needs As engines got better and more reliable, thicker oil being an old style engine. Most coincidentally leaded gas was also invented. engines from the 1960s use 20/50 or 15/40. So although engines now could indeed live My engine leaks from the front pulley, but long enough to suffer the effects of valve seat then again a lot of old engines leak a little, problems, this was not an issue because of it does not bother me. People told me that leaded petrol. So engine manufacturers kept the Rootes engines have NO oil seals at all at making valve seats by just cutting the iron the front end of the crankshaft anyway, just substrate. reverse-thread slingers. Is this correct? (Yes – editor) When leaded petrol was banned, people started fitting hardened seats to iron heads, One thing I know for sure though is that which were sufficiently hard to withstand the aluminium head engines never need lead hammering of the valves without lead. additive, because it is metallurgically almost impossible to make an aluminium head However, aluminium heads are a different engine with soft valve seats. matter. Aluminium is really soft, far too soft to make valve seats out of, even with lead, so 1962 1600cc, iron head, all aluminium heads had valve seat inserts. 15W40 (diesel engine oil) w/STP (for ZDDP) However, it also expands a lot when hot, 1969 Sunbeam Alpine GT 1725 aluminium much more than steel or iron. So if you press head.... 10W40 w/STP (again for ZDDP) iron inserts into an aluminium head, as soon Both cars get Alemite CD2 lead substitute in as it gets hot the aluminium will expand the petrol. It is important to always use the much more than the iron, and it will fall out. same brand of lead substitute as there are two So valve seats for aluminium heads must be different, non-mixable formulas out there. made out of alloys which have a matched ex- Supposedly the BEST lead substitute is pansion rate to aluminium. It coincidentally "Redline 2000" (as the results from Practical happens that those alloys are all also very Classics Magazine tests showed about 10-15 hard, hard enough for lead-free work. years ago). I always set my valves HOT us- ing the specs in the manual (which are in the Turning to oil leaks, under almost all condi- .015 range). Why? That is the way my Dad tions, Rootes 1390-1725 engines should not always did it (he built racing engines in the leak oil from the front of the crankshaft. The 1930s and 40s). usual cause of oil leaks there is a clogged/ stuck PCV valve. The crankcase is getting And from our own Series Spares Of- pressurized and the best route out is the at the front pulley. Try replacing the PCV valve ficer, Mike Langley… or venting from valve cover to air cleaner (that is the way the 1969 and later engines Gearboxes - I guess it depends on the trans- 262626 CutCut && ThrustThrust Summer 2013 2727 mission. There are two different 'flavours' of style engine-oil trannies. synchros it seems, some that need engine oil, and some that need EP oil. They are made BUT -They often have overdrive modules of different materials and work in differ- fitted, which share their oil supply (is this ent ways (well, slightly anyway). Like, it’s a correct? Does the o/d share the trannies oil binary choice, kind of like 6v vs 12v, petrol vs supply? (Yes – Editor)). Overdrive module diesel or car vs boat. You either have one or literature exclusively says to use tranny oil, the other, and they can't be interchanged. It like the strain of EP80/90 that existed at the seems a lot of people (including me on vari- time? ous occasions!) don't know which one they have, and due to the lack of general knowl- So as you can see, this is a contradiction. edge on this subject finding out is sometimes Unless the oil supplies of the o/d and the hard. are separated, this does not make sense. There is a further sub-divide because some early 'non-engine-oil' type transmissions get I guess that it is about �me to consult the attacked by more modern formulas, so they original Rootes manuals to see what kind have to use pre-GL4 or something like that, of oil we should be using. Rootes tended but for now lets ignore that fact as it makes to recommend Shell oils but it’s the GRADE it even more complicated, and just separate that counts, and in the UK the following them into two species, engine-oil and non- would normally apply: engine-oil. Series engines - 20/20 unigrade or 10/30

mul�grade. (Worn engines might be The engine-oil type synchros were used by be�er with 20/50 mul�grade - Ed) non-German-influenced manufacturers up to, the 60s and 70s perhaps. Whereas Fastback engines - 20W/50 or 20W most European manufacturers (which had German influences) switched to the more Series Gearboxes with or without modern design earlier which uses transmis- overdrives - Unigrade 30 (The same oil sion oil (as we know it today). serves the two units and if your overdrive stops working check your oil level first) The problem comes when manufacturers Fastbacks - Shell Super motor oil, which switch mid-way through a production run. is probably about the same as the Series That seemed to happen with a lot of British requirement. manufacturers. So early cars of a particu- lar type had engine-oil type transmissions, At no �me do Rootes specify transmission and later cars had EP-type transmissions, oil for any of the Rapiers. but… The problem seems to be especially confusing on Rootes transmissions because Series Rear Axle the transmissions are mostly described as en- Spiral Bevel - 140 EP gine-oil transmissions. They have those styles (EP = Extreme Pressure) of synchros, suffer from bad synchroing Hypoid - 90 EP when filled with tranny oil, and the instruc- Fastbacks 90 EP tions tell you to put engine oil into them. So that would point to them being the older (Editor) 26 Cut & Thrust SummerAutumn 20132013 272727 Affordable peace of mind ...with plenty of benefits Privately owned for almost 50 years, we like to believe we know a thing or two about classic car insurance. We understand what you want as an enthusiast - and what you don’t want - from your cover. Exclusive benefits available Specialist policy op�ons for to car club members: your specialist car:

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2828 Cut & Thrust SROC Services Membership Subscription Rates subject to confirmation that their member- Full members £23 Add £2 for family mem- ship has not lapsed. All parts supplied are bership. A portion of the annual subscription new or new ‘old stock’. We have a small is directly allocated to the appropriate spares supply of second hand parts that we may fund. Associate membership £20 (For those offer if no new alternative is available, but without Rapiers) liabilities for these parts are waived, the sale being regarded as between members Back Issues with no SROC involvement. There is no Back issues of Cut & Thrust are available published list of these items and members from Ron Atherton at £1 plus postage each. should contact the Parts Secretaries with Original copies of some early issues are their specific requirements. Please also no longer available but photocopies can be contact us if you are aware of any spares supplied on request, contact Ron for further for sale, or know of alternative parts that details. also fit our models. Similarly, if you have experience of a firm who are prepared to Parts Department remake parts please let us know. The SROC has a policy of making as many List of Rapiers for Sale and Wanted spares as possible available to members at These are now carried on the Club web sensible prices. The prices for parts pub- site www.sunbeamrapier.co.uk. If you don’t lished on the spares lists circulated from have access to the internet contact Glen time to time by the Parts Secretaries, are Mason by letter or ‘phone requesting a those applicable to non-members. Members printout of cars available and enclosing an will be able to purchase parts at a discount 8” x 4” SAE. to these published prices: as a general rule 30% less, but some items will be offered at For Sale and Wanted a greater discount. Members should check Adverts are accepted in Cut & Thrust via availability and prices with the respective the Editor, accompanied by a cheque cov- Parts Secretaries before ordering, when the ering any costs (See rates below...) discounted prices will be confirmed to them,

ADVERTISING RATES For one issue of Cut and Thrust Members Non-members Rapiers for disposal Free Free Cars for sale (up to 60 words) Free £3 Cars for sale (up to 120 words) £3 £6 With photograph add £5 for each photo Same as members Parts for sale or wanted Free Free Trade advertising rates for one issue... Quarter page £10 £12 Half page £15 £20 Full page (A5) £35 £40 Enclosed leaflet or brochure A5 £30 £30 For special requirements please contact the Editor 20% discount for four consective issues or more on above rates. Autumn 2013 29 YourYour LocalLocal AreaArea RepresentativeRepresentative

Area 1 - SOUTH-WEST - (Cornwall & Devon) - Malcolm Fletcher: 10 Great Furlong, Bishopsteignton, Teignmouth, Devon. TQ14 9TU.  : 001626 779284 Email: [email protected] Area 2 - WEST - (Somerset, Wiltshire and Bristol) - Jason Salmonds: ‘Meadowside’, Chilthorne Domer, Yeovil, Somerset. BA22 8RE.  : 01935 840889 Email: [email protected] Area 3 - SOUTH - (Hants, Isle of Wight, Dorset, Berks, Surrey & W. Susex - David Atherton 26 Elgar Road, Southampton. SO19 0JH.  : 0750 2222 497 Email: [email protected] Area 4 - SOUTH-EAST - (East Sussex & Kent) - Vacant Area 5 - GREATER LONDON) - (Inside the M25) - Mike Langley: 183 Michael Cliffe House, Skinner Street, London EC1R 0LN.  : 07956 165937. Email: [email protected] Area 6 - COTSWOLDS - (Hereford, Worcestershire, Glos. & Oxford) - Tim Sutton: Dawn Cottage, Purrants Lane, Leafield, Oxon. OX29 9PN.  : 01829 770762. Email [email protected] Area 7 - CHILTERNS - (Herts, Beds and Bucks) - Ron Atherton: ‘Sunbeams’, 92 Totternhoe Road, Eaton Bray, Beds. LU6 2BD  : 01525 221943 Email: [email protected] Area 8 - EAST ANGLIA - (Norfolk, Suffolk and Essex) - Mike Biddulph: Granary House, High Street, Bildeston, Ipswich, Suffolk. IP7 7EF  : 01449 740547. Email: [email protected] Area 9 - EAST MIDLANDS - (Leic, Rutland, Northants & Cambs.) Ken Sparkes: 3 Cooks Lane, Sawtry, Cambridgeshire. PE28 5XQ  : 01487 830633 Email: [email protected] Area 10 - NORTH MIDLANDS - (Derbys & Notts) - As area 9 but parts of Derbys: Steven Street, Ladywood Farm, Ladywood Road, Dale Abbey, Ilkston, DE7 4PT  : 01159 328370 Email: [email protected] Area 11 - WEST MIDLANDS - (S. Staffs, Birmingham & Coventry areas) - Peter Wormald: 4 Sheridan Close, Rugby, Warickshire. CV22 5RL  :01788 815513 Email: [email protected] Area 12-NORTH-WEST-(N.Staffs, Cheshire, G.Manchester, Merseyside & Lancs)-Jim Minshull 117 The Fairway, New Moston, Manchester. M40 3WT  :0161 681 7260 Email: [email protected] Area 13 - NORTH - (Yorkshire and Lincolnshire) - John O’Keefe 18 Cambrian Way, Holton-Le-Clay, Grimsby, Lincolnshire. DN36 5DE  : 01472 591636 Email: [email protected] Area 14 - NORTH & NORTH-EAST - (Cumbria, Durham & Northumberland) - Vacant Area 15 - WALES - (All Welsh areas) - Vacant Area 16 - SCOTLAND - (All Scottish areas) - Vacant Area 17 - ULSTER - (All Northern Irish areas) - Garry Skeath 94 Armaloughey Road, Ballygawley, County Tyrone. BT70 2LG  :028 8556 8343 Email: [email protected] Area 18 - EIRE - (All irish Republic areas) - Vacant Area 19 - OVERSEAS - (The rest of the World) - Ian Mockford (Western Australia) 28 Clivedon Way, Karrinyup, Perth, Western Australia.  :61 98447 5781 Email: [email protected] 3030 Cut & Thrust YourYour CommitteeCommittee

Area 1 - SOUTH-WEST - (Cornwall & Devon) - Malcolm Fletcher: President and Magazine Editor: 10 Great Furlong, Bishopsteignton, Teignmouth, Devon. TQ14 9TU. RON ATHERTON,‘Sunbeams’,92 Totternhoe Road, Eaton Bray, Beds. LU6 2BD. : 001626 779284 Email: [email protected]  : 01525 221943 Emails [email protected] Area 2 - WEST - (Somerset, Wiltshire and Bristol) - Jason Salmonds: [email protected] ‘Meadowside’, Chilthorne Domer, Yeovil, Somerset. BA22 8RE. Vice-President: : 01935 840889 Email: [email protected] TIM SUTTON, Dawn Cottage, Purrants Lane, Leafield, Oxon. OX29 9PN. Area 3 - SOUTH - (Hants, Isle of Wight, Dorset, Berks, Surrey & W. Susex - David Atherton  : 01993 878471 Email [email protected] 26 Elgar Road, Southampton. SO19 0JH. Chairman, Press Officer and Series Registrar: : 0750 2222 497 Email: [email protected] DEREK ATHEY, 7 Kennedy Way, Dunkeswell, Honiton, Devon, EX14 4XG. Area 4 - SOUTH-EAST - (East Sussex & Kent) - Vacant  : 01404 891086 Emails [email protected] Area 5 - GREATER LONDON) - (Inside the M25) - Mike Langley: press-offi[email protected] 183 Michael Cliffe House, Skinner Street, London EC1R 0LN. : 07956 165937. Email: [email protected] [email protected] Area 6 - COTSWOLDS - (Hereford, Worcestershire, Glos. & Oxford) - Tim Sutton: Vice-chairman, General Secretary and Fastback Registrar: Dawn Cottage, Purrants Lane, Leafield, Oxon. OX29 9PN. GLEN MASON, 80 Bradley Road, Trowbridge, Wilts. BA14 0RB. : 01829 770762. Email [email protected]  : 01225 777771. Emails [email protected] Area 7 - CHILTERNS - (Herts, Beds and Bucks) - Ron Atherton: [email protected] ‘Sunbeams’, 92 Totternhoe Road, Eaton Bray, Beds. LU6 2BD [email protected] : 01525 221943 Email: [email protected] Treasurer: Area 8 - EAST ANGLIA - (Norfolk, Suffolk and Essex) - Mike Biddulph: NEIL LAMOND, 6 Letchfield, Ley Hill, Chesham, Bucks. HP5 3QU. Granary House, High Street, Bildeston, Ipswich, Suffolk. IP7 7EF  : 01494 774996. Email [email protected] : 01449 740547. Email: [email protected] Membership Secretaries: Area 9 - EAST MIDLANDS - (Leic, Rutland, Northants & Cambs.) Ken Sparkes: RUTH & JIM McPHILLIPS, 7 Barnfield, Tattenhall, Chester, CH3 9HE. 3 Cooks Lane, Sawtry, Cambridgeshire. PE28 5XQ  : 01829 770762. Email [email protected] : 01487 830633 Email: [email protected] Area 10 - NORTH MIDLANDS - (Derbys & Notts) - As area 9 but parts of Derbys: Series Spares Secretary Ladywood Farm, Ladywood Road, Dale Abbey, Ilkston, DE7 4PT Steven Street, MIKE LANGLEY, 183 Michael Cliffe House, Skinner Street, London EC1R 0LN : 01159 328370 Email: [email protected] : 07956 165937 Email [email protected] Area 11 - WEST MIDLANDS - (S. Staffs, Birmingham & Coventry areas) - Peter Wormald: 4 Sheridan Close, Rugby, Warickshire. CV22 5RL :01788 815513 Email: [email protected] ARCC/ Archive Centre representative and Regalia Officer. Area 12-NORTH-WEST-(N.Staffs, Cheshire, G.Manchester, Merseyside & Lancs)-Jim Minshull NICK HARRISON, 25 Elton Road, Banbury, Oxon. OX16 9TN 117 The Fairway, New Moston, Manchester. M40 3WT  : 01295 256069 Emails [email protected] :0161 681 7260 Email: [email protected] [email protected] Area 13 - NORTH - (Yorkshire and Lincolnshire) - John O’Keefe Technical Advisor and Archive Officer: 18 Cambrian Way, Holton-Le-Clay, Grimsby, Lincolnshire. DN36 5DE PETER WORMALD, 4 Sheridan Close, Rugby, Warks, CV22 5RL. : 01472 591636 Email: [email protected]  : 01788 815513 Emails [email protected] Area 14 - NORTH & NORTH-EAST - (Cumbria, Durham & Northumberland) - Vacant [email protected] Area 15 - WALES - (All Welsh areas) - Vacant Webmaster: Area 16 - SCOTLAND - (All Scottish areas) - Vacant ROGER HEMBURY. Email [email protected] Area 17 - ULSTER - (All Northern Irish areas) - Garry Skeath 94 Armaloughey Road, Ballygawley, County Tyrone. BT70 2LG Vacancies: Fastback Spares Officer and Competition Secretary. :028 8556 8343 Email: [email protected] Area 18 - EIRE - (All irish Republic areas) - Vacant IMPORTANT NOTE! All of the email addresses on these two pages have Area 19 - OVERSEAS - (The rest of the World) - Ian Mockford (Western Australia) 28 Clivedon Way, Karrinyup, Perth, Western Australia. been changed to [email protected]. to identify the function. :61 98447 5781 Email: [email protected] They will be redirected by the Webmaster to the individuals concerned. Autumn 2013 31