Volume 56 ORRIS Number 6 June MONTHLONTHLYY 2016

MAGAZINE OF THE MORRIS REGISTER The Club for Morris vehicles designed before 1940 www.morrisregister.co.uk Volume 56 ORRIS Number 6 Jnue ONTHLY 2016 MAGAZINEM OF THE MORRIS REGISTER

CONTENTS CHAIRMAN John Ford writes: ell, I am back up and running after my bout of illness, 2 Chairman Walthough not sure which I am, chairman or president! Our editor can’t make up his mind either! 3 Editor I hope you are all enjoying this bout of good summer weather while it lasts. Judging by the amount of Morris 4 Membership Meanderings vehicles at an event I attended recently this seems to be the case. There What’s it Worth? certainly appears to be quite a few more classic cars about than of late which is good news. 5 Warm Welcome Our membership still seems to be on the increase, well up on the same time last year which can only be a good thing. Welcome to the club all 67 Forum Files those new members. I have also noticed that prices for our cars have seemed to have reached 8-11 Member's Morris their peak although some are still somewhat optimistic with their asking prices. This seems to be the situation with several other clubs, Has the 12-17 Exactly Eighty bubble burst? Let's wait and see. I hope to see many of you at next month's MMOC rally combined with 18/19 Minor Musings the 2nd MVA Rally 3rd and 4th July at Catton Hall, Derbyshire. We are offering a discount rate for our club members of £10 for the whole 20-39 Regional Round Up weekend per car. Please give it your support. Our own National Rally in August is shaping up with several new 40 Member's Morris attractions for the weekend. A full programme for the weekend will be published shortly and we expect a good turnout again after last year's 41 Fitton's Files great event. Looking even further ahead, we have again secured another stand at 42 Morris Mail this years prestigious NEC Classic Car Show on the second weekend in November. I will be looking for several cars for the stand and if you 43 Morris Mart would like your car to be considered for display at the show then please 44 Foto Finish let me know asap with a photograph and details via email if possible. Your car will be on display to at least 70,000 people over the weekend, and you will have free tickets for the whole three days if required.

Cover picture: Graham Sinagola's Eight tourer nicely colour co-ordinated with its surroundings on the "Beeston or Bust" run around Cheshire villages which he organised for his local church last June. [Photo: Graham Sinagola] The Morris Register Spares Service he Register’s Spares Service aims to provide a basic service that will help members keep their Morris Tin good fettle and suitable for safe and enjoyable motoring. We stock a range of spares needed for the maintenance and overhaul of the most popular models.These stock items mainly comprise engine, transmission, electrical and brake parts for the Morris 8, 10 and Minor models with a limited stock of similar parts for other Morris models. ON-LINE SHOP (www.morrisregisterspares.co.uk) The new on-line mail order shop enables members to shop for Morris Spares in a secure on-line environment. The Shop includes a full description, a photo, and details of which Morris models each part will fit. Each product in the shop has a unique “part number” with 2 letters and 3 numbers, and is a unique reference system for our Spares Service. The shop is linked to a secure PayPal payment system; you don’t have to have a PayPal account to use this, you can use your credit or debit card. Please go to the Club’s web site and click on Services/Benefits – Spares Service. The information given in the descriptions in the on-line shop should be sufficient to identify the parts you need. We cannot answer questions from members as to which is the correct part for their car, or about parts suitability or application. 2 The views and opinions expressed by the Editor and contributors to this magazine are CHAIRMAN: SECRETARY: theirs alone and do not necessarily reflect the John Ford  01386 832 447 Jim Riglar  01225 754 981 views of The Pre 1940 Morris Register Limited. [email protected] [email protected] Any advice provided is not intended to be advice on which you should rely. You must MEMBERSHIP SECRETARY: obtain professional or specialist advice before Office hours: 9 am - 5 pm, Monday to Friday taking or refraining from any action based Jane Nathan, 1 Fallowfield, Shoeburyness, Essex SS3 8DF on the content of this magazine. No liability  01702 589 643 [email protected] is accepted for the consequences of following any advice provided in the magazine.

EDITOR: EDITOR Rob Symonds writes: Rob Symonds, 49 Gorsy Road, irst of all, a big thank you to the Chairman for pointing Quinton, Birmingham B32 2SJ Fout the first of several glitches that popped up in last [email protected] month's edition. I don't suppose everyone spotted that I has  0121 682 0640 promoted him, but now that he has drawn attention to it, we can all note that this month I have relegated him back to his DEADLINE rightful position in the organisation! Notwithstanding all this it is good to 14th of the month prior to publication hear that he is back to full health and, we hope, raring to go for the new season. MAGAZINE NON-ARRIVAL: Please contact the Membership Secretary There was a good response to my requests for Drive-it-Day reports and Contact details above photographs, so many thanks to all those who have contributed this month. For my own part, I did not get the impression that the day was BACK ISSUES: may be purchased terribly well supported, but it may just have been that I was in the wrong from the Club Shop part of the country! The Chairman makes a reference to the MVA event at Catton Hall, and WEBSITE: www.morrisregister.co.uk an entry form for this did go out in last month's edition, albeit with the Contact: Mike Rose, Webmaster cost per car missing. Despite this omission, the form can still be used, and [email protected] with the appropriate £10 per car entry fee, sent to the MMOC address at SMALL ADS: Post/email to: the bottom. A corrected version of the form has been available on the The Editor (see above) website for some weeks. Free for members (max 1 car per month) In conclusion, now that the season is well under way, I hope members Non-members: please contact for charges. will continue to send items to the magazine. I have noticed a tendency for some material to go only to the website and I hope the more computer COMPLAINTS: Any complaints literate of you will not forget that we have a significant number of members against any officer of the club, or about who do not have computer access and therefore will not see their items. the way the club is being administered should be referred to the Secretary It is a simple matter to send content to both the website and the magazine at one stroke, so please don't forget your lone;ly old editor! THE PRE 1940 MORRIS REGISTER LTD DVLA Authentication Service: Members needing access to Registered Office: the Club’s scheme for registration number retention should get 70 Alderton Way, Trowbridge, in touch on 07507 264 980 or [email protected] Wiltshire BA14 0UH

©Morris Register and various authors and photographers 2015. PRINTED BY Material published in Morris Monthly may not be published LAVENHAM PRESS elsewhere without the permission of the Editor.  01787 247 436 The Morris Register Spares Service POSTAL SALES If you know the part number of the parts you need, but don’t want to use the on-line shop, please get in touch with David and Lindsay Smith, email: [email protected] or by post at Morris Spares, Units 5 & 6 Priory Farm Industrial Estate, Station Road, Portbury, BRISTOL, BS20 7TN. We cannot take orders by phone. • Please state clearly the part number (the unique 2-letter, 3-number code as shown in the on- line shop), the description of the item you need, and the quantity • Please quote the model and chassis number of your car – take the chassis number from the brass plate under the bonnet, and include the letters as well as the numbers • Please quote your name, address and membership number in all communications • We can accept payments by cheque, but prefer payments by card using PayPal. Instructions for payment will be given when you order • Please remember the Service is run by members for the benefit of other members in their own time amidst many other family and personal priorities • If you are not sure what the correct part is, please put a request for help onto the Forum. There will always be members “on line” who will be able to share their knowledge with you. 3 MEMBERSHIP SEC Membership Meanderings Jane Nathan

cannot believe that by the time you get this magazine we will be nearly half way through 2016! IThank you to the many who sent in their renewals in good time. If points were being awarded you would get gold stars! We are still seeing late renewals creeping back, but this year, as mentioned on the run up to April 1st, they are having to re-apply for their membership. If any members reading this have found themselves in this position, I hope you understand that this is being done in an effort to help our members to appreciate how late renewals increase our already busy workloads. We do send out very clear renewal reminders and forms in the February and March magazines, so there is really minimal excuse for missing the deadline of 1st April. Something that will be really helpful to us would be for you to quote your membership number when making contact with us. You should have your new membership cards by now, which, by the way, are always sent out with the May edition of Morris Monthly and not before. This is because they are printed and sent out from the printer and to cut costs they are dispatched en block and not individually on receipt of renewed subscription. Enjoy the coming summer season!

1935 Morris Isis What’s it Worth? Special Coupé

t Morris Leslie Auctions on 21st May: "Chassis number 7691 - The vendor believes that this example was purchased Anew during 1935 by two brothers who ran a Haulage and Taxi business in the Windermere area, it is believed that for the duration of WW2 the vehicle was stored having covered approximately 300 miles and its petrol coupons used to fuel their Taxis, at the end of WW2 one of the brothers, being an aircraft engineer decided to uprate the engine and had new pistons manufactured which subsequently fouled the head and therefore the car was rendered unusable and laid up. During the 1970s the vehicle re-emerged from storage but some of the trim, lights and instruments had been removed, much of which have now been replaced although the car remains a non runner. This example is a facelift Isis initially announced 1 September 1932. Following the court forced separation of William Morris from his joint venture with Edward G Budd the all steel body was replaced by a traditional wood frame construction. Mechanically the car was similar to its predessor, but the gearbox received syncromesh and a fourth speed, the chassis received additional cross bracing in 1934. From the chassis number we believe this to be one of the last Isises ever produced." Answer on Page 43

4 New and returning members Warm Welcome

NO. MEMBER LOCATION eMAIL CAR DETAILS

Corrections: Peter & 13769 Hugh Weston East Suusex BN7 [email protected] 1932 Minor MM8 2 Seater Philip & 13770 Glynis Spiller West Midlands B90 [email protected] 1938 Eight Series 2 Tourer Dean & Sarah 13771 Tugby West Midlands DY4 [email protected] 1935 Eight Series 1 4 Door sliding head 13772 David Mann Notts NG13 [email protected] 1927 Oxford Saloon Ten Four Pre 13773 Adam Cronin Sussex RH10 [email protected] 1935 Series Sliding head 13774 Paul Williams Hertfordshire HP4 [email protected] 1947 Eight Series E Tourer ? Graham & 13775 Myles Dye Essex CO13 [email protected] 1940 Twelve Series 3 Sliding head 13776 Gordon Gray Oxfordshire OX13 [email protected] 1938 Eight Series 2 2 Seater

13777 Stephen Hall Essex SS9 1937 Eight Series 2 Saloon Ten Four Pre 13778 Roger Morton Derbyshire DE4 1933 Series Saloon 13779 Charles Herbert Worcestershire WR13 [email protected] 1948 Eight Series E Saloon Frank & 13780 Jill Elswood Lancashire M24 [email protected] 1934 Isis Saloon Amy & 13781 Ben Lewsley Cheshire CW1 [email protected] 1936 Eight Series 1 2 Door sliding head Steven Herbert & 13782 Alison Tock Bucks HP10 [email protected] 1936 Eight Series 1 2 Door sliding head Paul & 13783 Sue Reid Dorset DT2 1938 Eight Series 2 2 Seater Adrian & 13784 Susan Bowles Essex CO16 [email protected] 1930 Cowley 4 Door saloon 13785 David Melvin Oxfordshire OX18 [email protected] 1947 Eight Series E Saloon

13786 Peter Walker North Yorkshire DL8 [email protected] 1946 Eight Series Z Ute John & 13787 Patricia Hedgeley Kent ME8 [email protected] 1935 Eight Pre Series 2 Door saloon 13788 Raymond Hornsby Co. Durham DL14 [email protected] 1947 Eight Series E 4 Door saloon

New this month: Philip & 11581 Margaret Newsome West Yorkshire HD8 1939 Eight Series E Tourer Peter & 13795 Dawn Freeman Cheshire WA16 peterfreeman1957.gmail.com Michael Gosling & 13796 Susan Lane Norfolk NR18 1940 Eight Series E 4 Door sliding head 13797 Guy Waugh Northants NN12 [email protected]

13798 David Boyle Edinburgh EH14 [email protected] Michael & Ten Four Pre 13799 Angela Dancer Lincolnshire PE11 [email protected] 1935 Series 2 Seater with dickey Eric & 13800 Janet Thornborough Somerset BA5 [email protected] 1938 Twelve Series 3 Sliding head Ralph & Free State 9707 13801 Pat Raubenheimer South Africa [email protected] 1935 Eight Series 1 4 Door saloon John Buckley & Ten Four Pre 13802 Paula Eyke Worcestershire DY13 [email protected] 1934 Series Saloon 13803 Erich Krenslehner Vienna 1130 Austria [email protected] 1937 Eight Saloon Jerry & 13804 Katie Costanzo 95650 USA [email protected] 1936 Eight Series 1 Tourer Ten Four Pre 13805 Philip Pennefather Cumbria CA9 [email protected] 1935 Series Saloon John & 13806 Maureen Holloway Cheshire CW7 [email protected] 1935 Eight Pre Series Saloon 13807 David Mitchell Liverpool L21 [email protected] 1932 Ten Six Coupé

13809 Bill Pagan Fife KY15 [email protected] 1935 Oxford Sixteen Saloon Gillian & Minor 13810 Nigel Spedding Warwickshire CV35 [email protected] 1934 long wheel base Saloon 13811 Steve Harley Surrey SM6 [email protected] 1947 Eight Series E Saloon

13812 Richard Laird Herefordshire HR1 [email protected]

13813 John Robertson Shetland ZE2 [email protected]

5 April on the Forum Forum Files Bob Williams

imon started a post that is a common problem and have to have to replace it every year or so. The club is Swhich forms the basis of this month's report: Re investigating the possibility of having an insulator gasket Starting Problems? “Hi all, I have been taking my 37M8T made because Burlens do not stock them for our cars.” on increasingly long drives. On Saturday I drove to Detling, Pete: “Your fuel is evaporating, how to fix the problem I Kent and back, a round trip of 105 miles; 1.5 hrs there, 2.5 hrs am not that sure, apart from re-routing the fuel feed line so back! The drive there was a breeze, being early, cool, little it always stays cool. I knew a guy who had a problem on a traffic or traffic light interruptions. However, the drive home car (newer old car) and a much longer fuel line around the was not so easy, with heavy traffic, every set of lights against cooler part of the engine solved the problem …” me, and obviously considerably higher air temperature Chris: “I think I saw your car at Detling on Saturday. If you compared to my dawn run, being mid-afternoon by that are the green M8T. I was the red 2 seater one row back. I time. had a similar problem which got really embarrassing when When the car is hot, tick-over when breaking and approaching stopping for fuel and at junctions, the worst case was over a stationary queue can be intermittent, sometimes I came 45 minutes to get restarted. The various “cures” I tried to a junction and she would idle comfortably. Approaching included a new condenser (even new ones fail) and rotating others, she would stall and I would have to catch it with the float chamber as far as possible away from the exhaust a quick bump start rolling towards the stationary queues, to minimise the risk of fuel vaporisation. Finally I changed or left foot brake to keep the revs a little higher. But when what seemed to me to be perfectly good plugs and points stopping for a comfort brake, I was unable to restart the car. and this finally worked for me, but I had been warned that When the car is cool, it will start effortlessly, frequently with the coil might be at fault as they can fail when hot, but so far little or no choke. The points are clean and set correctly I have not had to change the coil. Hope this is of some help.” and the condenser, plugs, leads, rotor arm, cap and coil are Back to Simon: “Many thanks for this, some sound advice. all new. No apparent misfiring Chris, yes I saw and crawled either. Ideas and suggestions to respectfully around your red this ailment? I am fairly confident 2 seater; mine was the green the fuel pump is OK, comforting one just in front of yours. I clicking when ignition is turned have a home make heat shield on while carb is fed. This has between my manifold and carb, happened a few times to me, I wondered what this hideous going on a drive, the car gets corrugated aluminium tray hot and I am unable to start until add on was ultimately trying to considerably cooler. I am after do! I will study the run of my great confidence when going fuel lines, and look at ways to out. Not being able to stop for keep heat away or drive cooler breaks is not doable with my air past? Has anyone tried bladder! Suggestions or has wrapping the exhaust manifolds anyone else experienced this in modern wadding? I did this on issue before.” a 3 litre V6, and the reduction in Sandra was first to respond: Richard’s photo of his air filter adaptor temperature in the engine bay “We have a similar problem on was considerable. Does this our M8T series 1. Sometimes all is fine, but warm starts modern product or the technique cause problems with our unpredictable, e.g. after stopping to fill up with petrol. Once old engines? Or has anyone ever cut holes and guided a we get into 3rd gear all is fine again but it is unnerving not duct through the inner wing to blow cold air past?” to be entirely confident. We’ve not tracked down a cause Tim: “I tried wrapping heat proof insulation round the either, but are planning to insert a filter in the fuel line just exhaust manifold on my Austin Sprite after similar problems, in case. Hopefully a knowledgeable MR member has some but the extra heat trapped in the cast iron manifold caused it ideas!” to crack, so I’d be a bit wary of this solution!” Simon replied: “Good to know it’s not just me. I have been Peregrine: “Many years ago I had a Triumph 1500, which informed by ‘higher beings’ (Yoda), that we probably have 2 for all sorts of reasons was quite possibly the worst car I ever x fuel filters already. There is one just above the petrol tank owned. The heat from the exhaust manifold would regularly drain plug that wraps round the outlet pipe in the tank, as cause fuel evaporation problems in traffic as the SU carb well as a small one inside the fuel pump itself. I am expecting immediately above it had no heat shield. I took to carrying it will either be a rebuild on the distributor, or a carburettor around a 4 litre bottle of water to pour over the carb body issue/or both? Keep watching this space, I am sure the ‘rebel when this happened. Obviously care has to be taken with this fighters’ will come to our rescue soon.” “solution” but it got me going again on countless occasions!” Peter: “Stalling/stopping not starting when hot makes me Back to Simon again: “I can see why ‘she who must be think of fuel evaporation firstly or condenser.” obeyed’ hates my passion and takes considerable persuasion Stephen: “Your problem sounds very similar to mine on to participate in jaunts!?” Series E. This is caused by heat from the manifold soaking Mike: “I have driven 8s for forty ears and this problem has through to the float chamber when you stop. The heat been growing since the demise of 2 star petrol in 1991. You evaporates the fuel and you get either “kangaroo” petrol need to get rid of some heat, I have added “Stay Cool” to or difficult starting as symptoms until fresh fuel is pumped mine from Frosts of Rochdale, it makes the coolant circulate into the float chamber. I have used a cork insulator gasket much better and helps. The condenser on mine started to between the manifold and carburettor which helps a lot. break down when overheating occurred, 10 minutes with Unfortunately the cork disintegrates quite quickly so you the dizzy cap off saw the car start again, it would run all 6 day without fault until in traffic. I checked the running the lead attached to the CB terminal. This is a useful spare to temperature of three 8s during a road run within 30 mph carry, and can be fitted in a couple of minutes if you suspect limits on a day that was around 15C, all three showed at the a condenser fault. It’s not necessary to remove the original top end of normal on a calorimeter, so I felt I was not looking condenser inside the distributor. Coils can break down at a circulation problem due to the radiator on mine, but under heat. A few years ago I had this trouble with a fuel the result was what I expected, the system being on its limit pump coil. It would run flawlessly for hours, but didn’t like due to unsuitable fuel. This problem is not vaporisation. Too the heat soak after switching off and would refuse to run on early in the year for that, also the fuel pump races when restarting. Mike: I agree that meaningful evaporation from this occurs. I would suggest the coolant treatment and the float bowl is unlikely. My guess is that it occurs around replacement of the condenser. Also timing and mixture can the jet. There’s too much fuel in the bowl for it to be heated influence the working temperature. When I had to nurse enough to evaporate, and in any case it’s immediately mine home with this fault I got into 3rd gear asap and used replenished when the pump starts. As you say, there were a minimum throttle at 30 mph to help cool the whole thing never such problems with leaded fuel. It’s the highly volatile down, a good flow of air through the radiator is essential.” aromatic lead substitutes that cause trouble. Dave: “I think you require an insulating block between the Jeff: “Should you discover the condenser’s at fault, the carb and manifold, I had this trouble on my S1 8. After I Distributor Doctor has new high quality condensers fitted the block, I had no problems. My block came from specially manufactured for him to the original specification a motorbike! It could be your coil as they do get hot at the to overcome reliability issues with many of the NEW back of the engine (on the toolbox).” condensers currently available elsewhere. The Eight takes Simon once more: “I’m not sure any insulation/gasket the 400308”. http://www.distributordoctor.com/distributor_ would fit between the manifold and carb on my car? My condensers.htm silencer is only about 15mm wide where it bolts to the carb, Simon: “Thank you both; and for all other contributors. and leaves millimetres before the wing? How thick is this I will start with an insulator gasket; condenser and coil insulator and what could it be made of?” thereafter. It will take me a few weekends before I can get Pete: Further to my suggestion of fuel evaporation. Just to this now, but promise to feed back after my efforts and let put another fan blade on, my Dad used to do this with his you all know where I get to and what result I have.” father’s 1930 car (not sure what car it was). I ran a 1962 Harry: “Also coming in late, I experienced similar problems MGB and it would get very warm and sometimes get lumpy some years ago with a pre series 10/4. It took months to (front carb. getting hot) so I added another fan blade… diagnose and one day while having an exasperated look problem solved. There was another time I had a 1956 Morris under the bonnet, I put my hand on the coil. It made me split screen which had the problem that turned out to be jump as it was very hot. Answer, the coil was breaking down condenser.” and getting hot leading to a very weak spark. New coil and Mike again: “Extra fan blade made no difference on mine! never looked back!” Evaporation. Not convinced with the comments on this, I Dave: “Steve Gant visited out gasket supplier yesterday and would suggest you turn the ignition on and off when the we have just commissioned 100 carb/manifold insulating pump has stopped ticking, then remove the top of the float gaskets, they will be made out of a phenolic material and chamber to observe the level of the float, when the car fails will be thin enough to fit in the limited space available on again. Turn it off and remove the top again to see if the fuel the 8. They will only be a couple of quid, will advise when level has dropped. I see no point assuming a shortage of fuel we have an eta.” when a simple check can confirm it and I guess it will be the Paul: “Wow! Thanks for this Dave. Great service.” same with fuel present at the previous level! If you do this I Simon, his last post: “Dave, Fabulous news – are you happy would be interested in hearing what result you find?” to take advanced orders and payment now?” Richard: “Coming a bit late to this owing to the time zone Lastly back to Mike: “Added another fan blade to my Z van difference, but here’s my two penn’orth. and monitored with calorimeter – no improvement! The First step, both simplest and cheapest, would be to try an only vaporisation I have encountered has caused the fuel insulating gasket between carb and manifold. A 3mm thick pump to race. I await with interest the result of removing the item made from rubberised cork will do the trick, if you can’t float chamber top when the problem occurs to see if the fuel get hold of a proper hard gasket — just don’t over-tighten it, level has dropped!” which will simply squash it and could bow the carburettor flange. Don’t waste time messing around with ugly heat Simon's post resulted in a total of 26 posts with contributions shields or extra fan blades — the problem is conduction, from 15 members. No room this month for other posts but not radiation. It should be possible to accommodate a 3mm there were a few on similar themes: gasket without the air silencer touching the wing. I have an Paul: Cylinder 4 Not Firing 39 posts air filter adaptor similar to the silencer elbow and, as the Jolyon: Possible Compression Issues 11 posts picture shows, with the 3mm insulating gasket there is still Gary: My Morris Will Not Start 13 posts sufficient clearance even without the wing indent of later models equipped with the air silencer. There is negligible Bob Williams engine movement on its mountings, so a close clearance ([email protected]) should present no problems. My experience is that fuel EDITOR’S NOTE: vaporisation has never prevented the engine from starting Any member intending to act upon advice given in the Forum when hot, but certainly caused kangaroo leaps when driving or to use any products or services mentioned, is strongly off, as described by others. If an insulating gasket confers recommended to read the Morris Register disclaimer at the no improvement, condenser and coil are the next suspects, top of page 3 of Morris Monthly. in that order. Condensers can cause all manner of illogical symptoms. Try to find one with a pigtail lead from any ‘fifties or ‘sixties car; it can then be mounted next to the coil with 7 Member’s Morris HOW I BECAME A MEMBER OF THE MORRIS REGISTER(Part 3) Len Dixon

n July 1965, we decided on The Great European many of the town centre roads and streets were cobbled. IAdventure. No posh hotels or holiday sites for us, we were Not an altogether comfortable experience in a Morris 8 going camping (couldn’t afford anything else!). I think we Series E! We returned to work our way down through the must have been a little mad, but we were still young then. Rhine Gorge, passed the pretty little town of Rhens, the Apart from a new gear box, Hector had always behaved twin towns of St. Gaur and St. Gaurhausen and the famous impeccably, so off to Dover and the ferry we headed, the Lorelei, eventually reaching Mainz and on to Heidelburg car packed to the roof with equipment. and its castle. We borrowed a tent from a friend. I can only describe it We used the autobahn to speed on further south. Cars as a mini-bell with a central pole, just big enough to sleep shot past as though we were standing still, or even going two curled either side. I could kneel upright – close to the backwards. I watched with concern as the oil pressure pole! My friend had eyed Hector sceptically. The grill was gauge went down and down, but all went well. There were adorned with a Boy Scout badge some quite pleasant stopping (I was an Akela in those days) (or cooling down) place along and an old style National Trust the autobahn. Approaching badge, the shape of signs put up Stuttguart, we could see in the far at ancient buildings. My friend distant horizon a line of tiny white asked, “Is it you who belongs to peaks – the Alps? We cut through the National Trust or the car?” to Kaslesruhe, and then down We arrived uneventfully in the Schwazwaldhochestrasse, Calais, and tried to find our the Black Forest highway, to way out on to the open roads Frieburg, through the Hollental of France. Driving on the right or Hell’s Valley, stopping to see wasn’t a problem; the trouble the beautiful falls near Triborg was other road users. Hector (and a cuckoo clock factory), proved an irresistible target for then on to the border with cutting in front of. Once clear of Switzerland at Schaffhausen, the town, though, all went well. and the stupendous Rheinfalls, We moved through Lille and into the biggest falls in Europe. Belgium, camping near Mons. Our journey continued via Basel, Day two saw us roaring along Zurich, and along the Zugersee the highway towards Aachen to Lucerne. Staying there for and Cologne into my old hunting a few days, we ventured up grounds. We camped just the Burgenstock mountain for south of the city by the Rhine, absolutely stupendous views of watching the ships ploughing up Lucerne and the surrounding against the current. Incidentally, countryside. If I remember last June I decided to revisit the rightly, we went up by cable Rhine, this time in the comfort car, but to the astonishment of a river cruise. As we slid out and horror of some booted of Cologne, I kept an eye open and geared Germans, walked to see if I could identify the all the way down. What it was campsite; I believe I did - no little to be young! Then on over the tents now, though, just dozens of Brunig Pass, Hector’s first real huge, resplendent camper vans, climbing test, to Interlaken and as big as houses. eventually to camp at beautiful We worked our way south Lauterbrunen, We took a several following the Rhine, re-visiting trips, to Berne and Thun and their places I had explored on my lakes, and up (by train, not car!) Lambretta - Konigswinter, to Wengen, Kleine Scheidigg Remegan, Koblenz and the and the famous Eiger, Monck junction with the Mosel, along and Jungfrau mountains that to Zell and of course Briedel (of framed our campsite, Thelma previous Wine Festival fame), dressing appropriately for the Top: Camp in Mons, Belgium camping in many pleasant little snow in rather brief shorts and Middle: Camp at Rheinbloh, Koln sites. It’s worth noting that then sleeveless blouse. But high as we Bottom: Hector at Rhens 8 went, it was actually very warm! cobbles? Not to worry, we were told, We continued to Geneva, via yet new ones could easily be made. another high pass, the Juan, with The front of the car was hoisted up, its ragged topped mountains. As we and we were towed (a little ridiculous began the most serious part of the in a car with a back wheel falling off) assent, we passed a party of young with all our equipment to a little camp hikers. After about 100 yards or so a site by the River Po, but the ground was strange noise could be heard from bone dry, tent pegs barely penetrating the engine. I pulled in to a stop. The enough to hold. For four days we tried engine coolant was bubbling furiously. to persuade the garage mechanic to Whilst waiting for it to cool a bit, the complete the U bolts, but he was more walkers passed us. After a while we concerned to be friendly, insisting on set off again, passing them once more. giving us tours of Turin. Actually, I They waved. Then one more the rather think he was more interested in engine boiled; another stop to cool. Thelma than me! The trips in his tiny Laughter as the walkers passed again. Fiat were terrifying, full of surging into Once more we passed them, with traffic at whatever cost, of shouting bleeps of the horn, this time to loud and arm waving out the side window, cheers. And so we all went on, passing and whistling whenever we passed an each other again and again, up to the attractive young lady. In the end, we very top. were worried about getting back to Camping at Geneva, we met another Bolougne to catch our ferry, so I got couple with an old Ford Prefect, hold of his tools and started to tap perhaps a little younger than Hector. the thread on the prospective U bolts Also at Geneva, a chap came up to myself. Howls of protest – but at least it me and Hector, pointed at my Scout did make him finish the job. badge and that on his car - a Swedish Whilst all this was going on, it began to Scout badge. In typical Scouting rain - no, not to rain, but to downpour. fashion, we swapped badges; a photo The job now completed, I drove back shows us at with our fellow travellers to the camp site (all wheels keeping in the Prefect, Hector now proudly together now) to find a little heap of displaying both National Trust and orange canvas flat on the ground. A Svenska Scoutforbund badges. flood of rain had swept through the We moved on south, dropping down very dry site washing our little tent, into the Po Valley in northern Italy. It and Thelma, flat. She was sitting in the was a little after this that things began office very wet and very bedraggled. to get exciting. However, we loaded everything up, The top the pops those days was the and just as we were about to depart, song “Three Wheels on my Wagon.” the camp owner sympathetically Prophetic? As we drove late in the presented us with a pennant – Torino, evening along the Po Valley towards Camping Riviera sul Po! I have it still. Turin, a strange sensation could be felt The illustration of the site looks better when I accelerated. It was as if only one on the pennant than it did in actual side the car responded before the other fact! decided to try and catch up. By now it By now we needed to get back as fast was getting very late, there were miles as we could to catch our ferry. The to go and we still had to find a camp dash through France left little time site. In the end we gave up, and spent for sight-seeing; besides, the weather the rest of the night in the car by the now had really broken, very gloomy, roadside. During the night there was very wet, so much so that a land slip an electrical storm – brilliant flashes had blocked half of the road just the of lightening stretched horizontally other side of the Italian border. But the from horizon to horizon. And it was poor light and gloom made visibility hot! We opened the windows to cool pretty awful, especially with a Series down – and the mosquitoes came E’s lighting and one tiny windscreen in. So we had a choice, cook or be wiper. A gendarme was directing the eaten. We cooked. At the crack of a traffic past the slip. I could hardly see dim dawn the following morning we anything in front. What I did notice, staggered in to Turin, and found a though, was a gendarme frantically little AA recommended garage. Of leaping out of our way! We did, course, they’d never even heard of a however, manage to find a little time Morris. On examination it was clear to stop at Versailles. Top: The Lorelei the U bolts on the offside rear spring We arrived late in the evening at a Middle: Heidelberg castle had sheared – the result of all those campsite just outside Boulogne. But Bottom: Cuckoo clock factory 9 supplies were now exhausted. I went few years ago! to the little camp office in desperation. One evening, I had a nostalgic trawl My schoolboy French, what was left through old photographs and came of it, went blank. I could only think of across the photo of us with Hector one word – “Manger!” “Ah, oui,” the and fellow travellers at Geneva. Two manager said, led me round a corner things arose from this. First, I thought and there was a little food counter. it would be nice to have a model Salvation! Years of French lessons at Series E to add to the railway. In school brought down to one saving addition, I looked at the badges on word! We caught our ferry the next Hector’s grill, wondering where they day, and with no further incidents were. The astonishing thing was that arrived home, tired but satisfied with in the very first drawer I opened to our adventures. look, there they were, after all those Sadly, a Morris Series E couldn’t years and house moves! A search of meet the needs of a soon growing the internet revealed a little model family; Hector ultimately had to give Series E; not the right scale for my way to a Wolseley 1500. That after railway, but nevertheless, I added a few years changed to a disastrous one to my mini-Morris collection. Hillman estate, to be followed in turn The next problem was the badges. by a Wartburg estate, a two-stroke They wouldn’t fit on to the grill of with a horizontal 900cc Wankle my VW Touran, so what to do with engine. That was great; we even them? I needed a car to put them on! managed a repeat family camping In the course of my internet search, trip (somewhat more comfortably) I had come across an advert for back to Switzerland. The Wartburg’s the sale a 1948 Series E, not very greatest claim to fame was the cloud far away. Temptation! But what of exhaust emitted on starting cold. on earth would I do with it? How I remember (admittedly with a wee could I keep it going? OK, maybe I’d degree of glee) pulling away from managed well with Hector, but that mother-in-law’s, to see her vanish was over 50 years ago. I doubted coughing amidst a thick blue haze of if I could manage all that again. By smoke! pure coincidence, that weekend Thus my involvement with Morries happened to be the Kington Vintage came to an end. I did once drive an Club’s Annual Show. So off I went, old Morris 10 van. That was quite taking a copy of the ad. Seeing exciting. Keeping in a straight line someone looking official by a group was a challenge; turning a corner was of vintage cars, I showed it to him. even more so. The steering wheel “You want to see Alan,” he said. had to be turned a good 90 degrees “He’s over there in that tent.” There before any response came from the I therefore went. “Oh,” I was told, front wheels. I also developed a “Alan’s somewhere around. Come small nostalgic collection of various on, we’ll look for him.” After a bit, Morris models. we found Alan. “You need to see In 1995 (on the 1st of April of all John Sargeant,” said Alan, “he’s over days) we moved from Surrey to there in that VW camper.” So over Herefordshire. to the camper we went. John looked at the ad, and said “Hmmm.” In the In June 2013, Thelma lost her following discussion, he mentioned two year battle with cancer, and that he knew someone in Tidley or died 2½ months after our Golden something, a chap called Tony, who Wedding Anniversary. Obviously, also had a Morris. I said did he mean this was devastating, but in order Titley, because that’s where I lived? to keep myself comparatively sane, “Yes,” he said, “behind the church.” I decided to undertake a couple of “Oh,” I said, “I know him!” projects. For the first, I resurrected So, that evening, returning from my bits of an N gauge railway I had dog walk, I called on Tony and June, tried to build for the boys back in the to be told all the Morrises would be 1970s. This has prospered well in the coming on the Sunday at the end time since and now, with advice and of a Drive-it-Day for a barbeque; assistance of the Leominster Model why didn’t I come along too? So, Railway Group, has grown a bit like on Sunday I turned up and under Topsy. I certainly wouldn’t have been orders from June, helped set up Top: Hollentalstrasse allowed a 12 foot model railway tables etc., etc. Then a vibration of Middle: Camp at Lauterbrunnen stretching across the end of lounge a engines could be heard, and eight Bottom: Dressed fort he mountains 10 little Morrises came up the drive to ranged from various names to park in a line on the lawn. During “Why should you want to name a the course of the barbeque, car, it’s only a machine?” (Really?!) discussion came round once Well, I suppose if I were to name again to my Morris Series E ad. my current Series E, it would have John looked at it again, and said, to be “The Spirit of Hector”. “I know that car! It’s a good one.” Len Dixon So on the following Tuesday, Tony and I took a trip to take a look at it – and I more or less bought it on the spot. So now I am a fully fledged member of the Herefordshire and Worcester noggin! My worries about “what to do with it” have dissipated, and I now enjoy the Centre top: companionship of the noggin and Through snow and ice at Kleiner Drive-it-Days and showing my car Scheidig off at various shows. It’s amazing, Left middle: with a Series E, how many people Crossing the Brunig Pass look at it lovingly and say, “Oh, I Left bottom: had one of those!” And with all Hector at Geneva the advice available, there are no worries about how to keep it Right middle: going! The travellers homeward bound Our noggin talked recently about Right bottom: naming their vehicles. Comments Farewell, Hector

11 Items of interest Exactly Eighty from The Morris Owner magazine, June 1936

Slow running, rapid acceleration and uniformity of carburation are dependent upon an unbroken stream in the induction pipe

MOOTH, even running at low speeds is obtainable The Wiper Tube Sonly if the induction system is entirely free The earlier models which had a windscreen wiper from air leaks, apart, of course, from those orifices operated by suction from the induction system had included by design. Assuming that the plugs and a little brass stub on the body of the carburetter. ignition system are kept in good order, we can almost It is remotely possible that an air leak may occur certainly assume that the uneven running incidental here, and much more likely that some point in the to very old engines — or those which have been very windscreen wiper tubing may be at fault. badly neglected — is due to air If the tubing is suspected, or it is leaks of, one sort and another. very old, it should be scrapped Attention to the points at which and renewed. Needless to the admission of air is possible add, a small puncture in the will often make all the difference tubing will also reflect itself in between an engine which is a sluggish wiper blade, or one entirely intractable and one that operates irregularly. which ticks over indefinitely On the very early cars where and accelerates with perfect they have seen a great deal evenness. of service — I am talking now On the earlier models we had about nineteen twenty-fours the induction system cast and twenty-fives — wear may integral with the cylinder block. develop in the butterfly spindle. The only point at which leakage Clearly the only satisfactory can occur, therefore, in the The carburetter flange joint, here indicated remedy is drilling out the hole system itself is the carburetter by the white arrow, is one of the points and bushing it, unless the flange. where unwanted air may find ingress spindle only is worn, when a Testing a Joint new one would effect a cure. It The easiest way to check an air leak here is to smear is most unlikely that any car less than seven or eight a little oil on the joint. If it is sucked in when the years old would develop an air leak at this point. engine is speeded up, it is obvious that there is a Damaged gaskets between the inlet manifold and the leak. A break in the continuity of the joint is also cylinder block on more recent models are a source of sometimes made manifest by a hissing noise which air leaks, and when an engine is being reassembled is often so shrill that it can be mistaken for a dry after decarbonising one cannot be too careful in bearing squeak. handling the gasket. Cases have been known where To effect a remedy, the carburetter should be removed in badly abused engines — those run minus water, or and the faces examined. If they and the gasket are continuously overdriven, or where decarbonisation beyond reproach they should be cleaned thoroughly is neglected for and reassembled, taking great care to tighten the thousands of miles — two nuts evenly. If viewed with suspicion, a fresh the manifold itself is gasket should be fitted. If there is any tendency to slightly distorted and buckling of the flange — as might happen in a very will no longer bed old car through very careless fitting — it should be down properly. refaced. Should the curvature be only slight and Here the obvious refacing is not practicable, a little gold size may be used sparingly between the faces of the gasket and A puncture in the the flange of the cylinder block. When gold size is windscreen wiper used, however, it must be remembered that it is tube where it enters the carburetter stub impossible to use the gasket again if for any reason (or in some cases the carburetter has to be taken off the block, and it the inlet manifold) also implies a troublesome and laborious scraping can cause misfiring of the components themselves. at low speeds 12 (Right) The Bendix automatic clutch mechanism. All the points Valve guides, on cars which have put up a large indicated by mileage, may be worn. If so, air may enter arrows are air between valve stems and guides. The remedy is joints and should replacement of both be maintained remedy is refacing — not an unreasonably quite airtight expensive process — although if the buckling is very slight, gold size, with all its attendant disadvantages, will often effect a cure. Autovac Pipes A point very often overlooked in the search for air leaks is the upper end of the Autovac fit round the valve, and the writer has actually heard of a connection on Morris Oxfords and other cars temporary cure being effected with a corn plaster and light to which this device was fitted. It is most springs holding them in place at the base of the guides. important, both for the proper functioning of Washers and Gaskets the Autovac and the induction system, that the One need scarcely point out that sparking plug washers unions at both ends of the line should be tight. and cylinder head gaskets must be beyond reproach, but This is another of those points in the system faults here will obviously be apparent on the firing stroke which can only suffer damage through careless and should not require any effort of detection. handling, and if our thin oil test reveals that It will be seen that nearly all air leaks, apart from those there is a leak, we can tell ourselves, if we do arising from normal wear, are caused by careless handling our own overhauling, that we are not as good of faced components which come into contact with one mechanics as we thought we were. another. Therefore, let the amateur mechanic keep Another point often overlooked on models so the necessity for a positively airtight induction system fitted are the connections of the automatic always in mind, let him handle his spanners carefully, clutch control to the inlet manifold and, of observe scrupulous cleanliness, and take the utmost care, course, the rubber hose and the union at the when reassembling, that grit and particles of carbon are other end. It is possible to have a leakage so rigorously excluded from all faced surfaces. slight as not to interfere with the functioning If he does so he will invariably find that careful attention of the clutch control, but sufficiently important along the lines indicated will effect an improvement which to upset the carburation at low speeds. will be at once reflected in his fuel bill and in the smooth Finally we come to the inlet valve guides running of his car. and valve stems. In very old cars air leaks at this point are not uncommon, and whatever opinions one may hold concerning upper cylinder lubricants and the necessity for them, there can be no question that lubrication of the inlet valve stems and guides to discount wear These two pictures show is a valuable attribute. the unions Once more we can only say that the correct at each end remedy is renewal of both guides and valves, of the air although there are upon the market numerous line between devices consisting of absorbent washers which the Autovac (above) and the inlet manifold (right). They should be kept tight

On models having separate inlet manifolds the joints where the inlet branches face up to the ports in the cylinder block must be kept tight 13 at a pinch, has covered approximately 10,000 miles and rarely left its garage without going beyond the confines of the speed. During the Winter months the large car was not often used for long runs; but it was required for local service somewhat more frequently than in the Summer, and it saved on the average 30s. a week in taxicabs, owing to the family — five in all — so often needing transport in different directions at the same time, either in the daytime or at night. Small Car Economy In another case, a business man living in a big Midland city needs a car every weekday to take him to his office and bring him back, and to be available all day for business journeys to points from one to five miles distant. Originally he had one car of 18 hp; it was available to the remaining Practical benefits often followed by ultimate members of the family at week-ends only, and rarely economy By Marcus W. Bourdon then to them exclusively. They spent roughly £100 a year LTHOUGH a large proportion of motor owners use their between them on bus, tram, railway and taxicab fares. Acars solely for recreational purposes and as a form This man now has two cars, both of them of 12 h.p. rating, of transport for week-end and holiday tours, there is a and he contends that his car expenses have not increased proportion probably as large, if not larger, to whom the but are actually less if the saving in fares of the family are ownership of a car means a good deal more; it provides considered. them also with convenient and quick transport on short Admittedly it may not be evident off-hand why two cars journeys in town areas, for social and business calls, cost no more to “keep up” than one. Here are a few factors shopping, meeting and catching trains, and a hundred- to be taken into account. Obviously the running costs and-one purposes relating to domestic and possibly (petrol, oil and tyres) are less for a small car than a large business affairs. one, the difference depending upon the mileage covered; This second class of motor owner, viewing him as a family the bigger the mileage the greater the economy of the small man with one or two, or several, children in their 'teens car. Moreover, the difference will be increased in favour of or older, will often experience the need for two cars, one the small car on short journeys and on runs with less than of small or moderate size for local use and another larger a full load. and roomier for long journeys. But, even though he could Then, local runs, implying a large number of starts, stops, afford the capital outlay, he may feel that the annual cost corners and gear-changes and the engine rarely warmed- of upkeep of two — including taxation and insurance-- up thoroughly, encourage oil contamination, more rapid would represent an extravagance of an unjustifiable kind cylinder, tyre and brake wear and more frequent need for and degree. decarbonising and valve-grinding while a given mileage A great many people have found from experience, however, is covered. Consequently, reconditioning and renewals that it is not an extravagance, but a form of economy — together will be a comparatively small item of upkeep over ultimate economy — to own and use two cars, each one a period of years with a small car used for local journeys confined as a general rule to a certain class of service. than with a large one. Confined to long journeys as a A Case in Point rule, the large car will generally be running at its highest As a case in point, a friend of the writer's, who has been efficiency and with the minimum rate of wear. a motor owner for many years, at one time ran one car Two for the Price of One only, of 20 h.p. rating, and it was used for local and long So, with two cars of different sizes available for use as runs, for business, domestic, social and utility purposes. mentioned, the large car running, say, 8000 miles a year on Its annual mileage generally ran a little beyond 20,000, long journeys out of a total of 20,000 miles per annum, will this total consisting approximately of fifty per cent. local cover its own mileage as economically as possible, whereas and fifty per cent. extra-local use. if it alone were required to cover the whole 20,000 miles it But difficulty and "words" were of almost daily occurrence would never run under ideal conditions — its 12,000 miles on account of one member or one part of his family of short journeys would have ill-effect upon its economy on requiring the car for a local run when another member or the long runs. part of the family wanted it for an entirely different purpose True, the small car would cover all its mileage under in a different direction. unfavourable conditions; but better so than that the large The Experiment one should be run under those conditions. For that reason the car owner in question decided to run But economic considerations carried to a fine point two cars instead of one, saying, in effect: “Hang the expense. need not be the determining factor in the case of a great I'll put an end to these bickerings and arguments about many motorists who can afford to run two cars, and who who is to have the car. There shall be a small one confined directly (or indirectly through their families) could make to local use and a large one that is never to be used for good use of them. So long as it is realised that there is no local journeys unless the other is already booked or is not serious extravagance, if any, in keeping the two cars in the available for some other reason, or unless the small one circumstances referred to, the greater convenience and the will not carry all the members of the family wanting to go increased benefits to be derived from car ownership by the to the same place on the same occasion.” family man may well be held sufficient compensation for So he bought two cars, and to his surprise he has found the additional sum expended in first cost. that the annual costs of running them, after taking into Actually, the capital outlay need not be any greater than account the saving in taxicab fares that had often had to it is, or has been, in many cases. Now that the advantages be paid when there was only one car available, were no of luxury cars are to be had from models costing less than greater than the upkeep and running expenses of the one. £300 — as witness the Morris Big Sixes — the man who Last year the small car, a Ten four-seater, covered no less has been running a £500 car, or a more expensive one, in than 12,000 miles without ever having been outside the family service, has no reason to expend more than, or as local 30 m.p.h. speed limit area, which extends for about much as, the last-mentioned sum to obtain two cars. A twelve miles from east to west and six miles from north to Morris Twenty-five and a Morris Ten can be had for not south. The large car, a 25 hp model in which six adults of much over £437 l0s. all told. moderate size can find room for a short run, or even seven 14 impregnated fabric, varying in number according RETREADING to the size of the tyre and the weight of the car it can be a paying proposition is to carry. On examination, it is frequently found that some of these plies have been cut or are fraying. Telling how superficially damaged covers can be The seat of the injury is located from inside the tyre, restored to give miles of useful service and a hole is cut into the tread and carcase, cutting away the damaged part. Then a patch — technically By JOHN CREASEY known as the cross-patch — is inserted. Assuming four plies out of a total of eight have been damaged, then four fabric patches, of exactly the same type as HE private owner nowadays can entrust his tyre the original carcase, are put in. repairs to any reliable service depot, secure in T A soft rubber compound, known to the initiated as the knowledge that the repairer has almost certainly cushion gum, is put at the base of the injury, and undergone an intensive training with one of the a layer is put between each ply that is added. The larger manufacturers; while the tools and materials finished patch is then stitched on to the carcase. It used are supplied by the makers of tyres themselves. might be mentioned here that one of the old causes It is a point of interest that all the prominent English of repair failure was the liability of air pockets to get firms have a regular flow of students from all over into the patch during stitching. Modern tools enable the world, and the English and American methods of the patch to be stretched taut during the operation, tyre repairing are worldwide. and air pockets are eliminated. The carcase repair The owner-driver, for the most part, knows little more is now finished, but the hole in the tread remains. A about his tyres than the correct air-pressure needed final layer of cushion gum is placed at the seat of this for good running and comfort, and the outward hole, and a filler compound — or black tread gum — condition of the tread. Even the most common injury, is built into the tread. This gum is exactly the same a small cut in the tread, is frequently overlooked. as the tread rubber used in actual manufacture, and These cuts are sometimes unavoidable when the car when cured is equally tough. is driven on rough or unmade roads Remoulding the Tread — and what motorist worth his salt When the raw repair is finished, fails, sooner or later, to get off the there is a slight ridge above the beaten track? level of the tyre, but this disappears Carcase Fractures during curing or vulcanising. Before The other common injury is the curing, however, the repaired portion carcase fracture, or the impact or of the tyre is put into a mould concussion break. These affect the which has a matrix, or tread-maker. foundation of the tyre, and can seldom These matrices are supplied by tyre be discovered by the layman. They manufacturers to approved repair are caused — as their name suggests services, and enable the repaired — by collisions, usually very severe tread to match exactly with the ones; but a bump against the kerb or original. The tyre is then put into over a large stone while travelling at a mould which clamps round the speed will cause them, and neglect repaired, portion, and the “cure” is soon makes the injury develop until done by steam or electrical heating. the tyre is beyond repair. Retreading prices are as a rule The tread cut is easily detected, Retreading a tyre at the Works standard, and the largest size car tyre although the fallacy that the sides of Ordura Ltd., Shipley, Yorks. costs about £1.15s. A retreaded tyre of a cut will be pressed so tightly will, under normal conditions, cover together that it does not affect the condition of the two-thirds of the mileage of a completely new tyre. tyre has long been established. A small flint, or a few A brief summary of retreading processes may be particles of sand, embedded in the cut, eventually interesting. work against the woven plies of which the carcase The remaining tread rubber is buffed down to the is made, causing ply-separation and, eventually, first canvas ply. The tyre is then carefully inspected a blow-out. It is obvious that the constant friction for any carcase damage, which is, if possible, of even a small grain of sand on the cord must do repaired. No reliable retreader patches up a tyre on damage. The cuts are first thoroughly cleaned — the a bad carcase foundation. On the top fabric ply a flints and grit are skewered out — and a hot plastic layer of shock-absorbing fabric — the breaker — is rubber compound is inserted under high pressure. placed, followed by a layer of soft rubber compound, The warm soft compound reaches the limits of the which acts as a cushion to the heavier tread gum cut, and then the tyre is allowed to stand for some compound that is finally built on. The tyre then looks hours, while the rubber compound gets cold and exactly like a new tyre in the making. tough. The tyre is then ready for service. These The tyre is then put into its appropriate mould, repairs should never cost more than a few shillings. where the matrix is already positioned, to form the Inserting a Cross-patch tread, and is vulcanised by steam or electric heating Next comes the repair of a carcase injury. It is to the required temperature. generally known, of course, that the inner casing of a tyre is made of a number of plies of rubber- 15 To Dog Lovers OINTING out that the proper control of dogs on Pthe highways is an important aspect of present- day traffic problems and that training and discipline RADNORSHIRE’S MOBILE SQUAD — Two new Morris to combat the risks of accident devolves upon every Eights and a Ten in the service of law and order outside the County Police Station at Llandrindod Wells dog owner, the National Canine Defence League, of Victoria Station House, London, S.W.1, inform us New Number Plates? they have recently issued two instructive leaflets. OR some time the Minister of Transport has held One contains information on canine training Fthe view that the present type of numberplate and the other, prepared in co-operation with the carried on cars in this country is not nearly efficient A.A. and the R.A.C., offers helpful advice to both enough, particularly so at night when, owing to poor motorists and dog owners as to procedure in the lighting, identification is almost impossible. At the event of a dog being injured in a road accident. moment Government regulations to deal with this Both are free and will be gladly sent by the League problem are not expected, and as a first step the to anyone for the asking. Minister is approaching motor manufacturers and other organisations for their comments on a proposal (Below Right) Colmore Depot’s excursion to the to enforce the use of bigger and better lighted number Morris Works for schoolboys. The latter came from plates. the Wylde Green College, Birmingham

The Scottish Rally HE fifth Royal Scottish Automobile Club TRally, which takes place in Whit Week this year will uphold the organisers' traditional usage of providing the entrants with a route enabling them to see some of the best of Scottish scenery. There is no night section, so that nothing will be missed, and among the picturesque attractions of the itinerary the road from Tornapress to Applecross via the “Pass of the Cattle”, and a luncheon halt by the shores of the Sound of Raasay with the shores of Skye for a setting, are noteworthy.

Doctors and the Speed Limit (Above) Colmore Depot's excursion to the Morris Works for ERTAIN Members of Parliament have schoolboys from Wylde Green College, Birmingham. Crecently been giving attention to establishing (Below) Among recent visitors to Cowley was a party of famous ways and means whereby doctors proceeding tennis stars. These included D. Maskell of the All England by cars to emergency cases should not have Club, J. Pearce and F. A. Poulson of Queen's Club, and F. C. to observe the 30 m.p.h. speed limit. Among Jeffery, A, C. Roberts and H. Wightman other suggestions made were that doctors should be permitted to carry special badges or receive special facilities from the mobile police and, particularly, should their cars, also that they should be allowed to use a distinctive horn.

MGs in Australia N the Australian T.T. we learn that all five Ifinishers of the two hundred mile course were MGs, a Magnette securing first place. The fastest lap was made at 71 m.p.h., and the winner averaged 64 m.p.h. The course was triangular, three and a quarter miles to the lap. 16 RUNNING HINTS IN PICTURES No. 61 Attention to the oil pipe connections on the Series II Sixes

1. — It is remotely possible that a slight weeping of oil may be noticed at the four oil joints. If so, try all the hexagon headed screws with a spanner and tighten if possible. If this does not effect a cure it will be necessary to replace the paper gaskets

1

2. — First remove the “U” pipe connecting the oil pump with the oil filter

3. — Then take out the screws holding the four bridge clips securing the oil pipe itself —

5. — The faces of all 2 the oil unions, both on engine and oil pipe, should then be cleaned, so as to remove any small particles of dirt, 3 and the gaskets replaced by new 4. — when the oil pipe may be lifted away bodily. ones. A set may Note the position of the rearmost joint in this be obtained from picture any Morris Dealer very cheaply, or they can be made from thick brown paper. If the latter course be adopted, it is essential to see that the paper used is of uniform thickness throughout

4

5 6. — When replacing the “U” pipe on the filter, note that the copper and asbestos washer goes under the head of the large hollow hexagon headed screw, and the fibre one 6 between the face of the union and the head of the filter

The complete edition of The Morris Owner for June 1936 is available as a pdf on the website Other items of interest include: • To Drink or Not to Drink? • The Two litre MG • Some Mistakes of the Motoring Photographer 17 Minor Musings Chris Lambert fter seventeen instalments of Minor Musings, all dedicated to recording the Minor coachbuilt specials of the period, Athis month we return partly to the mainstream and some observations concerning the Minor’s place and stature in the Morris Motors story and pre-war motoring history. The Pre-war Minor - a success story? here are those among the pre-war motoring community who deride the Minor, citing the models significantly lower Tsales figures against those of the class leading Austin Seven as proof of the Seven’s overall superiority. It is of course true that in its six year production life Minor sales did not once exceed those of the Seven (see table on next page). However there were mitigating factors not least of which was the timing of the models launch in the late summer of 1928. Although production commenced in the autumn of that year the small, two car model range was not in full production much before the turn of 1929. By this time the Seven had not only created a new market sector it was also well established in the eyes of the buying public and despite a comparatively slow start had been in continuous production for over six years. As with all new models the Minor suffered with teething problems and the factory service sheets issued at that time provide the audit trail to those well publicised woes. The launch of a third model version (the Coachbuilt Saloon) for the 1930 season did marginally improve sales although the first effects of the October 1929 Wall Street Crash and the financial turmoil that followed undoubtedly played a part in this lack of sales growth. The Minor in mid-production life – a 1932 Saloon owned by Toby Sears The 1931 season was not a good one for the Minor with a marketing strategy that both failed to impress while also succeeding in confusing the car buying public. At the time, the launch of an austerity range of S.V. Minors alongside an existing range of economy cars may have made some sense, while looking back and with the benefit of hindsight the logic now seems flawed. In addition the S.V. cars, despite their low price, mimicked the OHV range in appearance with the sole exception of the widely lauded £100 two-seater. Despite the press acclaim that came with the launch of the first car to be sold for just £100, this model accounted for just 1455 units during that 31 season. However the general fall-off in sales in 1931 was reflected across the whole British car industry and was not a uniquely Morris or Minor affair, being a clear indicator of the state of the economy. The 1932 season saw the introduction of the long wheel base range of cars and this turned out to be the model’s most successful year with sales approaching 20,000 units and coming within a few percentage points of the sales achieved by the Austin Seven range. However, an event held at the Royal Albert Hall in February of that year was probably of far more significance to the Minor’s future than anything that Austin may have had planned to counter a Minor sales threat. At noon on Friday 19th February 1932 the Albert Hall opened its doors to the public for a Ford only car show. Centre stage was Ford’s new ‘Baby’ car the Model ‘Y’ Saloon, powered by a 933cc SV engine. The car was priced to compete head on with the Seven and the Minor, the sector’s market leaders and was thoroughly modern in appearance and specification. Within a comparatively short space of time the Ford Eight was outselling all-comers in the sector causing their competitors to look closely at their own ‘Baby’ car model ranges. Sales of the Minor fell dramatically in 1933 and 1934 and it was no co-incidence that Ford Eight sales grew exponentially during this same period. That Morris did look closely at their model range is evidenced by the ‘ugly’ Minor prototype images, which, thanks to some excellent detective work by former club secretary Tom Bourne, we now believe were almost certainly destined to become the 1934 season Minors and not the ‘35 season cars as once believed. Thankfully these models were not adopted but in order to compete with the Ford offering Morris Motors gave the Minor a final face-lift for 1934 while greatly improving its equipment specification. Although this did not achieve the desired positive sales effect it did halt a further decline. 18 Belatedly once again but this time more successfully, Morris Motors responded to the Ford challenge by launching a look- alike model, their own Eight in August 1934, this despite its emergence some 30 months after the Albert Hall launch. Why wasn’t this new car named the Minor, after all it remained in the same market sector? This was not an intentional slight on the preceding range by the Morris hierarchy and much more about changing automotive fashion. Morris had already begun to use the RAC horsepower rating as part of their model designation strategy (The Morris Ten of September 1932 being the first) as had Triumph and Rover, while some rivals such as Hillman, Jowett and Singer continued to name their cars. Austin Seven and Morris Minor Sales 1929-1934 So where does this leave the Minor in relation to its contemporary rivals? For a period it outsold all–comers bar its main competitor from Longbridge. Two other competitors, the Triumph Super Seven and Singer Junior are certainly not regarded as failures, despite their inability to come close to matching the sales figures achieved by either the Seven or Minor. They of course weren’t burdened with the same level of expectation that the British national daily and automotive press placed upon the Minor. After all it was a car built by Morris Motors, a company headed-up by one of Britain’s greatest entrepreneurial talents of the era. It didn’t outsell Herbert Austin’s Seven but the Minor certainly left its mark on pre-war motoring. It sold approaching 90,000 units. It spawned the MG Midget and played a large part in the Wolseley Hornet success story, while its successor went on to become the most successful car of the thirties decade. In Olympic parlance the Minor may have fallen short of a gold medal winning performance, but it was surely a very worthy silver medallist. How many Minor versions? While the Morris Eight was undoubtedly the most successful pre-war Morris car and the Issigonis designed post-war Minor the most iconic Morris car of all time, neither model can lay claim to have been produced in such a wide variety of versions and body styles as that of the pre-war Minor. Apart from the coachbuilt cars detailed in the 17 previous articles, other Minor specials were constructed both here in the U.K and overseas. Some constructed at the time were effectively ‘home-builts’ in the best Heath Robinson tradition while others were lavish ‘one-offs’ made to special order, including cars for Indian and Rumanian royalty. In addition there were the military versions built for the British Army, at least one Dutch coachbuilt car and many hundreds of antipodean cars, all endowed with a wide variety of body styles designed and constructed locally. Even if the 100 mph Minor and the racing Skinner and Sullivan specials that followed are excluded, along with a number of unidentified coachbuilt specials that continue to surface in photographs, the enormous range of Minor body variants available at that time begins to be appreciated. (It’s intended that some of these models will be described in detail in future Minor Musings articles.) U.K. Minor coachbuilt specials alone saw the Minor chassis cloaked in upwards of 35 differing body styles while the types mentioned above would add a further 15 to that number. (Excluding of course the home-builts). Add to these the 15 main Morris factory production model versions, which includes the two van types and the fire tender, and a staggering (and conservative) grand total of around 65 commercially or militarily available body variants is reached and these were produced over just a six year period. The Austin Seven aside, few other models from the era can approach the Minor’s total, with the possible exception of the 10hp Wolseley Hornet. So while the Minor may not hold a single sales record it will undisputedly hold the Morris Motors ‘commercially built body variant record’ as neither the post war Minor or Morris Eight will come close to that extraordinary figure. Network News y the time this magazine Bhas dropped through your letter box the seventh Pre-war Minor Network Rally will have concluded in Dorset. This year’s rally is being hosted by John and Jo Nagle and there are once again over 20 Minors taking part. Our rallies follow a tried and tested format and consist of two tours over the course of the weekend, one around 80 miles in length, followed by a shorter tour on Sunday. Apart from the driving, the highlight of the weekend is the rally dinner on Saturday evening during the course of which the club awards are presented. A full rally report will follow. Crews assembling at the commencement of the 2015 PWMN Rally [Image Kate Martin] 19 Regional Round Up THE RED R SE North West Region inc. N. Ireland and Isle of Man EDITOR: Tom Taylor, 01772 316 598, [email protected] SECRETARY: Neil Truslove, 01204 598 526, [email protected]

ooray! At last I have some photographs to use in Red a dozen email messages to members’ addresses keep coming HRose. Paul Studdart’s well organised Drive-it-Day back to me as ‘undelivered’ so if you are not receiving my Sunday Lunch Run provided the opportunity, but first, a occasional messages please contact me on mcsathomeuk@ report from North West Chairman Martin McClarence. yahoo.co.uk giving your name and membership number and “Fifteen members attended our first meeting at the new venue I will add you to the list.” of Marple Conservative Club on 18th April and all enjoyed Thank you Martin. I do ask for material from members, so a Wot-Not-Night. If you don’t know what a wot-not is you the least I can do is print it when it arrives! Incidentally, the missed a treat! Very pleasing to see re-joined members Jean 4th July Noggin at The Anchor Inn will include a car park and Royston Dawber again after many years away, and they ‘Bring and Buy Sale’ for you to sell those unwanted spares were also pleased to be back in the fold. Thank you to all you have been holding for years and to buy someone else’s who attended, particularly those committee members who instead! No rusty junk please - and no parts to be taken had travelled some distance to support the event. The June inside the Inn. Stockport Noggin at Marple Conservative Club will be on As already mentioned, our Drive-it-Day Sunday Lunch Run Monday 20th when we will stage a Concours and Quiz Night. was a great success as my photos confirm. Fifteen Morris Three self-judging awards for owners, so polish up the Morris vehicles, including three ‘other makes’ guests, provided and come down. No prizes for the quiz, but bring a pen! If you a fine sight at the start, finish and out on the road. You are on our email list you will receive details. Incidentally, over all know what Morris vehicles look like so I’ve included

Our Citroen and Volvo guests

Our Noggin base, The Anchor Inn All safely there 20 pics of our three guests; Volvo, Citroen, and A….n 12/4. include a few lines in the next Red Rose. It promises to be Coffee and biscuits courtesy of Alison and Gerry gave us a good day out so watch this space. a flying start to a leisurely run through Croston, Rufford, Although Kate and I will be away on holiday, you will be Burscough, Ormskirk and Rainford to Lymewood Farm reading this in good time to get along to our North West Eatery at Haydock for a slap up carvery lunch and Region Annual Gathering at The Avro Heritage Centre at where Ralph Winstanley and Colin Evans were efficiently Woodford near Stockport on Sunday 12th June. Events marshalling the car park. Light drizzle towards the end of Secretary Gary Clarke is the man in charge and you can the run did not spoil the day at all and we look forward to find him on 0161 427 7311 or 07910 433 770. Regional repeating the exercise before too long. Secretary Neil Truslove will be putting together the July I am writing this on the eve of our visit to Dunham Massey edition of Red Rose which will largely be a pictorial at the invitation of the National Trust. We will have five montage of the Woodford event so do enjoy more Happy cars on display and I am minded to write a separate article Morris Motoring until I write again in August. on the event for a future article for Editor Rob, rather than

An A...... n friend A happy organiser!

21 WELSH REGION NEWSLETTER CYLCHLYTHYR RHANBARTH CYMRU EDITOR AND SECRETARY: John Howells, “Bronllys”, Vicarage Road, Penygraig, Rhondda,CF40 1HR 01443 432 542 [email protected]

SECRETARY’S SPOT ello everyone, there has been a lot of interest in old car items Hlately, some being generated by Drive-it-Day. I’ll keep items from Singleton Park and about Babs’ Run until next month. Please keep the items motoring in! Of course, events began at the Noggin & Natter before last (or even before). And there was much excited twittering as members looked forward. Right: The ‘plotting place’ for DiD: relaxing after the strenuous decisions when all the rest had left INFO PLEASE gentleman we met at the Singleton Mayday Rally, Mr. Brian Williams, A would like to know the whereabouts of his father’s car, which he believed to be a Morris. He had a photo at home of himself standing behind the car when he was about two years old, and clearly remembers the registration number as AFN 122. If anyone has information about the car, Brian may be reached on 01792 202 561. DRIVE-IT-DAY From Kay Howard: Some pics from our run to the winding house at New Tredegar with Gwent Classic Car Club and some Morris Register members. A few of us went for lunch afterwards at the Toby Carvery, Caerphilly.

Phil & Kay’s Austin on left. But where’s the Ten-Four Phil? Not languishing in Hard earned refreshments? A variety of lovely cars the garage surely? From John Rogers: n the good old days that nobody missed until they had gone, Welsh enthusiasts Ialways tried to get their motorcars back on the road for St. David's Day: but the World moves on and we must too. Drive-it-Day, towards the end of April each year, seems to have replaced our National Saint's Day as a 'starter' of the season. So, on Sunday, April 24th. some dozen cars met at Rhaeadr Aberdulais in the Neath Valley for coffee, a chat and a wander round this very old industrial site, now in the care of Ymddiriedolaeth Genedlaethol. Aberdulais' industrial journey began in 1584. One interesting fact that a wander round brings to one's attention is that no 'site' for the sundry industries that have used the valley over the centuries has ever been created; the buildings and everything else were adapted to fit in with what nature offered. Thereafter, most of us motored up the Neath Valley to Glynneath and thence to Coelbren and the nearby Henrhyd Fails in their dramatic setting in a ravine. To reach the fails from the small car park involves a 1/4 mile scramble down the side of the ravine through the woods. At the bottom of the ravine there is a wooden signpost, left to the Falls, right along the floor of the Valley to Abercraf in the Swansea Valley, a lonely walk through, the woods and only possible in daylight. It could be that this was one of the ways of getting from Coelbren to Right: John Rogers and Mr. & Mrs. Beaumont (with Lagonda). 22 Abercraf on foot in the old days. The object of the exercise (!) was to walk behind the Falls. Having clambered back up to the car park we then motored over to Ty Newydd, Hirwaun, for a cream tea as a reward for our efforts - and very welcome it was too.

Watching the fish leaping I’ll stand like this to make it look more difficult

Henrhyd Walerfall. Afternoon teas and revelry Can you just make out John and Ted through the water?

WELSH REGION EVENTS 5 June: Scolton Manor Show – Pembrokeshire Classic Car Club 01834 812 132 5 June: Possibly: Dolaucothi Gold Mines Vintage Machinery Display. Check it is on before travelling 5 June: Vintage Motorcycle Club 28th Annual South Wales Seaside Run – cars made before 1940 welcome. Entry forms online. Search ‘Vintage Motorcycle Club South Wales Section’ or get one from me at the Noggin 12 June: Barry Festival of Transport. Details on their website: www.ctpg.co.uk 12 June: South Wales Austin Seven Club rally at Bryngarw Park, Bridgend. Contact John Williams, 24 West Road, Nottage, Porthcawl, CF36 3SN or [email protected]. Other makes of pre-1939 cars are welcomed. 19 June: Swansea Festival of Transport - Ashley Lovering: 07814 958 379 26 June: Coracle Run from Swansea area to Carmarthen – Ashley Lovering: 07814 958 379 21–27 Aug: Llangollen Rally. Phone me for details - 01443 432 542. Book now!

23 EDITOR: Geoff Campbell, 01494 875 783, [email protected] SECRETARY: John Powell, 01895 672 706, [email protected]

EDITORIAL s Drive-it-Day occurred after the deadline for last month’s edition of MM, we look forward to accounts of the events Ain these pages. A family commitment prevented me from joining our Sherbucks Noggin’s picnic in Ashridge. The weather on the day could have been warmer but several classics were spotted on our route from Chalfont St Peter to Basingstoke. For those who are unaware, Drive-it-Day is promoted by The Federation of British Historic Vehicle Clubs (FHBVC) of which the Register is a member. The FHBVC represents over five hundred different motoring organisations and a quarter of a million members. It exists “to uphold the freedom to use historic vehicles on the road” and gets involved with the manifold aspects of this function on our behalf. The late Third Baron Montagu of Beaulieu was the President of the FHBVC. Lord Montagu was famous for his collection of historic vehicles which led him to open the National Motor Museum in the grounds of his stately home, Palace House, Beaulieu, Hampshire in 1952. I am grateful to Steve Gant for his account of our Oxford Noggin’s excursion, on the day, to Upton House between Banbury and Stratford-upon-Avon. Geoff Campbell DRIVE-IT-DAY he weather gods must have a sense of humour because they “smiled” on us. The day started not too cold and dry, but Tas the day went on it got colder and some rain fell. Two cars from the Oxford Noggin joined some Midland Region cars to visit Upton House between Banbury and Stratford. The drive up was quite pleasant and the new insulating gasket I put on the car worked very well. The car went better than it has done in a couple of years and there was no fuel vaporisation. But there again it was not that warm outside so the jury is still out. There was a collection of Eights (of various body styles and ages) a couple of Tens and a Bullnose. Those in open cars must have suffered the cold and they did not wait long after a guided tour of the house before leaving for home. It was good to meet members from a different region of the club and the general public enjoyed looking at our cars as they were parked just in front of the House. The management of Upton House must have known about the incontinence of Morris engines because they issued each car with a piece of cardboard to catch the oil drips. It was a bit too late in the case of one car because it had already dribbled on the tarmac before the cardboard arrived. Unfortunate, but these things happen. On the journey out, there were only a couple of MGs to be seen celebrating Drive-it-Day. However, on the way home there were many, many more classics out and about. So it seems Drive-it-Day had not been forgotten after all. Steve Gant

24 THE ONES THAT GOT AWAY he comments in Forum Files in the May edition together with the picture of the Vauxhall saloon in the Hertfordshire Tscrap yard got me thinking about my own scrap yard experiences in the Watford area in the late 1960s and well into the 1970s. Climbing onto and into old vehicles piled about four high armed with a tool box and penetrating oil etc. was a regular week-end treat for me in my quest to keep my upright Ford Popular 103E mobile. Apart from my everyday Ford, I am pleased that I also had sufficient foresight to obtain spare parts for my Morris Series ‘Y’ van, realising that it would soon be obsolete even in scrap yard terms, let alone in the local BMC dealership! I could never visit a scrap yard without being surprised, not to say a little upset, that some (or most, if I am honest!) of the vehicles had ended up there. Many of them seemed to be in better condition than Jowett Bradford van, Croxley Green, my own! Although I have scrapped Morris ‘Y’ van atop a J4 (?) and a nice Herts c.1968 a few vehicles myself in the past, I looking Ford Pop. D.I. Spires, Cardiff have never liked doing so. What is Road, Watford c.1969 it that makes us feel that our cars are like old friends? I didn’t have the same sentiments about scrapping our washing machine recently – well until I came to writing the cheque for its replacement that is! However I only succumbed to this as a last resort after snapping a steel socket in my attempt to get at the rumbling drum bearing! To get back to the plot, the comment about the van pictured behind the Vauxhall in the yard revealing a ‘Hitchin’ address made me wonder whether this was the yard of Rush Green Motors in nearby Langley. I have made a couple of excursions Ford E83W van, Faversham, Kent to these premises recently and sadly, Goggomobil, Austin 7 Ruby and, oh c.1969 the yard for cars has been cleared dear, a Pre-war Morris. D.I. Spires, of most of the old stock. Not so, the Cardiff Road, Watford c.1969 commercial section, however, where lorries, vans, buses, coaches, fire engines and the like from past decades still reside in various degrees of completeness. My endeavours to save a Jowett Bradford van and a Ford E83W 10cwt van before finishing up with my Morris have been documented previously in these pages but at least these old stalwarts didn’t get away without some photographic record. I now wish that I had been armed with my camera more often on my visits to the scrap yards but then I wish I had been able to save more of the vehicles too! For those of you who share some fascination in looking back to when the vehicles we now regard as classics were considered as worthless pieces of junk, take a look at "Look at Life: Down in the Dumps 1965". https://www.youtube. com/watch?v=-P-f1mssUeI Coincidentally, this short film starts with an abandoned Vauxhall saloon of similar vintage to the aforementioned vehicle that was the original inspiration for this article. Oh for a time machine! Geoff Campbell CHILTERNS EVENTS 12 June: Luton Festival of Transport 19 June: Oxford Bus Museum Event: www.oxfordbusmuseum.org.uk or contact Roger Battley 01993 883 617 at the Museum 19 June: Marsworth Show 25 June: Sherbucks Open Day Chiltern Sports Club 13.00 - 16.00 26 June: Leighton Buzzard Railway Vintage Vehicles Rally 26 June: H.M. Queen's 90th Birthday Parade, London 2/3 July: Chiltern Steam Rally, Prestwood 10 July: Chalfont Lodge Car Event 15-17 July: Henley Traditional Boat Festival: www.tradboatfestival.com/ 16 July: Chorleywood Classic Car Show 10 am - 4 pm 16-17 July: Chiltern Open Air Museum Classic Car Show 17 July: Uxbridge Autoshow 30/31 July: Dacorum Show, Potters End 3 Aug: Classics on Croxley Green 10 Aug: Abbeyfield Classic Car Show www.gxclassiccars.co.uk 25 PETROL AND CLEVELAND DISCOL enzene is a natural constituent of crude oil. It has a high octane number; it is an important component of gasoline. BBecause benzene is a human carcinogen, most non-industrial applications have been limited. Methanol is also known as wood alcohol. Today, industrial methanol is produced in a catalytic process directly from carbon monoxide, carbon dioxide, and hydrogen. Ethanol is commonly called ethyl alcohol or drinking alcohol. It is the principal type of alcohol found in alcoholic beverages, produced by the fermentation of sugars by yeasts. Cleveland Discol was introduced in the UK which was a petrol blended with ethanol. It has proved difficult to find the exact proportions but variously I have discovered historical documents that indicate this was 25 – 30% ethanol. Gasohol was widely available in the US in the ‘70s in response to the oil price shocks of that time but with the collapse in oil prices in the ‘90s it became largely uneconomical. Ethanol was originally introduced as an octane booster. Extra power, extra economy and extra efficiency were advertised as the benefits and for once the adverts were not lying. Cleveland Discol offered about 80 octane versus the standard fuels of the time which were about 68 – 70 octane. Tetraethyl lead (TEL) was also introduced around the same time and offered a similar boost to octane ratings. It is a testament to the lobbying power of the oil industry that TEL became the norm despite its known hazards, hazards which were known right from the start in the 1920s. Opponents (of ethanol) have suggested ethyl alcohol fuel as a scheme for robbing taxpayers to enrich farmers, for turning food for the poor into fuel for the rich, as compounding soil erosion. In general the oil companies did not like Ethanol as they could not control the product or the price. Advocates see it as a way of reducing smog levels, of reducing carbon pollution generally, of revolutionising agricultural economies and for curbing the power of the oil companies over economies. Reports on both sides into the benefit of one or the other have tended to use biased science to benefit the political or commercial objectives of the author or sponsor of the report. In the UK, Cleveland Discol continued to be available as the cleaner alcohol fuel right up to the outbreak of war. After July 1942 there was no petrol for private use until June 1945 and then it was pool petrol until 1952. From 1953 petrol companies were again permitted to market their own petrol and Cleveland Discol, the “Alcohol Blend”, was again marketed from 1953 until 1968 when Esso rebranded all Cleveland outlets as their own and substituted TEL for Discol. Again, it has proved difficult to find the exact blend but an issue of The Motor Vehicle (a rather obscure publication) from 1953 lists Discol at 15% ethanol and Esso Ethyl (premier fuel) with 1.8cc of TEL per gallon. Both were around 81 – 82 octane at the time. The point about this is that for much of the time that our cars were on the road in the ‘50s and the ‘60s ethanol blended fuel with at least 15% ethanol was widely available and would have been used by many owners of the time. The fact that there is not a wealth of recorded problems should be reassuring to us all that perhaps a lot of the problems are overstated. That is not to say there might not be some problems, The Federation of British Historic Vehicle Clubs has identified three operational aspects relating to the addition of ethanol in petrol and quote “some elastomers, plastics and composite materials” such as Buna-N, Neoprene, Urethane, Polybutene terephthalate and some others are “not compatible with petrol containing ethanol and where problems are experienced, incompatible materials should be replaced with compatible alternatives”. Quite why Buna-N (for example) is not recommended in seals but is recommended in hoses and gaskets is not explained. It is acknowledged that long term storage (over winter) can lead to corrosion but to put that into context all petrol has a degree of corrosiveness to metals and there are steps that can be taken to avoid the problem. The FBHVC does endorse three corrosion inhibitor additives. Finally there could be some leaning effect on the mixture. A 10% ethanol content has a leaning effect of 3.6% which can be countered by slightly enriching the mixture. With classic cars consuming less than one tenth of one percent of fuel the prospect of restraining the move to higher ethanol content is virtually nil. Even if oil companies are permitted to continue to supply ethanol free fuel as some have proposed, few (if any) outlets will have it available. They don’t have the infrastructure and for such a small consumption it will not be economically viable. Ethanol is here to stay. We cannot stop the march to E10. Any challenges of operating with petrol containing ethanol are not insurmountable and with some material changes and some sensible precautions we should be able to enjoy using our cars for many years to come. With thanks to an unattributed internet source.

26 The North East Region Local News

EDITOR: Brendan Jones, 0113 250 2632, [email protected] SECRETARY: Roy Pidgeon, 01924 728 437, [email protected]

ANNUAL DINNER aturday 23 April saw 27 of the North East region turn up Sfor our Annual Dinner at the Royal Oak in Ossett. I had taken the liberty of alerting the local services so there was a police riot van and an NHS ambulance with a defibrillator parked outside (just in case). We all know what a rowdy lot Morris Club members are. It turned out to be an extremely successful evening. We had a very good meal followed by a raffle with prizes very generously donated by various members and this was followed by an address from our esteemed Chairman Malcolm Dixon who, on behalf of us all, thanked Trevor Willsden for organising such a superb event.

DRIVE-IT-DAY his saw the following usual suspects meet at a pub on the Wetherby Road for a 10 o'clock start: Mick Naylor with his TBullnose, Trevor Willsden with his Morris 8 Commercial, Terry Horn with his Morris Cowley Special Coupé, Malcolm Dixon with his Morris 8 Saloon, Ken Godsen with his 10/4 Saloon, Paul, a guest with his Mini Wolseley and myself with my 10/4 Tourer. All present and correct, we set off for a more or less uneventful trip to Sherburn in Elmet airfield. One or two got lost on the airfield but quickly found their way to the parking area. There was a good variety of pre-war and post-war cars and the Morris Register put on an excellent show. It was a good flying day so there was quite a lot of activity with the planes but nothing spectacular. The airfield has a good little cafe/restaurant on site which was most welcome. After a round trip of approximately 50 miles, the weather threatened to change in the afternoon so at about 3.00 pm we all set off and made our way home. It was a good day out and well organised - no fluorescent jackets or jobsworths! Bren Jones FROM THE EDITOR on't forget we meet at The Wheel in Wrenthorpe on the third Wednesday of each month - new and old members Dwelcome. The events taking place in the summer are listed below and it would be great to see you at some or all of them. This is my last Newsletter as Editor because I was offered such a large bribe by Ken Godsen to hand the position over to him I couldn't refuse. Ken probably has a bit more time and computer know-how to do the job so, with all the dosh in my pocket, I'm off to the Bahamas - see you when I get back. Bren Jones

NORTH EAST REGION EVENTS 23-25 June: Beamish Museum, contact Roy Pidgeon (details above) 2 July: Yeadon Carnival, Yeadon Tarn. For entry tickets contact Terry Horn 01132 402 498 or g6mtfta@ natlworld.com 17 July: NECPWA Rally, Newby Hall. For entry tickets contact Terry Horn 23/24 July: Leyburn 1940’s Weekend. North West Region weekend in North Yorkshire. Contact Tom Taylor 07790 379 573 or 01772 316 598. 11 Sept: Otley Show. Contact Terry Horn More events will be listed as soon as I have the information 27 SUMMER MOTORING WESTWORDS THE NEWSLETTER OF THE MORRIS REGISTER WEST REGION EDITOR: Jim Riglar, 01225 754 981, [email protected] SECRETARY: Harry Good, 01749 812 792, [email protected] EDITORIAL am delighted to note that many members across the region have been very active over the past few weeks as the Iseason not only got underway, but quickly got into top gear. This issue of Westwords captures a flavour of that, with a focus on Drive-it-Day reports. I hope the rest of the season proves to be as busy and enjoyable. Happy Motoring! Jim Riglar DRIVE-IT-DAY Run from North Gorley to Damerham his proved to be excellent day out. The New Forest regulars we were joined at the last minute by Gerald Chainey Tfrom Wimborne St Giles who is restoring a 1935 open Eight. By good fortune I had added a spare seat to the lunch booking numbers, so we were able to accommodate him without difficulty. Coffee at the Royal Oak was followed by a ½ hour drive through sunny, blossoming countryside to the Compasses Inn at Damerham. The Compasses had a Sunday lunch menu of £9 for one, £12 for two or £15 for three courses. The cheeseboard alone was bigger and better than our noggin venue’s offering of a £9 cheeseboard! Everyone agreed it was a lovely day out with fine food and great company and I can see why advance booking for Sunday dining was essential. A return is on the cards! As well as Gerald there were, in no particular order, the Sears, Nagles, Youngs, Keens, Rachel, Geoff, Christine and the Sellwoods. [Photos John Young & Toby Sears] Toby Sears

East Devon Run – Seaton to Weston nr Honiton espite a few problems, a number of East and South Devon noggin regulars still managed to take part in a Drive-it- DDay run organised by Phil Armour. Starting out from Seaton the route headed north-westwards about 12 miles to The Otter Inn at Weston, near Honiton, where eight of the group enjoyed Sunday lunch. Pictured basking in the sunshine in the car park at The Otter Inn were Robert Brock’s 1932 Major special coupé and Edward Colman’s 1927 two seater, with dickey “Flatnose” Cowley and a 1937 Austin two seater with dickey. Paula Wood

28 Dorset Coast Run On a very cold but dry day, and with a 28 mile “hood-down” drive to get to the start, the opportunity to grab a warming pre-run cup of coffee in the café at Haynes Motor Museum, was not to be missed. This year’s 102 mile run attracted an entry from members in Hampshire, Wiltshire, Somerset, Dorset and Devon, with Keith and Jane Bessey from Winchester, Henry and Diana Harvey from Dittisham and Peter and Linda Maslen, Melksham representing respectively the eastern, western and northern most catchment points. Although a well-established run, Chris Murray found quite a few virgin sections of route to and from the Dorset coast as well as breaking new ground on the approach to the coast with a circuit of Poole Harbour. Some sections of the route offered spectacular views over north and mid Dorset, whilst others offered views across the Isle of Purbeck, Poole Harbour, the East Dorset and Hampshire Coast and across to the Isle of Wight. Apart from the novelty of crossing the chain ferry from Studland to Sandbanks on route to the lunch stop in Poole Park, Chris Murray also secured space for all of us in an “authorised parking only” area in the park. Where the authorisation came from was another matter and probably the most appropriate description would be to say that we “self-authorised”. Being among the stragglers in the queue for lunch orders, a few of us were then subject to food order delays and rather than hold up the rest of the participants left about 20 minutes after the main group for the return route to Sparkford. Just as we were readying ourselves for departure, a gentleman approached us and introduced himself as Cliff Woods, an ex Morris owner and former member from the earliest days of the Morris Register. He was regaling tales of helping put the Journal together after sheets had come off the Gestetner copier. Recently he had been clearing out this garage and come across a Pre Series 10 Operating Manual, and which, having spotted Brian Doggrell’s M10, he offered to post on to Brian. Now the name of Cliff Woods may mean nothing to you, but in his Morris Register days in the early 1960s his name was Cliff Weeds and he was national treasurer for a spell from about 1962 onwards, having taken over the role from Don Hicks. After the chat, it was time to be on the move again. We negotiated Poole Town, but the new Twin Sails Bridge on our designated route to Hamworthy was up to let boats through, so we had to divert across the old Hamworthy Bridge. Having done so we were then overtaken by speeding police cars, which promptly stopped and the police shut the road ahead of us due to an “incident”. So with an enforced about turn, we headed back towards Hamworthy. By this time the Twin Sails Bridge was open to traffic, so having crossed that, we were then on a 4½ mile diversion around Holes Bay, using the modern A350 and a stretch on the A35 to get back onto our route at Upton and just beyond the unexpected road closure. With the excitement over we were able to travel back through mid-Dorset and villages such as the picturesque “chocolate box cover” Milton Abbas, crossing back into Somerset north of Sherborne for a finish at the Sparkford Inn and a welcoming cup of tea (too cold for a pint of beer!). There was then just the small matter of the 28 mile drive home and the completion of about a 165 mile round trip for us. At various stages during the day, I managed to speak to most participants, but with our late return to Sparkford, I unfortunately missed Keith and Jane Bessey. I’ll try to do better next time! Jim Riglar 29 Wootton Bassett Impromptu Gathering Prompted by a few telephone calls, a few regulars of the North Wiltshire noggin, including Paul and Celia James from Purton, met at the Prince of Wales, Royal Wootton Basset for a short run around part of the North Wilts territory. Brimar Vintage & Classic Car Run A number of West Region members, from the Bristol and North Somerset area were able to participate in the Clevedon Lions event, including Paul Wheatcroft and Lindsay and David Smith. NEWS FROM THE GROUPS East and South Devon: Our May noggin was held at Woodbury Park Golf and Leisure Club courtesy of Robin Hawkins. I am pleased to say 14 people attended. Robin had his Morris Cowley on display in the entrance area. I would like to thank those who came on our Drive-it-Day social run. Due to illness, holidays and broken motor cars there were not as many Morrises as we had hoped, but there were still eight of us present. We would all like to thank Phil Armour for organising the run; unfortunately he was among those suffering from illness. On Tuesday 21st June, Nick Rhodes will be organising a breakfast run; anyone who is interested should contact Paula for more details, 01395 232 012 or mprcobra@ tiscali.co.uk Paula Wood Somerset: Joining many of the regulars were occasional attendees Michael Shears and his son Andrew, from Hinton Charterhouse and first time visitor, Steve Haylor, who had journeyed from Weymouth to make it to the noggin! Steve is in the process of restoring a 1938 M8 S2 tourer and was able to gain a few helpful tips from a number of noggin regulars. The discussions for the evening were dominated by runs and restorations. On the restoration front, Roy Bowden is now in possession of rear pillars to progress his M8 van body but meanwhile has been making steady progress with the chassis- up build of his M8 special. Which will take priority? Peter Cannard has almost completed the restoration of his M10 PreS and is busy with re-commissioning. The ignition circuit of his M10 has a lack of spark, so if anyone has seen a spark lying about can he have it? Steve Wright is about to make a concerted effort to recommission his M8 S1 two door saloon. Steve Knight has just bought a “barn find” M8 tourer which had been stored since 1955 and is about to effect its rescue from deep storage (deep under piles of hay and straw). This car will feature as part of the display on the Morris Register stand at the Bristol Classic Car Show in June. For those who have running vehicles, the talk was of Tony Hale’s West Wilts Run in mid-May, Jeremy Matthews’ Mid-Somerset Tour in early June and John Goodland’s Somerset and Dorset Run in July, all of which are expected to be well supported. Jim Riglar INTER-NOGGIN MEET - SUNDAY 3rd JULY uilding upon the success of the 2015 event, which saw regulars from the North-East Wilts, Somerset and New Forest Bnoggins converge on The Black Horse, Great Dunford, for a noggin and natter over Sunday lunch, the event will again take place this summer. Lunch bookings/menu options are required by 18 June. Contact Toby Sears for details: 01590 644 269 or [email protected].

WEST REGION EVENTS 10 June: Somerset: Mid Somerset Tour – 11:00 start - Dobies Garden Centre, Shepton Mallet, via West Pennard, Baltonsborough, Butleigh, Somerton to the Pipers Inn, Ashcott for lunch. Then Westonzoyland, Burrowbridge, North Curry, to finish at the Willow & Wetlands Centre for tea. Contact Jeremy Matthews, 01458 445 175 or [email protected] 18/19 June: Somerset: 37th Bristol Classic Car Show – Bath & West Showground, Shepton Mallet. The West Region has a stand for 4 cars. Contact Jim Riglar, 01225 754 981 [email protected] for details 21 June: Devon: East Devon Breakfast Run - (organised by Nick Rhodes). For further details contact Paula Wood, 01395 232 012 or [email protected] 2 July: Somerset: Blackmore Vale Revival – Henstridge Airfield 10am - 6pm. Featuring RAF Battle of Britain Memorial Flight fly-past. Contact John Graham, 01963 364 063 or [email protected] 3 July: Wiltshire: Inter-noggin Meet - The Black Horse, Great Durnford SP4 6AY - Contact Toby Sears, 01590 644 269 or [email protected] 7 July: Somerset: Somerset & Dorset Tour – Start Cartgate Service Area A303, and featuring lunch at Lamb & Lark, Limington and a micro-brewery visit (Cottage Brewing Co, Lovington). For further details, contact John Goodland, 01747 825 929 or [email protected] 30 THE MIDLANDER MORRIS REGISTER MIDLAND REGION EDITOR: June Sargeant, 01905 840 155, [email protected] SECRETARY: Barbara Farmer, 01536 711 620, [email protected]

HEREFORDS AND WORCS NOGGIN

e had an excellent turnout for the first main Morris outing Wfor Drive-it-Day. We were pleased to welcome Steven and Marian King, new Morris members, who saw the details in their first Midlander magazine. They have an excellent 1923 Bulnose Oxford Tourer (see photo right). We look forward to welcoming them to our noggins/events in the future. We met at Burford House and Nursery, by Tenbury Wells, (see photo above of our line-up there). After refreshing ourselves in their cafe we travelled from there along scenic lanes with a variety of Spring flowers and passing Oast Houses, Hop Fields and the Shelsley Walsh Hill Climb. After approximately an hour we arrived at The Hop Pocket, Fromes Hill, Hereford, and had an excellent lunch in their restaurant. We were then able to browse around their nursery and the shopping village with its varied outlets before leaving for home at the end of an enjoyable day. John and I took our Morris to the Malvern Spring Show on Sunday, 8th May and were very pleased that we did not go on Saturday as there were thunderstorms and lightning and one of the classic car fields, etc., became flooded. This had to be pumped out on Saturday night and Sunday morning. We were fortunate to have a very hot sunny day on our visit. There were four Morrises on show, namely, Alec and Jan Elliot's, Clive Cottrell's, Alan and Colin Perry's and our own. These were decorated in a wedding theme as requested;. Our noggin took place on 3rd May and we welcomed Keith back again and also Steven King to his first noggin. Informal discussions ensued and details given for forthcoming events. Clive Cottrell agreed to give an illustrated talk next month on his father's early experiences when he was an engineer at Brooklands in the late 1920s and also his own experiences with classic cars and vehicles. For those coming to Shelsley Walsh, payment for tickets needs to be made at the next noggin or by 20th June at the latest. These should be made out to J.Sargeant, at the discounted price of £12 per person. June Sargeant

Above: Malvern Spring Show 31 LEICS AND NORTHANTS NOGGIN ow lovely it was to be able to take our cars out on HDrive-it-Day and see so many other classics on the road for what, traditionally, has become the start of the classic motoring season! We had a good turnout of our own noggin cars attending the Cheese Run and along with many other classics of various types, there was an attendance of over 300 cars. I have to confess I deserted my wife after the hog roast leaving her to complete the route in a restored 2.4 Mark II Jaguar – she says it was a lot more comfortable than the Morris 8! I, meanwhile, had a more pressing engagement – attending a vital match in Leicester City’s plight to become PREMIERSHIP CHAMPIONS! (I promise I won’t keep harping on about this in the future!). Once again we met at the Black Horse, Foxton, and we now seem to have adopted this as our permanent meeting place, once again! Despite some illness amongst members, we had another good turnout discussing the various forthcoming events as mentioned in last month’s magazine. During the evening, we were reminded of the short effective life of petrol being left in a tank over the winter season, and the advantages of adding a small amount of straight mineral engine oil to the fuel tank of modern diesel cars. Robert Leacroft also showed a video demonstrating the value of both front and rear facing dashcams, in any vehicle, which were coming in at a ridiculously cheap price of approximately £30 and these cameras prove an invaluable aid to any insurance claim. He will report back to us on his suggested ideal model. This proved of great interest to those present. With regard to our vehicles, Stuart King was pleased to be able to report he had now been re-acquainted with his 1958 Wolseley and my personal thanks went to Stuart Summerfield for his hand-stitching on the rear-mounted large leather trunk on my Isis. Mike Jacques kindly brought along a copy of the Two-wheeled Wolseley book and a supply of brake linings of different sizes that could be used on a range of classic cars and he says there are more available. I have obtained a comprehensive Services and Suppliers list for Classic and Vintage Cars and am in the process of updating this with recommendations given to me by other members. This will be available shortly and if you would like a copy, please let me know. Notice of an advance date for your diary – the Midland Region AGM will be held on Sunday 27th November at The British Motor Museum, Gaydon, commencing at 2.30 pm with tea/coffee and refreshments being made available. For those interested, this will be preceded by a tour accompanied by Roger Pantling of the reserve collection at 1.00 pm. So for now, our noggins will in future continue at the Black Horse, Main Street, Foxton, LE16 7RD, telephone 01858 54520, on the 1st Tuesday of each month, at around 7.00 pm for food (preferably having been pre-ordered through the landlord) with the noggin itself commencing at 8.00 pm. Pat Farmer

Photos (from the top): Shops in Uppingham got into the Drive-itiDay spirit Bob and Pat’s cars on the field at New Lodge Farm, nr Bulwick Martin’s little Minor and Geoff’s big Standard outside the Bell Inn Hotel at Stilton Certificate of Achievement as awarded to each entrant

32 RESTORATION UPDATE Update on John’s Restoration of Jo Robson’s 1934 Morris 8 Saloon. Other than the MoT and Road tax, this is now finished and I would like to thank the following for all of their help with this two year restoration project, from May 2014 – 2016. Firstly, neighbours for their manpower lifting the body off and on the car; Dave (our son) for repairs and painting; Diane’s Upholstery for all the interior work; Mark for the chroming; Ian Harris for lots of spares promptly despatched; Tony Etheridge for tyres and tubes; Woollies for rubber matting, etc; Vintage Carriages for new stepboards; Allen Wait for engine rebuild; Michael Halls for carb rebuild and starting the engine and my wife, June, for all the endless cups of tea and being in the firing line when things did not go right! All their help has been invaluable.

33 Phil Butland – Chairman 01323 843 080, [email protected] Jenny Smithson - Secretary 01959 525 265, [email protected]

PATCHING NOGGIN he rain during our May noggin at “The World’s End”, deterred Tmost members from using their old cars. In spite of this, there were still 22 members in attendance. As usual, members were very willing to discuss their vehicles and how they came to own them. John Stevens has been a member of the Morris Register for eight years and he found his low-light Morris Minor as a wreck in a disused pigsty in Colworth (near Chichester). about five years ago. He had completely Above: The regular line-up renewed the floor, Left: Terry Bennett in his Morris van rebuilt the engine, Below right: John Stevens' 1949 Morris re-sprayed the car in light green and upholstered the interior. He has been using the car for the past two years. With no history or documentation, the DVLA wouldn’t let John keep its Middlesex registration (MMM 781). What a shame with such an apt number for a Minor. He did manage to discover that the car was manufactured in July/Aug 1949. Another member, Terry Bennett owns a black Morris 1000 van (1962) that had been used and abused by a car boot salesman for 10 years until Terry set about restoring it. The car’s floor was welded, new wings fitted and the car was re-spayed in black. A week after restoration, the previous owner spotted the car being driven and remarked how astonished he was that it looked so good. Keith & Isabel Salmon

SOUTH EAST REGION EVENTS 4 Sept: South East Run, similar to and replacing the South Coast Run but finishing at Bentley Wildfowl and Motor Museum. Discounted admission rates of £6 per person have been negotiated plus a parking area within the grounds. Further information from Phil Butland. 1/2 Oct: Southern Counties Historic Vehicle Trust, Copthorne, are having an event to which all register members are welcome. More details next month.

34 nglia Re t A g s io a n E

No.460 EDITOR AND SECRETARY: Tony Nathan, 01702 589 643, [email protected]

FROM THE CHAIR s this write up is made to go to press before our AGM takes Aplace, details will follow next month. Congratulations this month go to Tony Nathan for taking out his Morris 8 on Drive-it-Day and being snapped as he was driving along, which ended up in the nationals! (Classic Car Weekly), along with 499 other examples in their picture bonanza of the event. Really looking forward to going back to BHN this month and to have the chance of sampling again from their cafe menu and musing among the plants. Pity small cars don't have much room for carrying home some of the lovely horticultural examples available. PS (Re BHN) It would help if you let Tony [Nathan] know if you intend to visit BHN on 25th June. EdEAYP: What started as a quiet couple of weeks mid-April on the Morris front then hotted up, commencing with the National Committee meeting on 16th April held at the Coventry Motor Museum where the governance of the club is discussed and actioned. Great news on the spares service, progress on Thoresby arrangements, update on DVLA, membership, accounts, everything that goes to making the club a success – and all on a voluntary basis, which a few very who phone our home number for membership enquiries seem to forget, but in the majority good natured. The Colne Valley Show (16/17 April) was called off as the site was waterlogged so I chose to cycle down to Southend "City Beach" to chat to the members of the Southend and District Classic Car Club who had brought along their cars for the morning. Next the Essex Noggin on Thursday 21st April and a great evening. 25 members were in attendance and we had the pleasure of welcoming Rob Rose of Broadway Electrical Services, located in Grays, Essex, who brought along examples of three brush dynamos ‘as found’ through to fully reconditioned state. Discussions about the Lucas PLC light/ignition switch (What does PLC stand for?). How three brush dynamos can be converted to two brush and much more. Mick Roberts brought along a mystery Lucas item from his Morris 25 (see photos). If anyone knows what it was for, then Mick would like to know, as no one could help at the noggin. Mick is currently restoring the 25. EdEAYP: In conversation with Mick he mentioned the harmonic bumpers fitted to the 25 – can someone explain to me the theory behind these type of bumpers – I’m sure it has been described before but I have forgotten! Pam Lee Pictures: Top: Rob Rose (standing) with Pat Colgan and Peter Sanders, both regularly bring their cars to the Essex Noggin Others: The Lucas item, including (left) in situ.

35 DRIVE-IT-DAY ate on in the previous week I realised that I had nothing Lplanned for Drive-it-Day but had a change of heart so applied to join the Charity Vehicle and Chelmer Valley Club run from the Museum of Power, Langford, Nr Maldon to Audley End Mansion (see photos). I had volunteered to lend a hand so as a result reached Langford at 7.30 am. The early morning was wet and bitterly cold, not the usual weather I would drag out the M8 for, but if you book something then unless there is a good reason I try to turn up. Anyhow the M8 is quite snug so covering the 30 miles from home to the start point was no problem – empty roads at that time on a Sunday morning. The Museum of Power was already open. (Do visit if you get a chance). Tea and bacon rolls already on the go. (No bacon for me though – us veggies suffer!) but it smelt good. Shortly after, the entrants began to arrive – 300 of them. I Mark Durham’s father's car, ALB 536 am rather single minded as far as cars are concerned but a terrific selection, very few put off by the weather. Not having a co-pilot I could not follow the road plan, but set the sat-nav, easy after being advised by EA Committee member Mike Adams that a TomTom was quite happy on 6v. So the day before I fitted and accessory socket (Cigarette lighter in old money) checking that the polarity was correct neg earth on Morris 8, I plugged in the TomTom, lo and behold the green charging light came on and the sat-nav was quite happy for the whole day. As often happens at shows, people come along for a chat – so many interesting conversations. By coincidence, parked next to me at Audley End, was a very nice 1934 Morris Minor 454 XUR driven by Register member Mark Durham (see photo). Mark said that his father back in the 1950s, had a similar vehicle ALB 536 (see photo). I wonder if it shows in any of our records. “Tony, this is the photo that I spoke about yesterday. My father Mark Durham's current car, 454 XUR in the picture was born in 1933 and was about 20/21 when the photograph was taken making it early 50s. I wonder if she still exists? Best regards, Mark Durham.” I then got in to conversation with Mr and Mrs Peter Rolf. Peter had driven, back in 1963 with his college chum, a Morris 8 Tourer to Poland (and back) and has a great story of the journey to tell, how the chassis broke and the make do and mend of the garage who welded it up. So just as a taster: “Hello Tony, Nice to meet you on Sunday and sit in your Morris Eight – how on earth did my friend and I drive well over 2000 miles in an open version? I have started to look through my slides and so far have found only one other picture, in Austria by the Hungarian frontier with a watchtower growing out of the car’s canopy. I am so annoyed that, back then, and as a novice photographer, I didn’t take the photos which would have been so interesting today. I am going to see whether I can get in touch with the car’s owner again as we lost touch after leaving Imperial College. I obviously had facility to transfer slides to files then but haven’t got it now – there will be other ways though. The picture (bottom left) is in a German village in June 1963 and the reg number is clearly visible.” Bottom right: The Rolf’s renewing their acquaintance with a Morris 8 at Audley End

36 OLD FILMS am pleased to say that I am not Ithe only one who watches old films just to see the vehicles used (the wonders of digital and freeze frame), as London Live is running a whole series of Ealing Studios films. I mentioned this to Jeremy Satherley who edits the Southend & District Classic Car Club newsletter and Jeremy responded with this photo of a Morris 8. “Old films are well worth watching for the cars. I saw a Morris Eight recently in Dark Tower (1943), with Herbert Lom at the wheel (left)”. Registration looks something like BHX 856. Continuing on the old film theme, I spotted a Morris 8 van from a 1939 film Cheer Boys Cheer, I think the registration number is YPK 402 (above right). And there is more! At the end of the National meeting in Coventry there was about 45 minutes before the museum closed at 5 pm so Jane and I took a swift walk round and came across an area depicting Coventry in wartime and there was yet another Morris 8 van CTV 274. This vehicle is mentioned in Harry Edwards' records. ROOKE’S RAMBLES recently attended my first car rally this year. It was one of two very informal events we have in this area. It is not the first Itime I have attended but it never ceases to amaze me what exotic cars can be seen. Where they come from I do not know as they are not on the usual motoring circuit. Bentleys, Rolls Royce, Alvis, Lagonda, Fraser Nash, Invicta, Bugatti and OM. Of course there were many other makes including Jaguar, Vauxhall, Austin and Morris to name but a few. The photograph (below left) shows a delectable foursome. The event was made even more pleasant by super weather. I think I counted three Morrises. I left the very full rally field with a smile on my face because as I drove towards the exit I heard a spectator say that's what cars of that age should look like! I am of course assuming he was talking about our Cowley and not the impeccable Rolls Royce behind me! We recently visited friends living in Oulton Broad. It is but a short hop to the most easterly point in the UK and the Bascule bridge which causes so many traffic problems. It was opening at the time of our visit to let through a very lovely sailing barge. The sight of this bridge raised, leaving a vertical road, just had my mind working overtime and I had visions of the Cowley attempting the vertical jump! (Bottom right). I was however soon brought back to reality, this was Lowestoft not San Francisco! Whilst always endeavouring to take in all things old, friends suggested we visit a local smokehouse. I am, of course, talking fish. Whilst loving fish, particularly smoked, we were allowed to look into the smokehouses. Having been in operation since 1878, I much admired the inside of the smokehouse doors. The patina was out of this world! The smoked kippers tasted even better. Ivan Rooke

37 FROM IAN WESTROPE ersey Mill near Hadleigh in Suffolk was the venue for our Drive-it-Day. Friend Nigel and I, together with his dog Daisy, Karrived in our vehicle for the day in our Morris Family Eight as the Bullnose was still not back from its retrim. The Classic Car Show with over twenty different car clubs attending was part of the official opening of the Mill's recently completed section in its restoration programme. Set in 18 acres of beautiful gardens with Coffee Shop and various craft shops, it's a place well worth a visit at any time. The many cars on show included a Stanley Steamer, Model T Ford, Austin 7 Doctor's coupé, various Lagonda Bentley Panhard 12 HP Tourer and a number of Rolls Royces (see photo).

MORE DRIVE-IT-DAY PICS

Looking at Audley End Bullnoses PF 126? and WT 6004

Cowley GJ 2815 PN 4666 and friends 38 CRANHAM SHOW s reported in previous years, this fete type event held at James Oglethorpe School on 2 May raised funds for All Saints AChurch, Cranham, Essex. I met up en route with members of the Southend & District Classic Car Club. The day started overcast, chill and drizzly with forecast of heavy rain later. (Enough to put Jane off!) Anyhow we had a run of 24 miles along the A127 turning off to Cranham (just before the M25). Contrary to weather predictions, by 1 pm there was "blue sky up above" and the fete busy. Mike Caine’s S2 was parked alongside with the rest of the Southend crew. The new region flag drew Morris Register members over to have a chat, including Mick and Juliet Roberts (who chose to drive over in their 2000E Corsair), and Barry White. Ian and Marleen Hollowbread arrived in their S1 8 Tourer sporting a ‘new’ very smart luggage trunk and parked alongside SDCCC member Barry Cannon’s Hupmobile, which made quite a contrast. Graham Baul, so keen that he had just returned from Portsmouth, finding time to drop his wife home before driving on to the show. (Is this dedication or bravery?) AND FINALLY ou may remember my enquiry in EAYPs of February about a Yphotograph of JN 5390 taken in 1983 then owned by a well-known EA member. The car has now found its way to Malta and will, when restored, become a museum exhibit. I noticed that the Shirehill Crank-up Nr Saffron Walden has appeared in the event calendar this year on 7th & 8th May. I only learned about it the previous week whilst driving through Saffron Walden. The photo (top right) was taken way, way back at the crank-up must be nearly 25 years ago with John Farmer’s 10/4 BVX 5 (left) now in the care of Chris Healey and to the right me with 10/4 BHX 246, now in the care of Alan Montague. Jane and I did drive over on the Saturday 7th. No Morris Register vehicles were in evidence, though there was a nice display of steam engines, both large and small. The show, organised by the East Anglian Traction Engine Society, was held at Sparrows End, Newport, Saffron Walden. I was informed that this was the second year at this quite compact site. Something for all, from the steam engines, two or three auto-jumbly sites, crafts and a nice mix of cars. The day was saved Morris-wise when we bumped into Angela and Dudley Hedge (see photo middle right) who had arrived a little later in their Morris 12 and parked in the alternative display area near the café. I could not resist taking a photo of a BSA Three Wheeler (bottom right). One of my first motoring memories was of my father’s four-seater version which had two very small kiddie seats over the rear wheel. The sad thing is that I can remember its registration, AGO 35.

EAST ANGLIAN EVENTS Saturday 25th June: BHN Garden Centre, East Hanningfield Road, Rettendon, Nr Chelmsford, CM3 8EW aim for 11 am. I will circulate a reminder nearer the date. We might be joined by members of the Southend & District Classic Car Club. THIS IS NOT HYDE HALL AS SOME THINK! It would help if you could please let us know if you hope to attend. Sunday 3rd July: Maldon Classic Car Show. Please contact Mike Adams, we have limited space, largely already reserved by club members – please check first. Mike’s phone number is 01621 788 113. Between the hours of 6 and 8 pm. 39 Member’s Morris Peter's Pride and Joy Elizabeth Jamieson was always aware that my beloved liked cars but it only came to the fore after we had been married for seven years when Ihe bought his first old car, a rusty old Ford Prefect which he was going to do up and then sell to buy the next! Sell is a four letter word in his language and it is never used. His ideal was a Morris and when we had amassed six cars, one came up for sale, and like a fool, I encouraged him to go for it knowing it was his dream car. It arrived at our home on the back of a trailer with a very white faced son in law who told me that at one moment on the way home there was a terrific moment when he thought his life was ending and it all flashed in front of him, when they had a very nasty trailer snaking incident on the motorway which necessitated a stop at the next service station to rearrange the balance of the load. After a year of banging and clattering and dirty overalls, a gleaming 1935 Morris 10/4 came out of our garage and my beloved had a smile on his face that I will never forget. The car was two toned, black roof and black mudguards, green lower half, shinning wheels and a lot of the interior looking brand new. (I didn't even know that he could sew although I had had an industrial sewing machine in my spare bedroom for most of a year.) The first trip out was to a vintage rally about nine miles from home, it needed some petrol so we went to the local petrol station, I opened the door to speak to his lordship and failed to close it properly. ( I had to sit in the back as due to bad knees I couldn't get into the front). As we drove away I registered that the door wasn't shut properly and proceeded to open and close it correctly. Oh dear, suicide doors! the wind wiped the door out of my hand and although there was a leather strap on it, it managed to slam into the rear mudguard leaving a beautiful dint for all to see. After all his hard work I had ruined it in one second. I wanted to crawl under the nearest stone but we had the rally to go to and all his friends, knowing what a perfectionist he is, saw my handiwork and wondered when the divorce was going to start! We are still together forty-seven years down the line and the old Morris has won 1st prize twice and 2nd prize twice in the last four years so it can't be too bad and his lordship did mend my handiwork before the next rally and didn't kill me although I am sure he felt like it.

40 Old pictures from the collection Fitton's Files of member, Dave Fitton

ecent new member Dave Fitton, from Moffat in RDumfries and Galloway, has an large collection of old photographs of old cars he has acquired over the years. Here are the first three of what we hope will become a regular feature. Dave, incidentally, has just acquired a Series E tourer, but not the one in the photograph on the left.

Left: KMY 679, a now non-existant E tourer Below left: WS 7387, an Eight two-seater, again, no longer on the road Below right: This looks like an enticing offer to join a lady in her Eight Saloon, BUL 372, somewhere on the road to Keighley in the summer of 1938

41 Morris Mail Letters to the Editor

CAVEAT VERY MUCH EMPTOR Dear Editor, his article (right) might amuse members. I came Tacross it while going through old copies of Beaded Wheels (magazine of the VCCNZ). It comes from edition 332, February/March 2015. Richard Fuller 9744/W New Zealand Many thanks, Richard. I wonder if it sold! 1987 MANNEKEN PIS Dear Editor, x-member, Terry Cook, has passed to me a lengthy EDVD which he originally shot as VHS tape back in 1987 when he took part in the Manneken Pis Rally organised by the club, touring Belgium and Switzerland with his Austin. This is a long time ago but if any other members who went on this rally are still around and would like a copy, I will be happy to forward it to any one club member who wishes to make further copies and distribute them. Terry was a a semi professional cameraman, covering weddings and the like so the DVD will be worth seeing. Nev Morley 8031/4 Thanks for forwarding this offer, Nev. A volunteer has come forward after a request on the website, so if Norfolk any members would like a copy of the DVD, then they should contact Nev. I can pass on any requests [email protected] that come my way. MONTE CARLO OR BUST? Dear Editor n the autumn, I am planning to take my Morris Flatnose ICowley (see photo) to Monaco, and I need a route that avoids motorways and where there are hotels with secure parking. I wonder whether any of the members have made that journey, and if so, would they be willing to share with me the route which they took? Douglas Wragg 13312/5 Sussex Any suggestions? I am sure that Douglas [email protected] will be delighted to hear from you. MINOR HANDBRAKE MYSTERY Dear Editor n acquiring my Minor saloon (1933) I had trouble setting the Ohandbrake and even more trouble taking it off. I decided to investigate and removed the floor and the brake but could find no evidence of wear, breakage, etc. I posted a question about it on the Morris Forum on-line. Members came up with advice on what to check but nothing untoward showed up. I don’t know why I thought it, but I wondered if the handbrake was of the fly-off type. Bingo! So, to set it, it is essential to depress the button and, to take the brake off, it is essential that the button is not touched. Just pull back on the lever and let go. So, do I have a rogue handbrake, perhaps from an early MG, or were these brakes fitted to the Minor? Or were they just fitted to a few Minors used in competition? John Bates 11487/2 Worcs [email protected] An interesting question, John, but not my area of expertise (I do have some!) Does any member have any idea about this? 42 Members: A single private small ad, with/without a photo, is free. Morris Mart Non-members: contact the Editor Car for Sale Car for Sale Car for Sale 1937 Morris 8 saloon 1935 Morris 8 Tourer 1931 Morris Cowley sliding head

Regrettably, following the death of my father. Dry stored for some 50 years. Good solid Has seen little use since the current owner First registered in Tyrone, Ireland in August chassis over hauled and painted,engine over acquired the vehicle some 20 years ago. Recently 1931. Bodywork in good condition. May require hauled and running and fitted to the complete thoroughly checked over professionally for road new tyres and engine requires minimal work rolling chassis too many parts to list. Body and MOT purposes. Nice useable machine with (I believe the petrol tank needs to be drained is off the chassis. It is complete and in very sweet motor ready for the rally season. £9750. and cleaned out to restore to roadworthy solid condition but does need restoring. This John Cooke condition). Sold as seen. Offers in the region would be a good restoration project as more 01162 881 234 (daytime) (Leics) of £11,500. than half the work has been completed. [email protected] Claire Hurst £3000. Ring for more details. We can help with Car for Sale 07717 188 287 (Cambs) transportation. 1946 Morris Ten Series M sliding head [email protected] Robin Mallyon 01626 365 937 (S.Devon) Car for Sale 1932 Morris 8 (Family) Car for Sale Complete car for restoration. Engine runs 1938 Morris 8 Series II tourer, reg no CNG725 with good oil pressure. Offers in the region of Colour blue/black. Good condition and runs £2250. Or I may consider breaking for spares. well. £7000 ono. Car has V5 and origional log book. Brian Thompson (Northumberland) Russ Farnell 01289 382 635 or 07736 155 050 07519 930 318 (W.Yorks) [email protected] [email protected] Parrts Wanted Parts Wanted Very sound and original car 70 years old this For Series 2 Eight: Petrol gauge, choke cable, For Morris Twelve Series 3: Oil gauge year. I have owned the car “Lottie” for 38 starter cable.(Yes, I know I can buy new but preferably in working order. years and it has been garaged and MoTd all that’s not the same, is it?) Dudley Hedge of the time. Due to lack of use over the last Russ Farnell 01223 882 057 (Cambs) few years I have decided to sale. The car is 07519 930 318 (W.Yorks) [email protected] in working order (except for the clock) starts [email protected] Parts for Sale on the button and runs as well as would be Parts for Sale A pair of sliding seat locking attachments from expected, A very genuine car that’s been well Series I/II 1934-38 original used but good 2nd a Morris Twelve Series 3, but probably suitable cared for and maintained. Included within the hand: Wheel brace, £20. Dynamo mounting for other Morris cars. Chrome is good but sale is a spare engine, front wing, rear wing, bracket, £20. Toolkit tyre pump with wooden remainder could do with a lick of paint. back axle and a box of bits. Inclusive price handle, still working, £30. Tourer door lock, £10 the pair plus p&p. A pair of Lucas wing £5800 no offers. driver's side only, working, but missing chrome mirrors. The Chrome on the back of the Tony White cover, £25. Pair of tourer door locks, working mirrors is very good but the chrome on the 01935 424 441 (Dorset) order , complete with chrome covers, £75. All stems has deteriorated, reason unknown. [email protected] can be collected or plus p&p. £15 the pair plus p&p. Phill Robins Dudley Hedge 01792 587 337 or 07974 760 536 (S. Wales) 01223 882 057 (Cambs) Parts Wanted [email protected] Morris For 1933 Morris Minor: 850cc engine, side valve, in working order if possible. Parts for Sale Nick Seymour ’30 - ’34 Morris Minor Side Valve Parts: 1x Car Spares 01403 891 647 (W.Sussex) Chassis Frame, 1x First & Reverse Sliding [email protected] Gear for 3 Speed Box, 1x Manifold, 3x Pistons New and used Parts Wanted (Std. Unused), 1x Set of Pistons (+40 Thou), For 1936 Morris Eight Series 1 Tourer: SU 1x Clutch Cover Plate, 1x 3 Speed Gear Box spares available carburettor type AUC244 (used, unrestored, Top with Selector Forks, 1x Crankshaft Oil but complete). Pump Drive Gear, 1x Rear Crankshaft Bearing Enquiries welcome Royston Dawber Housing, 1x Oil Pump, 1x Sump, 1x Front 0161 4397 398 (Cheshire) Pulley, 1x Camshaft, 1x Camshaft Rear Roller Happy to assist [email protected] Bearing, 1x Pair of Timing Sprockets, 1x Float Parts Wanted Chamber. 1x Early Round-Type Distributor For 1927 Morris Cowley, two seater: Hand (Requires Points & Rotor Arm). operated wiper unit. Also, ’30-’34 Morris Minor Chassis Frame and For more information, Edward Colman Running Gear. Including Front and Rear Axles, contact 01395 514 645 (Devon) Springs, Wheels, Brake Cross Shaft etc., a set graham440@ [email protected] of Technical Drawings to build a Two Seater Parts for Sale Tourer body, and V5C 1933 Two Seater Tourer btinternet.com Series I/II 1934-38 nos piston set, British made, Registration Document with Transferable + 40 thou, £125. Set of 4 nos NGK spark plugs, Number. Various other ’30s Morris Minor Parts or to replace Champion L10, £15. All can be also available. 07506 309 281 collected or plus p&p. Brian Shufflebotham Phill Robins 01782 515 802 (Staffs) 01792 587 337 or 07974 760 536 (S. Wales)

Acceptance of advertisements in Morris Monthly does not imply recommendation of advertisers or their products or services by the Morris Register. When purchasing cars or spare parts from private sellers, purchasers must satisfy themselves as to the condition and value. What’s it Worth? (See p4): Guide price was £6000 to £8000 43 Please submit pictures Foto Finish of interest to the Editor OUT AND ABOUT ON DRIVE-IT-DAY A selection of members' photographs from this year's FBHVC Drive-it-Day

Irene Constable's 1938 Eight two-seater at Chirk Castle, Wrexham

Peter Brock's 1934 Minor 4-door and Newcastle's only Grade II listed Victorian hexagonal "Penfold" pillar box. This type, which is one of the earliest, was named after the designer, Mr J.W. Penfold, and was introduced in 1866

Not sure it was on Drive-it-Day, but here is Peter Evans' Eight "all by myself at the seaside"

Stevan Zivanovic's Eight two- seater at the Royal Standard of England pub in Forty Green, Geoff and Barbara Basketter's fleet before they Buckinghamshire set out for a pub lunch in their Series E tourer

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