VOLUME 15, NUMBER 5 Sept -Oct 2010 INSIDE THIS ISSUE Autojumble / At The Wheel 14 at this event, more info to follow. UPCOMING EVENTS What Was I Thinking? Part X 6 Tues. Nov. 12th—VCB Meeting— Cars of Branch Members 7 Tues. Oct. 5th - VCB Meeting— Location TBA Rainbow Station, Bby. (Nigel Monterey Historic Races 10 Sunday, Nov. 7th—London Brigh- Mathews Speaker) 7 PM ton Commemorative Run starting Monterey Auction News 11 Sat. Oct. 23rd—British Heritage at Delta Town and Country Inn VCB Meeting Minutes 12 Festival at Cloverdale Rodeo Show Tues. Dec. 7th—VCB Christmas Barn (VCB members free admis- Scuttlebutt 13 Party—Delta Hotel, Richmond (see sion if you bring your old English page 14 for more details) X-Mas Party 14 Car) VCB might have an info table

Chassis 1501 was the first chassis and the test “car” The Elliott Saloon and was designed to be a tourer. However, its life was short; it was never registered or even had a properly Part 1 - The Exploits of 1502, the Second finished body made. Surviving photos show a body de- Chassis signed to give the line of a roadster, but without details like door handles. The car, if it could be called that, was By Walter Reynolds (in part from an article writ- simply a test bed and photos show it as a bare chassis ten by Clive Randall for Marqueart.com) with a horn, headlight and seat for driving on a test track. Chassis 1501 was always known as, “The Hor- ror”. This little project arose from my research into the an- swer to “Identify This Car” in the June 2009 issue of the Fraser Valley British Motor Club‟s “The Highway Hooter” newsletter. The car shown was the Healey Elli- ott saloon, license GWD 42, and I was the first person to respond with the correct answer. I found so much information about the car that I decided to write an ar- ticle on it. The story requires two parts: The first part, this article, covers the making of the Healey Elliott pro- totype and its recent restoration, and the second part details the history of Healey Elliott GWD 42, chassis B1649, and its career.

Chassis 1501, “The Horror” in Healey‟s shop, 1948.

(Healey archives photo.)

No published road tests were made using this car and the chassis was broken up by the factory in 1948.

Chassis 1502 was a different matter: Still a prototype Healey Badge but showing most of the details of 1501‟s chassis, only a relatively mature one. This car was bodied, was good In 1946, Donald Healey started his car company in the enough to sell and to be registered on the road – but not yard of a firm making concrete mixers. He didn‟t have before it made history. enough money to buy the chassis and components he needed to start production. Even so, he announced that The manufacturer of the body was Sam Elliott & Sons the company would have two forms of a high perform- of Reading (pronounced „Reding‟), England. ance . The early brochures only had artist‟s drawings of the car. Donald Healey had a problem: Even though the com- pany had orders coming in, he needed to prove his The first chassis they assembled for testing had all claim that the Healey was a very high performance car. sorts of problems and needed regular sessions with a More than that, he wanted his car to be the fastest pro- welder to keep it together. For the inquisitive, they also duction car in the World. This would firm up the orders, had a wooden model of the saloon. but would also provide the incentive for suppliers to be flexible with their invoice terms in order to be associ-

ated with such a car. Indeed, great lengths had been On Saturday, November 2nd, 1946 the Healey and the taken to make the Healey a serious contender for the two Riley 2½ litre saloons (FDU 741 and HXC 440) set “fastest production car in the World” accolade. off on the Milan-Como Autostrada. This was one of Mussolini‟s first motor roads. The lack of maintenance Chassis 1502 was a streamlined saloon, tested in a and age, plus the fact the road was still open to normal wind tunnel. The only window glass was the wind- traffic made Healey feel that even higher speeds could shield; all other windows were Plexiglas to save weight. have been obtainable. The Milan Autoclub agreed to The seat frames were aluminum (purported to be from scrutinize the tests. an airplane), leather covered bucket seats in front, bench seat in rear. The body was an aluminum alloy over an ash and plywood frame. The suspension was coil springs all round (much lighter than leaf springs). As petrol was scarce, the petrol cap was located inside the boot. The boot could only be opened using a pull switch on the front of the rear seat armrest.

Healey‟s target was to produce a car that had 100bhp and weighed a ton. What he managed was 104bhp and just over a ton. The car used a tweaked Riley 2½ litre engine with twin S.U. carbs and Riley gearbox and rear axle. Compared to the Riley 2½ litre saloons using the same running gear and weighing 3,192 lb, the Healey saloon weighed 2,520 lb and was a real lightweight. The

104bhp was 14 greater than the Riley car.

„The Motor‟ magazine photo, 1946.

All cars performed well. The Healey achieved 104.14 mph mean speed in tests and an average standing start kilometer of 17.8 seconds giving 1502, and the Healey marque the title of “Fastest Production Car in the World”. History had been made and a reputation for a marque was being established.

According to the story written up in articles and books, the famous number plate VVV 214 given to the car (and on at least one photograph of the prototype Westland) was simply made up from a pile of numbers lying around in the factory. When in Italy, she sported black Healey Elliott, Unknown Chassis Number on auc- and red trade plates 199 NX, but when she was offi- tion in 2010. cially registered her number was GAC 506.

(Wouter & Pieter Melissen photo.)

The next step was to stage an event to test the car. In Britain it was believed that there were no long high speed roads capable of properly testing the car. Healey also wanted to cover some mountain roads in the test. The Editor of „The Motor‟, Christopher Jennings, who had initially discussed the trial with Healey, owned one of the new Riley 2½ litre saloons and mentioned the idea to Victor Leverett, the Sales Manager for Riley. The upshot was on October 29th, 1946 two Riley 2½ litre saloons and the Elliott left Folkestone en-route to Italy for the speed trial to test to see whether the Elliott could do what the calculations said were possible. In other words, achieve an average speed on test of 100mph. „The Motor‟ magazine photo, 1946.

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 2 Because the company desperately needed funds, 1502 and the cloth/leather interior with the idea of building a was sold, but not until August 1947. Until that time she fiberglass body. As with many such projects, nothing was too useful for testing and public relations. As she happened and now he needed space. Mr. Walters had was still a prototype she was sold with some consider- owned 1502 since 1959 and it is suspected that the car able differences to her successors, thinner chassis steel, had fallen into disrepair and neglect long before then. numerous riveted rather than welded brackets, and a number of other detail differences.

One of her siblings (GWD 42, the subject of Part 2) in 1947 ran at 111 mph in Belgium confirming what were then some sensational performance figures, but 1502‟s history book appeared to have been closed. However, thanks to the work of a chap called Jack Ogden in the 1960‟s and Bryan Spiers (Healey Elliott club historian at that time) more is now known.

Other variations of this Healey were made over the du- ration of production, but with different names. Other names include Healey Westland (roadster), and Healey Tickford. As in the Healey Elliott, the name which fol- lowed Healey represents the name of the body builder.

1502 when it was “found”. (Classic Restorations photo.) Ogden was in urgent need for an engine for the Tickford, and so the rolling chassis, interior woodwork, etc. were stored and the engine transplanted. Just about this time, Bryan Spiers tracked down the car and told Ogden what she was. However, in the 1960s it was unthinkable to restore 1502 in that condition. Indeed, the poor quality steel chassis problems of 1501, “The Horror”, were probably also in 1502. With 1501‟s early aluminum body panel problems, it is likely that 1502 started to deteriorate quite quickly in her life.

Years passed and the chassis of 1502 was stored in Healey Westland roadster. damp conditions and deteriorated still further; the parts were in dry storage, and the Tickford was happily (Date, location and photographer unknown.) using the engine. Ogden noted at that time that the In October 1950, the Elliott and Westland models were engine was surprisingly standard for a speed trial car. replaced by the Tickford and Abbot. The Tickford was Even the inlet valves were small. The only change the saloon, while the Abbot was the drophead/roadster. seemed to be the light type of flywheel and the Lucas 101 Elliotts were built along with 64 Westlands, 222 special equipment dynamo and starter. Tickfords and 71 Abbots. The Tickford and Abbot were built between 1950 and 1954. The Healey Silverstone By the time Ogden passed away, his complete cars (a followed thereafter. very late Elliott C type and the Tickford) both needed restoring. His son, Dave, decided to fully restore the 1502‟s Recent History: Elliott C type (it was the car his mother learned to drive in) and sell the Tickford. John Japp of the Healey In 1961, Jack Ogden bought 1502 as a complete rolling Association bought the Tickford and started the long chassis. He bought it from a Mr. Leslie Walters of Brid- restoration process. gend, Wales. At this time spares were becoming hard to find. Jack already owned a Healey Tickford plus a Dave contracted with Classic Restorations of Bedford- Healey Elliott so he was keen to secure a source of shire, England to restore his Elliott C Type. He also parts, hence the purchase of 1502. told Classic about 1502 and the Company realized that, although in very poor condition, parts of the chassis 1502 represented the usual sad story, the ash frame could be saved and other replacement sections fabri- had rotted and so Mr. Walters had scrapped the panels cated, if only the engine and other parts could be lo-

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 3 cated. Dave indicated he thought John Japp‟s Tickford might be fitted with the engine and the other parts would be in his garage.

Japp was approached over the engine in his Tickford, and as luck would have it the engine was out of the car and awaiting restoration. It also turned out his original Tickford engine was in Dave‟s garage, so a happy Japp was re-united with the correct engine for the Tickford and 1502, now a viable restoration project, will receive its original engine. The number of surviving parts of 1502 were surprising, all mechanical components, in- struments and even much of the interior woodwork – even the dashboard. This was all thanks to the care the Ogdens had taken with their storage.

As with any historically significant restoration project, it was important to validate that the chassis was indeed 1502 back on four wheels. (Classic Restorations 1502. The engine was simple, as the numbers matched. photo.) The other parts came from the rolling chassis, so if the chassis was correct, they would be too. The local police were enlisted to check the chassis using the same tech- In my research for this Roundabout article one writer niques they use to identify stolen vehicles number noted that it was hoped that the restoration would be stamps. Apparently any number stamped on a car finished in time for the 60th anniversary to re-enact its leaves a bruise deep below the impression, so even if a record breaking „The Motor‟ road test when it achieved number is angle-ground off and a new number stamped 104.14 mph on the Milan – Como Autostrada. in its place, the original number will show up under analysis. The challenge with 1502 was all the layers of rust on the chassis. The technicians were not told of the number sequence that they were looking for. The ana- lysts report stated they had found a 15, a curved bottom number and a 2, that is, „15?2‟. So, 1502, 1532, 1552 or..... Luckily, from vehicle identification number data of surviving cars, the chassis numbers were matured- quickly. Indeed, the chassis of 1502 is the only one to ever be seen with rivets and plates where others have welds – all of which align it with its prototype status.

Classic Restorations carried out the restoration, some photos of which are shown on this page:

1502‟s completed chassis. (Classic Restorations photo.)

I contacted Classic Restorations to get more informa- tion on the restoration because their on-line photos show only the chassis work. I also wanted to find out if 1502 actually did get to the 60th anniversary of its Mi- lan – Como run. The information that I received from Warren Kennedy, Classic Restoration‟s owner is very enlightening and adds a current interest twist to this Front of 1502‟s chassis. (Classic Restorations article. Here‟s what he told me: photo.)

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 4 “I now own 1502. I acquired the car from Dave Ogden at the same time I was restoring his car UTO 3 (Elliott C Type).

Restoration on 1502 is still ongoing. I am still research- ing the final details as 1502 is very different to the pro- duction cars. The rolling chassis is finished and the original engine and gearbox are now installed. We have started on the body work and the ash frame is com- pleted. I have not set myself a completion date or time scale as the car has to be correct and I am getting no end of offers for it. So, if I don‟t complete it, I will not be persuaded to sell it. Also we have been very busy restoring most of the his- toric Healeys over the last three years. Cars including: Elliott GWD 42: Purchased in 1948 by Nick Haines The Healey Woody restored and ready for paint. and Works-supported in the 1948 Mille Miglia (DNF); (Classic Restorations photo.) entered the first race at Goodwood in September, 1948; entered the Spar 24 hour race in 1948 and the Month- ery – Paris 12 hour race also in September, 1948. The We are also currently restoring two other Westlands, car has been restored and entered the Mille Miglia in two Abbots and six Healey Silverstones.” 2008 and 2010. We currently have the car for sale. [See more details of GWD 42 in Part Two. W.] And so, 1502 is alive, almost well, but certainly living. In the near future it will once again grace the roads on Westland GWD 43: Donald Healey‟s own car, it was which it travels and bring its new owner lots of enjoy- campaigned extensively in 1948 and 1949, finishing in ment (assuming, that is, that Warren Kennedy will the top 10 in the Mille Miglia in both years. It also com- want to sell it after all his hard work). peted in the Monte Carlo, Monthery and Alpine to men- tion a few, winning its class in most events. [See more details of GWD 43 in Part Two. W.] Next up is Part Two which details the exploits of Healey Elliott GWD 42. Part Two will include a sidebar on Elliott GUE 722: Works car driven by Count Lurrani Donald Healey’s personal car, the Healey Westland. in the Targa Floria finishing 13th overall, then driven directly to the Mille Miglia, changed a head gasket and again finished 13th overall. These two events were the only times this car raced and it was sold into private Sources: hands. It has been off the road and garaged since 1965. www.marqueart.com It is now under restoration. Warren Kennedy, Classic Restorations Elliott JGO 7: Owned and raced extensively by Ken Warton from new to the mid-50s. Clive Randall Healey Elliott Woodie estate car: We recently fin- Clive Randall‟s sources: ished this restoration. [See photos below.W.] The Healey Story – Geoff Healey

Riley, the Legendary RMs by John Price Williams

The Motor, November 20, 1946 The Motor, December 4, 1946

Safety Fast „The Very First Healey‟, May 1967

The Healey Association

A Healey Woody photo used for the restoration. (Classic Restorations photo.)

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 5 WHAT WAS I THINKING? Or, the restoration of a demon Sunbeam Imp. Part X By John Chapman

Everything went to plan! At last, it‟s painted. It re- that radiator. I spent a cou- turned from the paint shop at the end of August re- ple of hours going through a splendent in bright new shiny blue paint. Probably a box of lights and lenses that I bought on Ebay a couple better paint finish than when it left the factory some 44 of years ago and brought over from England when we years ago. And no doubt, the panels probably fit better came back from a vacation. Sorted out a good set of as well. So, now the real fun begins, putting it all back rears, cleaned them up and fitted them on. I only man- together again. Unfortunately, due to one of the earlier aged to spend a couple of hours each evening on the car bodywork cowboys, I have to remove the front and rear this week. suspension because they didn‟t mask them off when spraying the body with primer. So, subsequently, I have Week three: Bad news. I started fitting the front side- a mist of grey primer all over my nicely painted suspen- lights on. The driver‟s side fitted perfectly but the pas- sion parts. So that‟s a one step back before I can go for- senger side, where the car had had an accident, didn‟t ward. fit at all. Not even close. On closer inspection I found that the raised boss on the fender that the light sits on One week later. The back suspension was removed, is not flat. It looks ok at a quick glance but when you cleaned up, repainted and then refitted. While it was off put the light fitting to it you can see that it‟s almost ¼” I took the opportunity to clean up and touch up the un- out on one corner. I tried to push it out with a hydraulic derseal. All new back brake pipes where then fitted. spreader but it only cracked the new paint. So once the The next step is to fit new brake and clutch master cyl- car is near completion I will have to take it back to the inders so that I can run all the pipes from front to back. body shop for rectification. If that‟s the only problem I I managed to work on the car all day Saturday and get I will be a very happy little boy. It‟s been quite a Sunday that weekend. I found it very therapeutic. All task looking for the little odds and ends like special riv- work and business worries gone for a whole two days. ets for the headlamp seals, semi blind rubber grommets This is fun. Quite a difference from a couple of years for the wiring harness and heater hoses. I visited many ago when all I seemed to do was fight rust day in and car spares stores, hardware stores and electrical retail- day out getting totally demoralized and filthy dirty. The ers and wholesalers for semi blind grommets. None was most enjoyable time was spent that weekend sorting to be found. Eventually I found a web site of a company through all the boxes of new and restored parts looking in England that had quite a good selection so I placed for items that could be fitted on. It was like Christmas my order. I haven‟t started looking for the plastic clips morning opening up my presents only this time I was for the chrome trim yet. I expect that to be time con- unwrapping car parts and not socks or underwear. I suming. remember thinking on several occasions “oh yea! I can fit this on right now!” So far I am missing the radiator, Week four. End of September: The grommets arrived which I know I have somewhere as I remember paying from England. I now have enough blind grommets to $200 to get it fixed and tested. I think? Mind you it was last me many, many years. Life is good. I have man- a couple of years ago. It could have been a different car. aged to acquire all remaining brake, clutch and fuel I make a habit of not keeping receipts in case I have, or lines for the car and hope to fit them on this weekend. my wife has a desire to total up the total cost of this Once this is done I can fit the gear linkage, the hand restoration. That could lead to suicide or murder, de- brake and the underside protection plate. This week I pends on who‟s doing the adding up. I‟m also missing also found time to clean up the wiring harness in the the small pivot pins that join the master cylinders to car and in the engine bay. During the course of cleaning the pedals. the wiring I found two wires that had the insulation burned off. These where replaced along with some bul- Week two: I managed to thread the heater hose through let terminals that had deteriorated. I can now look at the rockers. There is one each side that run from the fitting the petrol tank. Sorry, fuel tank and heater as- engine and water pump to the heater up front. This is sembly. The job that I‟m not looking forward to is fit- no mean feat as there are restrictions inside the rock- ting the new headlining which has to be done before the ers. It took only three attempts on the driver‟s side and windows go in. I‟ve never done this before so that could two attempts on the passenger side. I found those pivot be quite an experience. pins that I had lost. So both master cylinders are on and connected along with the pedal box. Still can‟t find To be continued….

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 6 Cars of Branch Members 1953 Mk 1 Ford Zephyr: “This car has a 2.2 litre 6- and their Stories cylinder engine with a stan- dard-shift 3-speed gearbox. I By Walter Reynolds found this car advertised for sale in Tsawwassen in about

1989. The owner did not The Car Collection of Bill Grant give the car a very good re- port saying that it had Generally, this article covers Bill’s old British cars pur- dents, rust and was really chased over the last ten years and describes Ford Zeph- slow. Because of his descrip- yrs and Zodiacs, Morris Minors, a Vauxhall UTE and, tion, I took no action on the for good measure, a Jaguar XJ6, bought 21 years ago. car.

This, then, is Bill’s story: Many months later I was in the Tsawwassen area and 1964 Mk 3 Ford Zodiac: “This was my first foray into At the Historic Stew- again contacted the owner. British Fords in Canada, but sadly, not the last. art Farm OECC Pic- He still had the car for sale nic, August 2009. and agreed to show it. When I saw the car I thought that (Walter photo.) this couldn‟t be the same car because the car I was looking at was not as he had de- scribed it in the first phone conversation. This car had no rust at all, had really low miles and only had one previous owner. I bought the car on the spot and drove it home.

The car got a fair bit of use and still has the original engine, paint and upholstery. The only change to the car is an upgrade to a Mk 2 Zephyr differential with a 3.9 ratio to help reduce engine wear and revs at high- way speed.” (Walter’s Note: About 6 years ago, I was following Bill and his ’53 Zephyr while we were on a run organized by Les Hetherington to the B.C Railway Museum. We had Mk.3 Ford Zodiac (steamcar.net photo) taken a break at Britannia and were leaving the restau- rant, driving back onto the Sea to Sky Highway. It was While on a motorcycle tour of the east coast of Australia raining – hard! All of a sudden from the front of Bill’s in 1985, we spotted this Zodiac on the side of the road car flew this long black thing which landed behind my in Brisbane. After a short conversation and a major car. It turns out that the Zephyr had shed a wiper blade. lapse of reason, I now owned a right-hand drive 1964 I was able to tell Bill where it landed so he was then Ford Zodiac, having given very little (if any) thought to able to retrieve it and put it back onto the car.) the fact that we were on bikes 1,500 miles from our Melbourne base and 9,000 miles from home. The previ- 1960 2-door: “I found this car by acci- ous owner agreed to take the car to the Brisbane docks dent in Victoria around 1993. for shipping to Vancouver. After about six weeks, and to my pleasant surprise, the car arrived in good condition My son had been living in Victoria and asked if I would at the Surrey docks. come over to look at an Oldsmobile he wanted to buy. It turned out that the Olds was a pile of junk. However, I kept the car stock for a number of years but found it on the way back I spotted the Morris at the top of a not quite fast enough so in went a slightly worked Ford driveway. No one was home at the house but I left a 302 V8, with a 4-speed “top loader” gear box. A couple note asking if the car was for sale. The owner called a of runs at Mission drag strip produced some reasonable few days later to say the car was not for sale but if that times, despite the announcer having no idea what the changed, he would call me. car was. I later sold the Zodiac to a fellow in Abbots- ford, who, I believe, still owns it.” About a year later he did call to say that the Morris was now for sale. The following weekend I headed over to Victoria by ferry, as a foot passenger. While test driving

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 7 the car I had to drive down the steep driveway onto the now a driver (even passed Air Care). The „57 Zodiac is road but found although there was a hard pedal, there still a project. were no brakes, causing me to make a very rapid turn onto the road. Thankfully it was a quiet road at that time and I met no other vehicle. It appeared that the owner had been driving the car to UVIC every day and would do it “carefully” by timing the lights and not us- ing the brakes!

I was able to free-up the brakes enough in his driveway to be able to drive the car home on a permit. At home the complete brake system was overhauled. Approxi- mately two years later, I gave the car a mechanical make-over with complete MG Midget running gear (direct bolt-in) and disc brakes.

The Morris has had the most use of all the cars and has been to Reno, Nevada, and to the Portland ABFM three times. It has also gone on two OECC „Brits Around B.C.‟ trips. The car is a summer daily driver and will happily cruise at 70 mph all day.” Bill‟s 1959 MK2 Zephyr at the 2010 ABFM

(Alan Miles photo)

While on the subject of Zephrys, when I lived in Austra- lia, I owned a 1962 Mk 3 Zephyr and my dad owned a ‟54 Mk 1 Zephyr. He could not understand or didn‟t want to know why I wanted to use his old car for the drive-in theatre when I had a much nicer and newer car

of my own. The secret? His car had a fully reclining back seat!”

1969 Series I Jaguar XJ6 : “I have owned this car since about 1998, used it for about a year and then stored it for the next 19 years. The car has the original high-output 245 hp engine and runs very strongly but

(Walter Reynolds photo) needs a full restoration and is for sale. Over the years I have owned a number of Jags: Two Series 1 XJ6s with Chevy V8 engines (1969 and 1971); a Series 2 XJ6C (Walter’s Note: I’ve seen the Morris’ get-up-and-go. A few Coupe (1977); a Series 2 XJ6 sedan (1974), and a Series years ago, after an OECC meeting, I was behind Bill 2 XJS V12 2-door (1975).” and his Morris at a set of lights on Marine Way in Bur- naby. The Morris was first car in line. Along side the 1950 Morris Minor: “I‟ve owned this car for about five Morris pulled up a BMW. When the lights turned green, years having saved it from the crusher. The previous off went the Morris. The BMW driver tried to drag the owner contacted a friend of mine to say that the car was Morris, but was no match and the Morris pulled away free but had to be removed from the property that day leaving the BMW in the weak glow of its Lucas rear as the garage that it was in was being torn down. Natu- lights.) rally I was over there in a flash. However, the garage swing-up door had not been opened for 40 years and the

ground had grown over the base of the door to a depth 1957 Mk 2 Ford Zodiac and a 1959 Mk 2 Zephyr. “A of six inches. I was able to get into the garage through a friend told me about these two cars for sale in a field in small side door but found that, over the years, a few Langley. On contacting the owner, he refused to sell the parts had been liberated from the car. Gone were the cars individually so as I needed more projects (not), I engine, gearbox, both bumpers, headlights, tail lights, bought both! The ‟57 Zodiac is quite rare in this country instrument cluster and the complete left front hub as- being the first year the Mk 2 came here. This car had sembly. I went back home to get a shovel and hub as- all the windows smashed but was mechanically very sembly. At the garage and after an hour of digging, I good. The ‟59 Zephyr was very complete but had a was able to get the garage door open. Next came the seized engine. This has been repaired and the car is hub assembly installation and the car was towed out of

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 8 the garage using my old faithful Mazda truck to where A friend in Olympia, Washington told me about the car the tow truck could pick it up. As I recall, the last time in Portland, Oregon and, true to form, I raced down to the car was on the road was in 1962. It is now back to- take a look. The car looked in very poor shape as it had gether and runs and is a totally rust-free car.” been in the open for a number of years with a ripped top and, as a result, the car was full of muddy, smelly 1953 Vauxhall Velox UTE (Australian pick-up water. The whole interior was totally shot and the en- truck): “This ute is believed to be one of four known to gine was seized. The good news was that the outer body exist in running condition. looked good except for rust and dents in the front of both fenders. I bought the car on the spot and left a de- posit. A few weeks later a friend and I went down to get the Ford. To my dismay, it appeared that to move the car, they had pushed it with a truck and had smashed both rear lights, and dented the trunk lid and bumper. When the water was drained out of the car, we found the floor to be completely solid with no rust at all. Most of the dents have been repaired and the rusted bits have been replaced with new metal. The engine has been rebuilt and is ready to go back in. With any luck, the will be on the road before I need a walker!”

“1958 Morris Minor Convertible and 1965 Morris Minor 2-door: 1953 Vauxhall Velox UTE on Flicker web site. (Flicker.com photo.) “The convertible is not at home yet but the idea is to use the „65 Morris as a donor car being that the con- While in Australia a number of years ago, I saw this ute vertible is missing everything. It appears that the pre- advertised in the Trading Post (like our Buy & Sell). It sent owner of the convertible was going to make the car caught my eye, so to speak. I had owned a Vauxhall into a hot rod with a Chevy V6 and an automatic trans- Wyvern for a short time when I lived in Melbourne. The mission. The worst part is that all the original bits, en- Wyvern is the 4-cylinder engine model which was gine, transmission, suspension, steering and rear end quickly changed to a 6-cylinder Velox engine. I di- were all disposed of, hence the need for the donor car. gress…. I bought the ute and dragged it to my friend‟s shop where I was able to work on it. The left front fender, grill and hood were in the truck‟s box as were all the brake parts. As everything was still available in 1958 Morris Minor Australia, it was only a couple of days and the ute was Convertible. running and complete after 20 years of storage. The ute (Motorbase.com was then trailered to the shipping company for delivery photo). to me at home. It arrived a couple of months later and the only damage was to the gear change linkage by a heavy-handed tow truck driver at this end.”

1958 Mk 2 Ford Zodiac Convertible: “Only 1,500 of these cars were made from 1956 to 1962. With all these projects, it is very hard to focus on any one car, but that‟s another story…..”

1958 Mk 2 Ford Zodiac Converti- And so, readers, we have come to the end of Bill’s story. ble. In the next issue of the Roundabout, you will read about Steve Hutchens’ stable of mighty British vehicles. Till (Artofwheels.co.uk then, enjoy your cars, and call me to set up a time for photo.) you to tell me your very own car stories.

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 9 Monterey Historic Races - August 2010

By Dennis and Pat Nelson

The Rolex Monterey Motorsports Reunion 2010 vintage car race was held August 14th and 15th at the 2.238- mile, 11-turn Mazda Raceway Laguna Seca in Mon- terey, California. A field of more than 600 classic race cars took to the track, grouped into 19 different racing classifications.

Three days of vintage car races, with action ranging from the thundering Trans-Ams to the 34 Bugattis in their own race. The Bugatti race was interesting in that the cars ranged in value from $300,000 to $3,000,000, Pat and I have attended these races three times, and with a likely average of $1m. The top picture below has much of the enjoyment comes from going through the 16 vintage cars, and a pace car that is worth more. The pits and trying to decide if you are supposed to know race was won by a 1932 Type 51 Bugatti, worth be- the people or not. Dan Gurney was honoured this year tween $1.1M and $3.2m, number 5 (bottom photo.) and we saw him, but we missed Jay Leno, who was around for awhile.

At the 1955 Le Mans, a TR2, number 29, placed fifth in

class, and fourteenth overall. If you had asked, you could probably have sat in the car to get your picture taken.

Both a pit and a racing side view are shown here, for one of the three most famous TRs. Those other famous TR 2s finished fifteenth and nineteenth at Le Mans

that year. This year at Monterey, some Spitfires, and a TR3 were also racing.

The 1958 Scarab (top picture on the right) went home in a box. It is not often that these cars get rolled, but traffic got messed up ahead of the driver and his day was over, but he was OK.

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 10 A wide variety of British cars raced in this reunion: Lo- tus, Elva, Cooper, Lola, Morgan, , MG, ERA, Fraser Nash, Triumph, Jaguar, Jowett, , Austin Healey, TVR, AC, Austin, and a bunch of spe- cialty names for which I could not remember the coun- try of origin.

A great event once again, and a worthy addition to one‟s bucket list. Many links will take you to information and results on this wonderful piece of entertainment.

Pictures below are of a 1961 Aston Martin Zagato DB4, and a 1984 Jaguar XJR5.

Some small British cars were offered; a 1963 Morris Minor Traveller Station Wagon sold for $10,450 and a 1951 Triumph Mayflower Saloon sold for $13,200. The more notable high-end British cars were: 1955 Jaguar D-Type at $1.9m (below), and 1964 Shelby Cobra USRRC Roadster for $1.45m (all prices would have a 10% buyer‟s premium added). And of course there were several Rolls offered, and most sold. The crowd was very pleased to see a 1948 Tucker sell on the Friday night for over $1m.

This year we spent three evenings at the auctions (Aug. 12th, 13th and 14th). On the last two nights the auc- tions ran from 6:00pm to midnight, with no food in the bidding rooms, and no reserved seating for us common folk. We ate at 6:00pm, arrived at 7:00pm, finding de- Monterey Auction News cent seats, and then managed to last until 10:30 or 11:00 each night. Great fun, but it was taxing to do By Dennis and Pat Nelson three auction nights, on top of the two days at the his- Over $66m worth of cars were sold at RM auctions, in toric race. Monterey, during Car Week, making it the largest auc- tion on the peninsula this year. Of the 224 cars offered for sale, 209 were sold. The most notable no-sales were the 1958 Ferrari 250 TR racer (bidding stopped at $10.7m), and the 1913 Silver Ghost, which had its bids end at $800, 000. My favourite car was the 1938 - Lago T150-C Lago Special Teardrop Coupe (top picture, next column), which tied for high sale at $4.2m.

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 11 Meeting Minutes Aug. 3, 2010 Meeting Minutes September 7, 2010

Location: Stewart Farm, 24 in attendance The meeting was scheduled to start at 7:00 pm follow- ing a no host dinner for those who arrived early at the The meeting was called to order by Steve Hutchens. No Ocean Park Village Pub in White Rock. Although they guests were present had given us an area exclusive for our use the back ground noise level of the pub was such that a normal Reports- Ken Miles talked about the run from Horse- meeting was not possible. Steve Hutchens polling a few shoe Bay to Sunshine coast on Thursday Aug. 12, lunch of the officers decided that he would discuss items of at Molly's reach, ferry to Powell River. If some members business with the officers and members involved, but wanted, there would be a show and shine at the A&W other wise would not hold a formal meeting. He made a there, others would get the ferry to Comox, dinner in point of circulating and welcoming all who attended. In Courtenay. Aug. 13 a drive to Campbell River planned attendance were 25 members and 2 guests; the guests for 11am. Aug. 14 at 1;30 a run in Comox Valley, being John and Ninon Tice who were visiting with John 4pm AGM, 6pm Meet and Greet BBQ social. Aug. 15 and Lorna Hoare from the UK. 8;30-3pm AllBritish field meet at the Filberg. At least 8 OECC coastal branch members attending AGM The secretary would have reported that we had three members dropped from the roster for non payment of Bence-announced a run to Lund, overnight in the hotel their 2010 dues; Ron Brasier, Jack Emdall and Robert there, return next day Oct. 2 and 3 called the Fall Sproule. Efforts had been made repeatedly over the last Crawl- call him for info(4 clubs involved in planning). few months to encourage their renewing, but to no Dennis announced the Ladner quilt and car show Aug. avail. Our membership now stands at 83. He would also 15, also a Triumph show in Ft. Langley (over 100 cars) have reported on his ongoing efforts to obtain a new on Saturday. He also mentioned the Mt. Baker run supply of Lordco discount cards. While in Maple Ridge a (sunny weather only) Sept. 10-meet at Campbell Valley few weeks ago he stopped by their head office to ask Store 9am.All welcome!!! about them, but could not connect with anyone in au- thority; however he was given the owner‟s daughter‟s Lorna mentioned an invite re: an All British Heritage name, has since written her asking for a supply and Festival, Cloverdale Oct. 23 at the rodeo grounds- hopes to have a further update at our meeting in Octo- would like a few cars if interested, also British food, ber. music, dance etc. A family affair-let Lorna know if you are interested, or if you have a talent they are looking An executive meeting was set for Tuesday September st for you!!! www.britishheritagefestival.com 21 at the Hoare‟s home; 7:00 pm.

th Also mentioned was the Vancouver-Whistler Run Sept. The next meeting on October 5 will be at Rainbow sta- 18-19- could go for the day, if interested in overnight, tion in Burnaby and Nigel Mathews will be a guest call Ken Miles re rooms for $100/night. speaker.

Christmas dinner discussed, buffet at Elephant and Castle (now called Pier 93) versus Roma Hall plated dinner. Menus read out, voted , majority wanted buffet- cost $40 including gratuity, prime rib, salad, soup, chicken, pasta dish, dessert/cheese tray and coffee and rolls. Dec. 7th. Club to give $5 each person attending, toward dinner.

Steve Diggins talked about the picnic at Discovery- well attended and enjoyed by about 40 people throughout the day. Having a time limit for BBQ worked well.

Steve Hutchens mentioned the Northwest European sponsored show in Bellingham Aug.22-downtown Bel- lingham, interesting cars from Europe. Called Sunday at the Depot- funds raised to boys and girls club- info at nweuropean.com

Meeting adjourned, many cars took part in run through White Rock- Dennis in the lead. Meeting minutes submitted by Bill Aaroe

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 12 The AGM is now history and what a great event it was. I‟m now convinced that Scuttlebutt the name of the event does it a disservice by connoting the dullness of a meeting when actually 95% of it was fun. By Steve Hutchens On Friday we toured back roads to Campbell River where members of the Camp- bell River British Car Club joined us for lunch. The Monte on Saturday ex- plored the Cumberland area in a way that was surely new to all of us who don‟t live in the Comox Valley. At the AGM we elected a new Club treasurer and passed a revision of our Club Bylaws. The BBQ, in Frank DeCarlo‟s back yard, far exceeded any restaurant meal and provided a better opportunity for socializa- tion. We were entertained by an improv comedy group from the local high school that has been successful in competitions all across Canada. The day ended with a large parking lot party at our motel that lasted late into the night. The car show at Filberg Park on Sunday capped the weekend in a beautiful set- ting and hit attendance records. Now about the disservice of calling this the AGM: No one likes a meeting and the meeting was the shortest part of the whole weekend. Shouldn‟t the event have a name that better captures the spirit of British cars and enthusiasts? Almost eve- ryone would find a weekend celebration like this fun and worthwhile. What can we call it? Send me your ideas!

A member of the Campbell River British Car Club was at our AGM and asked about the benefits of being a branch of OECC. It was a good question, and one that I‟ve thought about. For a branch, there‟s the benefit of insurance through the Club at a modest cost. Members of the branch receive the Spanner, a great newsletter, and our roster. Most important to individual members is the camaraderie of being part of the largest British car club in Canada and, perhaps in all of North Amer- ica. Can anyone refute that?

The revised Bylaws, passed unanimously, make it offi- cial: we are the Old English Car Club of British Colum- bia. Gone are “and Registry” (which in no way precludes us from maintaining a registry if we so choose) and “Society” (which was redundant with “Club”). We are registered with the Province of British Columbia under Touring the back roads to Campbell River the Society Act and as such are a society (small “s”) but we are (and have always been) a British car club. We Photo by Alan Miles are one car club (a big club) with six branches (at the moment) and possibly largest such club in Canada if not in all of North America. Our name says it best: “Old English Car Club of British Columbia.” Congratulations are due to every member for making this such a fantas- tic organization!

VCB members‟ cars at the Anco Motel, Courtenay

Photo by David Ballantine

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 13

AUTOJUMBLE English Cars & Parts VCB CHRISTMAS For Sale and Wanted See more ads at PARTY!! oecc.ca/vcb under the Autojumble menu TUESDAY, DEC. 7th 1949 MG TC. RHD. Good original (unrestored) condition. Location: Pier 73 Running. Tools to go with it. A pile of The Sacred Octagon MG magazines (1976-1994) and other MG magazines, all (otherwise known as in boxes, go with it. $19,900.00 Contact John at 604 584 2564. the Elephant and More photos are on our website.

Castle) 3500 Cessna 1976 Triumph TR6. One owner for the last 20 years, 104,000 miles, mechanically perfect, all bills available, new Drive, Richmond, tires, collector plates. ICBC agreed value: $15,000.00. $13,000.00 obo. Peter Henderson 604-682-8290 B.C. (in the Delta Ho- 1964 Austin Healey 3000 Mk.II BJ7, new paint (Healey tel, same location as Blue and white), stainless exhaust, 72 spoke chrome wheels, $36,000.00 the Van Dusen after Contact Barry at 604-943-5399 or [email protected]

party). 20 issues of Collector‟s Car magazine 1979—1981. This short lived, excellent publication was supported by Lord Montagu. Time: Arrive at 6:30 Wilkinsons was selling for $12.00 an issue. $7.00 an issue obo. Call Mike Stout at 604-531-3328 for cocktails, 7:00 pm for buffet dinner Lesney Dinky Toys from the 1960‟s: Bedford Duple Luxury Coach,, No.21, Rolls Royce Silver Cloud, No. 44, Matchbox series red double-decker bus, Austin A50, Cost: $30.00 each No.36, 1 ton Trojan Van with Brooke Bond Tea written (please bring cash to the dinner on the side, No. 47, Morris Minor 1000, No. 46, Ford and Lorna will collect it there). Anglia, No. 7 $15.00 ea. 604-910-7244 1960 Austin Cambridge original condition, in need of Please let Lorna know if you full restoration, located in Edmonton. Contact Peter for plan on attending at: more info and pictures at [email protected] 1954/1955 Californian two door hardtop, all [email protected] or together but needs total restoration, open to offers. Contact 604-584-2564 Ron Hoffos 604-576-8967 [email protected] 1970 Convertible, was show car, new chrome and interior, great body, 5spd, O/D, RHD. Parting out, $1.00 and up. Jurgen: 604-737-8065 jpet- [email protected]

AT THE WHEEL New memberships and correspondence: Roundabout Editor : Alan Miles Chairperson: Steve Hutchens 1279 Brand St., Port Coquitlam, BC, V3C [email protected] - 604-272-2145 [email protected] - 360-733-3568 5C4 Roundabout Distribution: Richard Taylor Vice-Chairperson: Steve Diggins Immediate Past Chairperson: Ken Miles [email protected] - 604-298-9346 604-294-6031 [email protected] - 604-576-8036 ICBC/AirCare Liaison: Fred Bennett Treasurer: Colin Crabbe Event and Meeting Coordinator: 604-939-1773 / Fax 604-939-1753 [email protected] - 604-590-621 Lorna Hoare Good & Welfare: David Ballantine Membership renewals: 864 83 Ave., Delta, [email protected] - 604-584-2564 [email protected] - 604-980-4120 BC V4C 2H5 Communications Coordinator: Secretary: Bill Aaroe 604-942-7746 Steve Morris 604-574-9833 [email protected] [email protected]

VOLUME 15, NUMBER 5 THE ROUNDABOUT PAGE 14