VOLUME 16, NUMBER 6 Nov-Dec 2011 INSIDE THIS ISSUE UPCOMING EVENTS EDITOR’S BIT The Lanchester Story 3 -Christmas Dinner—Tuesday, Dec. Many thanks to Walter once again for What Was I Thinking Part XI 8 6th, contact Lorna for details. coming up with another excellent Rapier Resto 9 -January branch meeting has been article on British automotive history Zoomer Show 11 cancelled as it falls on Jan. 2nd (as well as his Zoomer show report.) Fred Bennet Retires 12 -Feb. branch meeting will be at Octa- That and your members’ profiles Italo’s Garage Tour 12 gon Motors on Tues., Feb. 7th at keep this newsletter afloat. Thanks Branch AGM Minutes 13 7:00pm also to John Chapman, Celia Or- Welcome to OECC / Autojumble/ -Ken Miles is planning a Valentine’s brecht and Steve Diggins for their At The Wheel 14 Day Run, details to follow great contributions to this issue. Merry Christmas and I hope to see you at the dinner on Dec. 6th. -Brighton Commemorative Run, 2011 By Celia Orbrecht (photos by Steve Hutchens, Les Foster and Alan Miles)

On the sixth of November, sixty-six old English Our route wound up and around Burnaby Mountain (mostly old, mostly English, mostly cars) gathered at then over the Pattullo Bridge and onto Scott Road (aka Rainbow Station in Burnaby for the Vancouver “Wrecker Row”). Shortly after crossing the bridge Branch‟s signature London/Brighton Commemorative quite a few cars enjoyed the pursuit of an elusive road Run. The sun shone, the air was crisp and the leaves named “3A” (actually 103A). Steve and I joined forces golden as we enjoyed walking around the myriad of with Larry Sharp and John Chapman in turning right interesting cars and chatting. Gil and Jocy Mervyn on Nordel Way in order to intersect the intended route provided a cheery registration table and everyone reg- at the junction of Nordel Way and River Road. istered. About 10:00 we were waved off by Grand Mar- shal, Richard Taylor.

A few of the many cars that assembled at the East Beach, White Rock

On track again, we toured a picturesque Surrey resi- dential neighborhood featuring numerous speed bumps that foiled any temptation our might have had to take off as though it were in the Monte Carlo Rally. Furthermore a squeak we had heard earlier in the morning seemed to be morphing into a jarring screech. As we drove along 152nd the screech became so alarm- ing that we decided to take a direct route to White Rock rather than turn left on 40th and follow the run directions which indicated scenic roads to the east. Larry Sharp was good enough to come with us in case Just a few of the 66 cars that showed up for we had a breakdown. this year’s event. Overflow was relegated to the parking lot across the street Continued next page….

THE 2011 LONDON TO BRIGHTON COMMEMORATIVE RUN

From the VCB Chairman, Steve Diggins

I am pleased to say that our branch‟s premiere event The London To Brighton Commemorative Run held on November the sixth was a huge success. The weather played an important part and it was a beautiful day for touring. We had sixty six entries which is the highest number we have seen in close to a decade and double the num- ber over the past few years. There were also a couple of late comers who arrived after registration had closed. We gave them the instructions and off they went. A couple more cars did not do the tour but went directly to White Rock and met us there.

The people at White Rock did a great job of greeting us and providing goodie bags full of discount coupons. The beach side road was blocked off and provided parking for our cars. We had a good choice of eateries and many As we entered White Rock from the east on 8th Ave we opted for the pub next to our parking area. Entertain- were directed around a barrier to our parking area, ment including marching bands were on hand to make specially closed off for our cars. A bagpipe band struck the day even more special. up a tune as we passed. Never has the Lon- don/Brighton had such a festive finish! Most partici- I would like to thank those who helped out, Alan Inglis pants gathered at the Sandpiper Pub for lunch, but took care of the parking at Rainbow Station, our new there were enough of us to share the business with sev- starting point in North Burnaby. The two parking lots eral other restaurants. Shoppers, tourists and shop- were close to overflowing. New to the registration table keepers enjoyed our cars as much as we enjoyed the were Gil and Jocy Mervyn who did a great job. Richard showing them off. Steve and I took the slow roads back Taylor was our Grand Marshall and saw the cars off to Bellingham and though the Mini continued to limp one by one. it made the trip without failing completely. It was nice to see such a large and happy crowd at the A big “thank you” to Steve Diggins, Steve McVittie, start including a good contingent from the island. We and everyone who made this London Brighton Run so collected a nice pile of food which was given to the memorable! Greater Vancouver Food Bank. We look forward to do- ing the same again next year with a few improvements such as better route instructions. As the old saying goes, “you don‟t mess with success, you just fine tune it”.

Steve McVittie has contacted the branch to let us know about a slide show on the day’s activities that can be found at the White Rock’s Best web- site at www.whiterocksbest.com. There is also a short article on the event written by Steve.

Steve Diggins was also told by Steve McVittie

that White Rock city council has, in their just passed budget for 2012, put aside $5,000.00 for next year’s London Brighton festivities at the east beach in White Rock. I guess they liked us! Walter, Linda and Daisy Reynolds heading home Good work, Steve and Steve (and White Rock after a great day out. City council of course)! - ed

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 2 The Lanchester Story – Britain’s First an engineer. He did manage to publish a new system Motor for colour photography in 1895, a popular field at the time. He was also an accomplished scientist, inventor, By Walter Reynolds poet and musician.

Frederick joined the Forward Gas Engine Company of Birmingham, in 1889. While here he designed If you Google the phrase, “First British Motor Car” you his initial experimental car from „first principles – the will see several links to the Lanchester motor car. Here ground up‟ as a car and not a horseless carriage, and as is the story: such it was different both visually and mechanically from other cars of the period. In 1893 he set up his own workshop. One of the items he invented for this car was the pendulum governor for controlling the speed of an engine. He designed and built a 3 hp single cylinder engine, but due to restrictions on road use, he and his brothers built a motor launch to use as a test bed for the engine. Launched in 1894, this was the first all- British motor boat. In 1895 he built the first petrol car in England, a single cylinder 5hp internal combustion engine with chain drive and six-seat bodywork. This car first ran on public roads in 1896. Unfortunately, the body was too heavy for the engine. He fitted a car with an 8 hp engine which was driven from Birming- ham to London in 1899 for the Automobile Club Exhi- Dr. Frederick William Lanchester (2) bition and Trials at Richmond in Surrey. In 1901 three of the eight Lanchester brothers Frederick William Lanchester (October 23, 1868 to (Frederick, Frank and George) started the Lanchester March 8, 1946) was an English mathematician and Engine Company (later the Lanchester Motor Co.) engineer who made important contributions to automo- tive engineering, aerodynamics and co-invented the field of operations research. He also has claim to build- ing, as a hobby project, the first four-wheeled, petrol driven British motor car in 1895. He eventually turned this hobby into a successful car company, and is consid- ered one of the “big three” English car engineers, the others being Harry Ricardo and .

Lanchester Engine Company advert. (2)

The delay from the 1895 prototype to actual production was due to Lanchester insisting on testing and design- ing not only the car but all the tooling needed to pro- duce the vehicle. This tooling included „go/no-go‟ gauges, thread gauges and special machinery to cut worm gears, grind ball and roller bearings etc. From the first, Lanchester cars were built on the principle of First Lanchester as originally built in 1895 (2) the interchangeability of parts. The first model was 10hp and an open 4/5 seater, twin cylinder, horizon- tally opposed air cooled, mid-engine machine. It fea- Born in London, England, Lanchester entered Hartley tured a wick carburetor design, high efficiency worm University College (now the University of Southamp- drive, cantilever springing, dynamically stable tiller ton) in 1891, and then the National School of Science steering and an engine balanced by reverse rotation. at Imperial College, London. His first post-school work The reverse rotation was gained through the use of was a theory of aerodynamics, which he developed in each having two control rods connected to sepa- 1892 but was persuaded not to publish, as his theories rate crankshafts and flywheels rotating in opposite in this “outlandish” field would ruin his reputation as directions and resulting in very smooth running.

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 3 From 1901 the cars had the driver behind the front throughout, or, rather, it differs from other designs. axle and a mid-mounted engine. Later in the decade The engine is horizontal and is balanced in a most in- the tiller steering was replaced by a wheel, the engines genious manner, the change speed gear is by epicyclic became water rather then air-cooled, and the “shield” trains controlled by band brakes, the electric sparking protecting the driver was replaced with a conventional is most ingeniously contrived, and the suspension is bonnet. also of a special type. To describe the mechanism of

these cars would, however, be impossible without elaborate diagrams. They are notable for their easy running and absence of vibration.”

A larger 18hp engine model was released in 1904. That same year, he also introduced a slightly larger 20hp four cylinder design, for which, in order to get the smooth running he demanded, he had to invent the system of twin balancing shafts that are used today on modern designs.

Due to the incompetence of Directors, the company was forced into bankruptcy in 1904, but was immediately 1901 Lanchester Tonneau. (3) reformed as The Lanchester Motor Company.

A 28hp six was introduced in 1906, requiring another The transmission was based on his compound epicycli- invention for smooth running, the crankshaft damper. cal gearing, giving three forward speeds, and drove the The 18 hp and 28 hp engines were upgraded in 1911 rear axle through his Lanchester worm gearing. The and, fitted in upgraded cars, became 25 hp and 38 hp, transmission also included a system similar to modern respectively, continuing into the First World War as disc brakes that clamped the clutch disc for braking, armoured cars (38 hp). The 38 hp engine was unusual rather than using a separate braking system as in in that it used leaf valve springs rather than coil most cars. springs.

Lanchester continued to make changes to the car de- sign. A water-cooled engine appeared in 1903 and in the same year, Lanchester became the first company to market disc brakes to the public. They were mechani- cal and on the front wheels only. The discs were very thin and made of a very soft metal like brass. Although probably leaving much to be desired, they completely fit the definition of a and beat all others to market by many years. Six-cylinder 38 hp engine, showing the leaf springs. (1)

Taking a step back for a moment, other Lanchester “firsts” include:

 Rigid chassis combined with soft springs (1897)

 Use of splines in motor vehicles (1900)

 Pre-selection of gears (1900)

 Compounding of simple epicyclic gears (1900)

 Torsional vibration damper (1910) 12 hp car of 1903 featuring a water cooled engine. (2)  Harmonic balancer for 4 cylinder engines

(1911) Also in 1903, Lanchester presented cars at the Crystal Palace Automobile Show. A newspaper description of He was also experimenting with fuel injection, turbo- their products stated, “The Company shows a number chargers, added steering wheels in 1907 and invented of handsome vehicles. The design here is novel the accelerator pedal. He also invented detachable wire

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 4 wheels, stamped steel , piston rings, and hollow connecting rods. Not done there, Lanchester introduced to the world the words, “accelerator” and “streamline”.

Rudyard Kipling was an early owner of a Lanchester and used them as a plot device in one of his short sto- ries. Lanchester cars were particularly known for their smooth operation due to Lanchester‟s unwillingness to leave well enough alone, tinkering with each completed design to tune both the engine and suspension until it was “perfect‟. The company sold about 350 cars of vari- 1918 Lanchester Forty (4) ous designs between 1900 and 1904, when they went bankrupt as detailed above.

The late King George VI, as Duke of York, bought 40 hp Lanchesters as a personal preference, and even 21 hp for informal use. Further, as King, he showed his loyalty by insisting that Daimler build him cars with Lanchester badged radiators for private use. The pre- sent Queen made her first public appearance (as a baby) in one of the 40 hp car belonging to her father.

20 hp Lanchester designed by Frederick circa 1910. (2)

Royal Family with 40 hp Lanchester (2) George Lanchester took over as chief engineer in 1914 Between 1903 and 1914, Lanchester engineered and when Fred turned to war efforts. George was responsi- built their car bodies, designing many spectacular ve- ble for the later designs (1920s). The 40 hp (1919) was hicles for Indian princes as well as more sober luxury the first of the twenties designs followed by the 21 hp models for the discerning and wealthy. In 1921, (1923) and the straight eight 30 hp in 1928. The Com- Lanchester was the first company to export left-hand pany policy was continuous improvements rather than drive cars: Henry Ford was an early customer. Tinted new models. Hence the 40 hp received four wheel glass was also introduced on Lanchester cars around brakes in 1925, and the 21 hp motor was enlarged to this time. 23 hp. It appears that cars were built in small batches and major changes implemented in those batches. After the First World War, George Lanchester de- Owners could, and did, upgrade their cars to the latest signed and built equipment to make their own suspen- model. Lanchester could supply spares for every model sion springs in order to achieve the high standard re- they had manufactured, until their doors were closed quired. Lanchesters were renowned for their comfort. in 1931. Frederick Lanchester‟s true interest remained me- After the First World War, Lanchester introduced the chanical flight, which he had been studying since the more conventional Forty, a rival for the Rolls Royce early 1890s. Lanchester developed a model for the vor- 40/50 hp, but more expensive. It was joined in 1924 by tices that occur behind wings during flight, which in- an overhead cam 21hp six which was created to main- cluded the first full description of lift and drag, al- tain production at the factory. This car was powered by though the formulation was somewhat complex and a 3.1 litre, six-cylinder engine with a removable cylin- would have to wait for Ludwig Prandtl‟s version before der head, mated to a four speed conventional gearbox becoming generally useful. He then turned his atten- and four wheel brakes. tion to aircraft stability, aerodonetics, developing

Lanchester‟s phugoid theory which contained a de-

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 5 scription of oscillations and stalls. During this work he George designed his last engine in 1928, a 4,446 cc outlined the basic layout almost all aircraft have used straight eight but only 126 cars with this engine were since then. built before the economic depression effectively killed

demand. This car proved to be the last “real” Lanches- He published Aerial Flight in 1907-08 and was invited ter, for, in 1931, the company was acquired by Daim- to join Prime Minister Asquith‟s advisory committee on ler, and Lanchesters became merely re-clothed Daim- aeronautics on its formation in 1909. In 1911, Lanches- lers. ter co-designed an experimental aircraft which did not survive its trial flight. After this failure, he abandoned the practical side of aviation.

He did, however, continue with studies into aviation. During the First World War he was particularly inter- ested in the outcome of aerial battles. In 1916 he pub- lished Aviation in Warfare: The Dawn of the Fourth Arm, which included a description of a series of differ- ential equations that are today known as Lanchester‟s Power Laws. The Laws describe how two forces would wear each other down in combat, and demonstrated that the ability of modern weapons to operate at long ranges dramatically changed the nature of combat – a 1929 Lanchester 30 hp Sports Tourer (3) force that was twice as large had been twice as power- ful in the past, but now it was four times, the square of the difference. Twelve months after the Wall Street Crash there were only three cars shown by Lanchester on their stand at Lanchester‟s Laws were originally applied practically the Olympia Motor Show of October 1930. Within in the United States to study logistics, where they de- weeks, their bank called in the Company‟s overdraft of veloped into operations research (OR). Today OR tech- 38,000 pounds sterling forcing immediate liquidation of niques are widely used, perhaps most so in business. the Company‟s assets. Because their current premises Lanchester, amongst other things during the First once had been part of BSA‟s Armourer Mills at Spark- World War, assembled Royal Aircraft Factory (RAF) brook, Birmingham, a sale to BSA made sense. Thomas aero engines. These engines were a derivative of the Hamilton Barnsley (1867 – 1930), the principle share- Renault air-cooled V8 with, unusually for an aero en- holder, chairman and managing director negotiated a gine, single ignition. At the start-up of Quantas Air- sale of the whole share capital to BSA Group shortly lines, their second airplane was a BE 2c powered by a before his death on Christmas Day 1930. The sale was Lanchester assembled RAF engine and four blade pro- completed in January 1931 and car production was peller. Quantas still owns two of these motors and transferred to Lanchester‟s new sister subsidiary, their service record was excellent. Daimler, at Motor Mills, Sandy Lane, Radford. Under BSA ownership, George Lanchester was kept on as a senior designer and Frank became the Lanchester sales director. The great years for the marque were now over and the models were generally overlooked by the company in favour of Daimler models. The first new offering, still designed by George Lanchester, was the Eighteen with hydraulic brakes and a Daimler fluid flywheel. The Ten of 1933 was an up market ver- sion of the BSA 10.

1933 Lanchester Ten Lanchester drawing office staff, 1918: George Lanchester based on the BSA 10. centre seated, surrounded by RAF and Sunbeam Arab aero (1) engines. Lanchester 30 hp motor on left. These were used during the First World War to power the winch on observa- tion balloons. Photo supplied by Eric Sisman. (2)

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 6 The last model, of which only prototypes were pro- designed by Tim Tolkien, is on the site where Lanches- duced, was called the Sprite and in 1956 the Lanches- ter built their first four-wheel petrol car in 1895. ter name was phased out. Whereas the below plaque is placed on the outside wall

of the building where the Lanchester story all started.

Lanchester Historical plaque at factory site. (1)

Frederick Lanchester, founder of the Lanchester marque of luxury cars died blind and penniless 1947 Lanchester (3) in 1946.

Sources:

(1) Wikipedia (www.wikipedia.com)

(2) Daimler and Lanchester Owners Car Club of Aus- tralia (www.dlocaustralia.org)

(3) British Motor Manufacturers (www.britishmm.co.uk)

(4) The Encyclopedia of British Cars

(5) NationMaster – Encyclopedia (www.nationmaster.com)

Walter has informed me that his feature ―Cars of 1932 Lanchester Doctor’s Coupe (3) Branch Members and their Stories‖ will continue next issue with the car collection of Ken and Pat Miles, look- The parent company, Daimler, was in decline and in ing forward to it!—ed 1960 was absorbed by Jaguar, who used the Daimler name in the same way Daimler had used the Lanches- ter name. Both became victims of badge engineering in their last years of production. Ford‟s acquisition of Jag- uar cars in 1989 included the rights to the Lanchester and Daimler brand names. Following on, the rights to the Lanchester brand name passed to in 2008, along with the and Daimler brand names, as part of a deal reached with the Ford Motor Com- pany to acquire their Jaguar (JLR) busi- ness, as announced on 26 March, 2008.

An open air sculpture, The Lanchester Car Monument, in the Bloomsbury, Heartlands, area of Birmingham,

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 7 WHAT WAS I THINKING? Part XI Or, the restoration of a demon Sunbeam Imp. By John Chapman

It‟s been just over a year since my last report, doesn‟t time fly when you‟re en- joying yourself. In that year any spare time that I had was spent on fitting up the Imp after it came back from the body shop. And, I must admit, it‟s looking pretty damn nice. I‟m writing this having just loaded it up on a trailer to go back to the painter for final touch ups and to correct some mistakes and a cou- ple of badly fitting body parts (my fault). Well, in the last year I feel that I have accomplished a reasonable amount of progress. The headlining is finally in after several attempts. In the end, I had to employ the services of Steve Dig- gins to get me out of trouble. Once the headlining was installed successfully, my son and I were able to fit the windows. What I did find time consuming that I did not anticipate was the restoring of the side trim that runs the length of the car, around the back along the engine cover and around the back window. These strips are made of stainless steel, thankfully, and are not chromed. There were several creases in each one, so I had to make up some shaped punches to knock out the dents. After which, I had to re-polish each piece. This took a total of 48 hours and then another 3 hours to fit them to the car because the new panels did not have the holes drilled for the plastic clips.

The engine and transmission were the first items to be fitted after the brake lines. Once these items were in- stalled I then fitted the fuel after which I was able to fit the choke and throttle cables that run under the car. The gear linkage turned out to be a problem. I purchased a new flexible coupling from a dealer in the Neth- erlands that supposedly produces them from the original tooling along with many other parts for Sunbeams. After a couple of hours crawling under the car I realized that this coupling was not going to fit. I tried to fit it to an old transmission that I have, it wouldn‟t fit that either. When I looked deeper into this problem I discovered that the hole for the securing bolt that passes through the coupling was at least 1/32 out of position. Once I had realized this I then modified the coupling to make it fit. Now that upsets me when a company puts a product into the market without checking to see if it fits or works. Some of the body panels that I brought over from Eng- land had to be drastically modified before they would come even close to fitting. The next stage was to drop the car back onto it‟s four wheels and concentrate on the engine bay. I found the ra- diator that I had lost a couple of years ago. It was in the basement amongst a load of old Christmas decorations and my memory did serve me right. It had been refurbished soon after I had extracted it from the car several years ago. As the Imp suffered from overheating on freeways, I decided to modify the cooling system. This over- heating would invariably lead to the distorting and head gasket failure. After having read various owners reports and theories I have decided to go my own route which apparently has not been tried yet. I am going to fit an electric fan, but instead of pushing warm air from the engine bay through the radiator, I am going to suck the air from under the car, through an oil cooler and then through the radiator into the engine compart- ment. The engine cover has large holes at the top to let the hot air out. It will be interesting to see if it works.

I had a little chuckle to myself after I had connected the battery for the first time. I wasn‟t going to take any chances. I had strategically placed four fire extinguishers around the car. But no problems except a few things didn‟t work first time like the indicators, (traced to a faulty switch), One headlight did not work, (traced to a bad earth) and the interior light did not work( again, a bad earth). Not bad I thought, especially, no fires or smoke. Now that the car is away for a couple of weeks I will turn my attention to making and trimming a set of door cards after which, I should have time to get the bumpers and overriders set up ready to be fitted. All the seats have been re-trimmed by Steve Diggins and they look great. I can‟t wait to fit them and be able to actually sit in the car for the first time. The seats where the first things to come out of the car when I started stripping it so I never actually got to sit in them.

Well, the original 18 month project has just entered it‟s seventh year. What was I thinking!

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 8 taken off as well as the interior and distributor etc. We also went Rapier Resto stripped out. with a different carb setup, going By Alan Miles from dual Zeniths to a single Weber which made coming up with a new throttle linkage a necessity. This was

accomplished by the very talented Reading John‟s latest instalment of Gerry Parkinson who fashioned a What Was I Thinking inspired me to new one in no time flat. write a little report on my own resto- In fact, I‟ve had much help on this ration project. That, and the fact that project. Besides Gerry coming over on I needed another page to fill the is- many occasions, John Chapman has sue. helped with engine and transmission Some of you may know that I took install, plus multiple other tasks in- the Rapier off the road in Sept., 2009 cluding some machining of parts (boy to have it repainted. This was sup- do I know how to pick my friends!). posed to be a fairly quick repaint and Also, Les Foster helped with the loan reassembly project, the major new of his engine hoist and Steve Diggins components being a rebuilt engine has re-upholstered all the interior and transmission and some new door panels (seats were ok) plus he will be panels etc. Almost two and a half doing the carpets. years later the car is still not fin- Engine bay: before and after As it sits now the car is almost ready ished. to fire up. I‟ve got the Weber carb on In all honesty it could have been fin- The car went to Panelcraft in Lang- the work bench in pieces. Once ished awhile ago but motivating my- ley in Oct.‟09. Owner Steve Sillet cleaned and rebuilt I will install it self to get out to the garage and get talked me into not taking the whole and then hopefully the car will start. at it has sometimes proved difficult car down to bare metal as he felt it Unfortunately the new gearbox and plus it has blossomed into a some- would be too expensive for a car of o/d has a very bad leak in it so it what bigger project than I had first this value. He instead would just looks like that will have to be pulled intended it to be. strip the lower portion of the body out and fixed (more setbacks!) and replace all the rusted metal with I decided in 2009 that the car was in new stuff. Steve then applied two Even though it seems like the car is need of a refurbishment of some coats of primer and three top coats of very close there's still quite a bit left kind. The interior panels and carpets acrylic enamel. to do and I‟m sure once done there were looking a bit tired and grubby will be lots of bugs to work out. I had and the engine bay, which was still The car was returned to me in late hoped to take this car on Brits the original dark grey colour was a May, 2010, and since then I have „Round B.C. next year but we might bit of a mess. The main thing how- been busy, off and on, trying to get end up doing it in the MGB GT or the ever, was the rust that was starting everything back together. When I Alpine. I don‟t want to be the break- to bubble up under the paint. These first got it back I decided the wiring down guy again! spots were in the usual locations that under the hood looked terrible (not plague most Rootes vehicles, as well the original) and made the decision as many other British cars, the sills to rip it out and re-wire the car. I John C. and the dog leg sections behind the then had to wait two months for a helps front wheels. I decided that I was wiring harness. That, and the fact I with going to have to either sell the car or had never done anything like this engine restore it. I chose the latter option before, slowed the project down even install but there have been more than a few more. times over the last two years that I We installed a new 1725cc engine wished I had chosen the former. (rebuilt by Coquitlam Automotive) Anyhow, that‟s the story so far. In the interest of space I have left out a So, once that decision was made I and a rebuilt all synchro gearbox and lot of details, including other set- started stripping the car in Sept.‟09. I overdrive, neither of which the car backs and challenges that have had decided to have the engine bay had before (it had a 1592cc engine arisen. I‟m sure all of you that have painted the Pearl Grey colour as I and non synchro in 1st gearbox). This done projects like this have had simi- never liked that it hadn‟t been done change has resulted in some slow- lar experiences. before so that entailed stripping out downs in the schedule as well. Al- though the engines look the same on everything but the engine (the body Hopefully we‟ll see you on the road the outside there are differences in shop said they would do that). Also, sometime this year in our “new” Sun- the auxiliaries, like the water pump of course, all exterior trim had to be beam Rapier!

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 9 Branch Display at the 2011 Vancouver Walter Reynolds (organizer; Rover 3 Litre): car display Zoomer Show and booth assistance.

Story and photos by Walter Reynolds Simon Scott (Morris 8): car display.

Steve Diggins: Saturday morning booth assistance.

With only nine days notice, we, once again, proved that John Hoare (and brother): Saturday afternoon booth the Branch can move mountains and come up with a assistance. good result. Richard Taylor: all day Sunday booth assistance.

Zoomer Media (owners of CISL 650, Vision TV and Larry Sharp: Sunday morning and part afternoon JOYTV, amongst others) contacted us to find out if our booth assistance. Club would be interested in showing six cars at the November 19 & 20, 2011 Vancouver Zoomer Show. The Show is a consumer show and is aimed at people aged 45+. It was to happen in nine days! If we were inter- ested in displaying cars, the organizers would throw in a 10 x 10 booth, valued at $1,200.00. While a “General Call” for assistance went out to the membership, preparations commenced without delay. By “Show- time” we had six cars, plus one car in reserve, and sev- eral booth volunteers.

Set-up was Friday, November 18, the day it snowed in parts of the Lower Mainland. Cars were to be driven onto the show floor before 3:00 p.m. All cars were in place by 12:30 p.m. David Ballantine’s 1974 Jensen Intercepter. The location for the majority of the cars was on either Mary Lou Miles, Bence and Helen McIntyre, Margaret end of the “Pub”, that is, two at one end and three at Ballantine and Gerry Philbrick came by to say “Hello”. the other end. The sixth car was placed near the booth. We even had a visit from ex-members the Walkers and the Chattertons.

The Show consisted of many vendors selling products

aimed at people 45+. We had many attendees visit our booth and reminisce of British cars they had owned and sold. Many people took brochures and several peo- ple took OECC application forms (for my husband who is restoring a British car; for my brother who drives a

classic Mini, etc.). We were also told of a 1930s Rolls that was for sale that had not been driven for 40 years, plus a 1950s Austin Sheerline limo that was for sale. Both sellers were directed to our web site.

The Booth with Walter in attendance.

People to thank are:

David Ballantine (Jensen Interceptor): car display and booth assistance.

Bill Grant (Morris Minor): car display and booth assis- tance.

Alan Miles (MGB GT): car display and booth assis- . tance.

Allan Reich (TR6): car display and booth assistance. Allan Reich’s 1975 Triumph TR6.

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 10 Our booth was by the Main Stage so all day we enjoyed the entertainment that was provided. The last two acts each day were revival groups for the Rolling Stones and for the Beatles, with the Beatles group wrapping up both day‟s show.

The entertainer who was playing Keith Richards came up to me and said that the real Keith Richards had once owned a Rover 3 Litre. He then asked if he could have a photo taken with him and the Marian Faithful look-alike, as though they were getting out of the Rover. Sure, why not!

Simon Scott’s 1935 Morris 8 2-Seat Roadster.

While I could find no information confirming Keith Bill Grant’s 1960 Morris Minor. Richard as having owned a Rover 3 Litre I did find a picture of him from the 60’s with his beloved . If you read Keith’s autobiography ― A Life‖ you’ll see he So, make a note on your 2012 calendar that cars and had quite a few ―adventures‖ in this car. — ed. booth volunteers will be needed for the weekend of No- vember 17 and 18, and plan on volunteering.

The event organizer told me that the show would be A Branch member had emailed that “You would be twice as large next year and would be held at the same silly to do this for free.” Well, I am here to tell you that location and time of the year. She said that there I was proud to be one of the “silly” ones who displayed would be more room available for cars and asked if we a car. We had a good selection of cars belonging to own- would be interested in coming back next year. I told ers who enjoy showing their British steel. After all, our her that I would certainly support that to the Branch. I Club Mission is, “The preservation, restoration and said that if we did come back next year, we would pre- enjoyment of English vehicles of all marques an fer the cars to be all together and that our „booth‟ be years.” This weekend, we proved out the “enjoyment” with the cars. She said that would be OK. part!

Walter and Linda Reynolds’ 1963 Rover 3 Litre. Alan and Mary Lou Miles’ 1969 MGB GT

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 11 Fred Bennett Retires from OECC Italo’s Garage Tour

Story and photos by Alan Miles Fred Bennett, a founding member of the Old English Car Club of BC, is no longer active with club functions. On Saturday, Oct. 15th, Italo Cirillo opened his new Fred has for years given so much of his time and guid- garage to a tour by OECC members. About 15 Vancou- ance to our club. We have paid tribute to him by offering ver Coast Branch members attended and got a look at a Lifetime Honourary Membership. two projects that Italo and Patrick are working on.

The following letter was recently sent to Fred.—S.D.

Dear Fred,

On behalf of the Vancouver Coast Branch of the OECC, I would like to thank you for all the good service you have provided to us. Your involvement and guid- ance have been very important to the development and life of the club from the very beginning. Your diplo- Italo and Richard chat in front of Italo’s beautiful new garage matic skills are an example for all of us, and most im- portantly you have been a good friend. Italo‟s current project is a Series IV or V Sunbeam Al- pine that he is repainting for a customer. It has been stripped and bodywork has been started although be- We would like to extend to you a Lifetime Honourary ing a very straight car with little rust it looks like Memberhship. Hopefully we will see you at an event or there won‟t be too much welding to do. Patrick is work- ing on his own car, an early Triumph Spitfire which he two in the future. Until then we hope you and Sheila is modifying from its original body shape, fashioning a have a good Christmas. new rear end treatment which looks pretty cool. Thanks again to Italo and Patrick for a very enjoyable Sincerely, morning.

Steve Diggins,

Above: Bart and Gerry Philbrick admiring Italo’s vast new work space. Below: Italo opted to serve wine instead of coffee and donuts, no one was heard to complain.

Fred posing with his 1970 Triumph Spitfire. To see more info on Fred and his vehicles please see the Mar/Apr 2010 issue of the Roundabout. –ed

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 12 VANCOUVER BRANCH AGM amounts under $200 or a vote from the membership of the branch for Submitted by John Chapman Next on the agenda was the voting amounts of $200 or more. The vote of in of the club executive for 2012. the branch executive may be at an Steve Diggins agreed to stand for executive meeting or by email or The Vancouver Branch AGM was another year as Chairman. There other electronic means. The vote of held at Rainbow Station on Tuesday was no opposition and Steve was the branch membership shall be at a 1st Nov. The meeting started at 7:35 voted in for a second year. Bill Grant regular branch meeting. The disper- pm with a total of 18 members pre- was nominated for the position of sal of all branch funds by the branch sent of a total of 91 members in the Vice Chair taking over from John Treasurer must be supported by ei- club branch. Chapman. There was no opposition ther an appropriate budget line, a and Bill was voted in for his first vote from the branch executive for The Chairman, Steve Diggins year. John Chapman agreed to stay amounts under $200 or by a vote of opened the proceedings. on as Membership Secretary. There the membership for amounts of $200 was no opposition and John was or more. First on the agenda was old busi- voted in for a second year. ness. The motion was discussed and car- New Business. 1). Colin Crabbe, the Treasurer, ex- ried by the membership present. plained that renewals for 2012 had A series of resolutions were put for- Resolution: 3. to be in by the end of December to ward and discussed by members pre- qualify for the $20 renewal fee. sent. Moved by Bart Shaw.

Resolution: 1. Seconded by someone.

2). Bart Shaw spoke, in the absence Moved by Walter Renolds. That the Branch Meetings and of Lorna Hoare, of the Christmas Events Co-ordinator has sole respon- dinner to be held Sundance Place Seconded by Steve Hutchens. sibility for planning meeting and Banquet Facility, 6574 Ladner That, effective with the start of event venues. No member can Trunk Road, Ladner. Drinks at 6:00 preparations for the 2012 London to change these venues without the pm. Dinner will start at 7:00 pm. All Brighton Commemorative Run, a consultation and approval of the people who will be attending should committee of up to five volunteer Branch Meetings and Events Co- contact Lorna ASAP if they have not members shall be appointed to be ordinator or the approval of the already done so. The cost is $30.50 responsible for organizing the event. branch executive or the membership per person. At no time will the Organizing Com- at a branch club meeting. mittee‟s membership go below two The motion was discussed and car- members. The Chair of the Organiz- ried by the membership present. 3). John Chapman, Vice Chair and ing Committee shall be elected by Secretary, gave a brief account of the the committee members. At any Resolution: 4. club executive meeting held in time, the Organizing Committee Nanaimo on Sunday 31st October. may recruit sponsors and other vol- Moved by Bill Grant. Fees for each member from the unteers to assist with the events. Seconded by someone else. branch to the club would increase for The Organizing Committee shall be 2012 and revert back to $7 as it was established on or before the date of That all elected positions on the a couple of years ago. As of 1st Janu- the branch‟s March meeting. Details Branch Executive have a limit of two ary all regalia will have a 5% mark of the event will be submitted to the consecutive one-year terms. Term up and rounded to the nearest $. Executive for approval. limits shall date from January 1st Currently all regalia is being sold at 2011. cost. All branch spending of $200 The motion was discussed and car- and over must be put to the branch ried by the membership present. The motion was discussed and car- ried by the membership present. membership at a club meeting for Resolution: 2. approval. The meeting ended at 9:30 pm. Moved by Bence McIntyre. It was also discussed that the Seconded by Steve Hutchens. 4). Steve Diggins gave a run down Branch Executive should, at the be- on the London to Brighton Com- That no member of the branch has ginning of each year, present a memorative run to be held on Nov. access to branch funds without a budget to the membership to be ap- 1st. vote of the branch executive for proved.

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 13

WELCOME TO THE OECC ! AUTOJUMBLE English Cars & Parts

For Sale and Wanted Steve Collins , Pitt Meadows, B.C. See more ads at 1968 MGB GT oecc.ca/vcb under the Autojumble menu

For Sale: Highly modified TR3, estate sale, for de- Glenn Holt, Delta, B.C. tails and offers contact Mike Powley at 604-542-0921 1967 Ford Corsair 2000E or e-mail at [email protected] . Before and after pictures are available. Asking price is $18,000.00 however serious offers will be considered. Anibal & Tracy Valente Engine and transmission are from a 1995 Ford Ranger (4 Ltr) -Front and rear end from a Mustang - Surrey, B.C. Invoices total in the $16,000.00 to $17,000.00 range 1967 Jaguar XKE Roadster and include new wiring, steering wheel, upholstery, 2007 Jaguar XK8 Convertible trim and carpets plus incidentals.

David doing his best Simon Templar impression at the Zoomer Show ―Hey David, didn’t Templar drive an XJS (or a Volvo 1800, but we won’t mention that!). Never mind, you still get best dressed award, put the rest of us to shame! - ed

Our intrepid European member at large, Karl Knorr, sent in this picture of himself posing in Alan and Mary Lou and Gerry and Anita at Jim Copenhagen with a beautifully restored 1962 Ratsoy’s museum and car collection during our Commer ice cream van Oct. branch visit (photo: Dennis Nelson)

AT THE WHEEL New memberships and correspondence: Roundabout Editor : Alan Miles Chairperson: Steve Diggins 604-294-6031 7923 144A St., Surrey, B.C. V3S 8C1 [email protected] - 604-272 -2145 ICBC/AirCare Liaison: Fred Bennett Vice-Chairperson: Bill Grant Immediate Past Chairperson: Steve 604-939-1773 / Fax 604-939-1753 [email protected] 604-936-6454 Hutchens [email protected] 360 - Treasurer: Colin Crabbe 733-3568 Good & Welfare: David Ballantine [email protected] - 604-590-621 Event and Meeting Coordinator: [email protected] - 604-980-4120 Membership renewals: 56-9088 Holt Road, Lorna Hoare Website Editor: Steve Hutchens Surrey, B.C. V3V 4H3 [email protected] - 604-584-2564 [email protected] 360-733-3568 Membership Secretary: John Chapman Communications Coordinator: Alan Miles [email protected] 604-590-3749 [email protected] 604-272-2145

VOLUME 16, NUMBER 6 THE ROUNDABOUT PAGE 14