Club News, April 1947

We Hear
Arthur Fogg has forsaken his Scott “Flying Squirrel” and half-finished racing Scott for the ex-Lang, ex-Butler, unblown “Ulster” Austin Seven. Lt. E. C. Emmett, R.N., has acquired a 1913 G.W.K. as companion to his “4/4” Morgan, and craves also a 1923 G.W.K., which he knows to exist in London, and a Trojan. And just to prove that there is no end to the veterans, Patrick Green has unearthed a 2-cylinder Swift. John Cooper now motors in a Fiat “500” and is completing a rebuild of a supercharged f.w.d. Alvis. He still runs the “Scuderia Impectmiosa,” of whom the other members are Harry Mundy, of Automotive Developments Ltd., Pat Stephenson, now at Cambridge, who has the ex-Brian Lewis Talbot “90” team car, Harold Smith, with a 1919 Indianapolis Sunbeam and 1928 o.h.v. O.M., also a Riley Nine-engined M-type M.G., Guy Moss and Bill Gibson. Moss has a 3 and a 4 1/2-litre Bentley, Gibson a “Brooklands” Riley. Cooper has left Automotive Developments at Bourne to join Roy Fedden Ltd. on the car side.

That the Romney, Hythe and Dymchurch light railway is again in full-scale operation is of passing interest to our world, inasmuch as Capt. J. E. P. Howey, who used to race a Leyland-Thomas at Brooklands, is the owner. Nor will model folk be able to resist “Paddington to Seagood,” by Gilbert Thomas, published by Chapman and Hall at 7s. 6d. Such railway books serve to emphasise how sparse is the field of historical motoring literature. The Model Car News for March contained scale plans of the E-type E.R.A. and an article on “Cars Worth Modelling,” featuring the 1924 G.P. Sunbeams. D. S. S. Henley has a 3-speed twin o.h.c. Salmson, and J. H. Clarke, while seeking a sports car, makes good use of a 1938 “F-Super” Morgan. Then E. J. Ellway has found a 1924 “30/98” Vauxhall in Cumberland, and J. A. Stiff is busy working on a “105” Talbot, after easily disposing of his Austin Seven through an advertisement in this paper. Ellway would like to hear from other “30/98” owners and meet fellow-enthusiasts; his ‘phone number is Leicester 24787.

F. G. Taylor, of the Lancashire and Cheshire C.C., has sold his 4-speed “Chummy” Austin Seven and secured a 1935 Austin “Nippy.” An early Clement, a chain-drive tourer believed to be a Thornycroft, and a Franklin chassis exist in a Brickhill breaker’s yard. Richard Twelvetrees, A.M.I.Mech,E., who in the dim ages was Editor of Motor Sport, recently completed a demonstration run from London to Glasgow with an A.E.C. “Regent” Mk. III bus chassis, covering the 400 miles in 16 hours, inclusive of stops. Press photographers were stationed en route

George Radford is having the famous 1926 G.P. straight-eight 1 1/2-litre Talbot Darracq once owned by Powys-Lybbe prepared for him by Stoke and Harliss, of Attenborough, and it will probably run at Shelsley Walsh and Prescott this year. Stoke used to be a member of the Riley pit-team and has also served with Monaco and Rolls-Royce. Peter Monkhouse, of Monaco Ltd., is anxious to assess whether there is a market for replacement cylinder heads in Barronia bronze for 4 and 6-cylinder M.G. cars, of the kind which the M.G. Car Co., Ltd., produced between 1934 and 1939 at the instigation of Robin Jackson, and which were used on Gardner’s M.G. “Magnette” and the Q-type M.G.s of Harvey Noble and Humphries. The M.G. Company lost the patterns for these heads in the blitz, but Monaco Ltd. are in a position to make some more bronze heads, in association with Jackson, if sufficient demand exists. A. W. F. Smith has added a 15-h.p. Gobron-Brillé, circa 1908, to his stable of veterans, and W. Wooldridge is busily rebuilding a sub-frame type, “duck’s back” “12/50” Alvis, for which he may use twin carburetters if a big-port head doesn’t turn up.

In New York, John Cuccio, member of the S.C.C. of A. and the Italian R.A.C.I., has disposed of his Marshall-supercharged 1986 M.G. “Magnette” 2-seater and has been running a “TB” M.G. Tickford coupé which, last month, in turn gave way to a blown “TC” M.G. “Midget.” Guy Burroughs says his well-known Ford V8 Special, now running in trials again, spent the war in a barn in Kent, forming a roosting place for mice and hens, but started up easily enough, and, after a thorough clean-up and a coat of paint, together with a reconditioned engine, is as fit as ever. Hutchison has been acting as navigator in recent trials, riding with Price in the Price-Special in the President’s Trophy trial, and with Burroughs in the Coventry Cup event. The Phoenix Green Garage is rapidly becoming its old self as the haunt of vintage enthusiasts. Alan Southon, its proprietor, has his special H.E. and a Type 22 Bugatti in dock, has been using a small-port, aluminium-bodied, “beetleback” “12/50” Alvis, while his partner, Jackson, aspires to a very fine 3-litre Bentley. Recent cars in for attention have included Carson’s H.E., Axel-Berg’s “30/98” Vauxhall, a Lea-Francis, a Lancia “Lambda” and Tony Rolt’s 1908 Humber. Alan is also building himself a Type 40 Bugatti and Karslake’s small Hispano-Suiza is due to go to him for rebuild, while a major operation is the preparation of Clutton’s V12 Delage for the 1948 sprint season. Incidentally, after attention to its rear suspension, sixteen new K.L.G. plugs and two wondrous new coils, Clutton’s Type 49 Bugatti motors as one of these cars should.

The first issue of “Southsea Supercharge,” a monthly, duplicated magazine of the Southsea M.C., appeared at the end of February. Bentley-enthusiast Bainbridge will, we believe, soon be leaving for South Africa, for health reasons. It seems that the venerable 1907 Renault “Agatha” will soon find a new owner, while the Peasmarch Service Station, near Guildford, has changed hands and a whole lot of stock that has been stored for years has come to light, including a 1908 Gobron-Brillé landaulette, which a veteran car enthusiast should most certainly save, a 1918 Buick chassis with o.h. inlet valves, a very fine torpedo 4-seater sporting body and a racing 2-seater body, both circa 1910, an “11.4” and “7.5” Citroen, an A.C. Anzani coupé, and a whole lot of beaded-edge tyres from motor-cycle to large-car size, many still wrapped, old hoods, brass lamps, gas cylinders, etc. We have mentioned this stock before, but the space it occupies is now needed, and V.C.C. members should lose no time in investigating. The same garage can supply benzole to owners of genuine racing machinery. As a final reminder of earlier times, one encounters in its yard the remains of an obscure cyclecar of either single-seater or tandem-seat form, with steel chassis, 4-cylinder watercooled engine, clumsily arranged 1/2-elliptic front springs and final drive by external chains from very small countershaft sprockets. Your guess as to its make is as good as ours!

Cleveland Harmer and Grey will concentrate on racing the ex-Czaykowski single-cam “2.3” Bugatti and a Type 37 G.P. Bugatti this year, and have entered the former car for Jersey. The Editor has a yen to acquire historic toy and model motor cars, such as the clockwork “P2” Alfa-Romeo, Renault, Delage, Citroen, Panhard, T-Ford and Hispano-Suiza replicas and the various Land Speed Record cars, Motor Sport readers are experts at unearthing odd examples of the real thing, and Boddy would like to hear of similar finds in the toy-shop junk yards, or clues which might lead to same. Thanks in anticipation!

The Berkhamsted M.C.&C.C. has revived its magazine, “The Berkhamstedian.” Surgeon-Comdr. R. S. Jenkins, R.N., is contemplating putting a “6C” 1,750-c.c. Alfa-Romeo engine which he has acquired less inlet manifold, into a “special,” and J. E. S. Fairman has sold his “blower” Bentley and now has the ex-Margaret Allen unblown 4 1/2-litre Bentley and a Type 35C G.P. Bugatti. The latter he expects to run in a few sprint events, commencing with Shelsley Walsh. A 1923 bull-nose Morris-Cowley tourer will be looking for a new home in the spring and the Bamford and Martin s.v. Aston-Martin which was used during the war by a Surrey Home Guard unit, is now in good hands, but is awaiting a new back axle. Harold Biggs points out that it is Asbury himself who has bought the last short-chassis type Allard not Miss Asbury as we stated last month, and another correction is that it is Hugh Archer who has gone out to Jamaica — living at the top of such a steep hill that his Morris Eight fails to climb it! — whereas Hugh Hunter was accused in error of having left England far behind. The Gwynne Eight seen in London turns out to be a 1923 “bathtub” which has had only five years’ use, and not Cyril Peacock’s car, although Peacock has a similar example which he intends to tax soon, and also a 1925 4-seater which was rebored in 1938 and awaits re-assembly, probably with a 4-speed gearbox and 12-in. Lockheed brakes. Peacock also has his Hispano-Suiza. Ward, who acquired a 1903 Vinot through the Motor Sport “Register of the Unique,” now seeks another veteran or Edwardian, while Guy Liddiatt is progressing with the rebuild of his Anzani-engined Frazer-Nash “Boulogne.” He has contributed an M.G. “Midget” instruction book to the Library, and Tony Brooke a “30/98” book. Ralph Stein, of New York, runs a low-chassis 4 1/2-litre Invicta, which was recently illustrated in True Magazine. He had it outside the church when he was married, but in his haste to get away, stripped the gears and was delayed two days.

Automenders are doing some interesting work on one of the 1 1/2-litre 6-cylinder Singers, including out-rigging the front springs and strengthening the chassis, while they also have a fully aerodynamic Singer coming along. Wallington, of High Speed Motors, may possibly run a very fine looking road-equipped Maserati this year, and Bartlett has like ideas about a 2.9-litre streamlined Alfa-Romeo saloon.

New Zealand News
In the Retone s.s. 1/4-mile speed trials of the N.Z.S.C.C., f.t.d. was made by Hawkins’ “T.T. Replica” Frazer-Nash in 20 sec., and fastest vintage time by Atkinson’s 1924 “12/50” Alvis, in 21.4 sec. Sam Gibbons’ ex-Louis Fontes 4 1/2-litre low-chassis Invicta was second fastest, in 20.6 sec. The fastest motorcycle was Lawton’s 500-c.c. B.S.A., which crossed the line at over 90 m.p.h., to clock 14.4 sec. Class winners were a Morris Eight, Riley Nine, the Frazer-Nash, the Alvis and a Hudson, and, of the motor-cycles, the B.S.A., a 350-c.c. Velocette and an Ariel. The course was opened by a spotless 1896 Benz and spectators invaded the road towards the end and cancelled some runs. The organising club recently elected 15 new members, whose cars include “O.D.” Vauxhall, Jeep, “P” M.G., Morgan “4/4,” “J” M.G., Singer, Vauxhall Ten, S.S.1, Vauxhall Fourteen, “12/60” Alvis and Frazer-Nash. A presentable, printed “Bulletin” comes out monthly, the last front-cover picture being of thee ex-Fontes Invicta.

Australian Activity
The 50-mile “round-the-houses” handicap race at Bunbury attracted 14 entries, limit car being an Austin Seven, which received 12 minutes start from Ord’s “3.3” Bugatti. The winner was Ranord’ s 1929 Fargo-engined Ranford-Special. which also made fastest time. La Motte’s Ford V8 Special was 2nd, Harris’s monoposto Plymouth 3rd, Smallwood’s blown Austiin Seven 4th, Mackintosh’s Bartlett-Special 5th, Blowers’ single-seater “TA” M.G. 6th, Barker’s Ford V8 Ballot 7th, and Anderson’s Austin Seven 8th. The Radford-Special did a s.s. 1/4-mile in 17.2 sec. and a f.s. 1/4-mile at 98.9 m.p.h. in 1940. In the second Rob Roy speed hill-climb f.t.d. was established at 31.8 sec. by Douglas Head’s Ford A-engined Tempest-Special, runners-up being Denniston’s V8 Itala in 33.38 sec. and Whitford’s 12-cylinder Kay-Special, in 34.49 see. Interesting runners were Davidson’s “S.S.K.” Mercédès-Benz chassis, Pratt’s B.M.W., Lowe’s blown Lombard, Duckett’s Anzani-Bugatti and 1908 18-litre Mercédès, and “P” and “TC” M.G.s, “Ulster” Austin Seven„ Riley “Imp,” etc. A series of races at Strathpine airstrip saw Kleinig’s Hudson reaching about 115 m.p.h. The various races were won by Whatmore’s Ford V8 Special, Bartlett (blown “TA” M.G.), Murray (Hudson Six-Special), and Chatterton (Austin Seven). Kleinig made fastest time in the three races for which his Hudson was eligible. In the event at Marsden Park airstrip, 1/4-mile speed trials, run in three categories, capacity-class, knockout handicaps and teams relay, were held. Fastest time of the day was made by Ewing’s BuickSpecial in 18.4 sec., runners-up being Reed (Mercury-Special) and Murray (Hudson Six-Special) in 18.5 sec. Some interesting hybrids ran, such as an A.C.engined Frazer-Nash, Lyell’s Austin Seven, now with knock-off front hubs and 16 by 5.50 rear tyres; Rizzo’s 1 1/2-litre Riley-Special, with “Sprite” engine and Wilson box, which, with no weight over the rear wheels, nevertheless did 19 sec., beating two special M.G.s; a Jeep-engined Austin “Wasp”; a Singer-engined “Brescia” Bugatti; Hill’s Terraplane-Special with Amilcar chassis, Morris gearbox and axles and Terraplane Six engine, which lost 3rd gear before the event; and Stewart’s bull-nose o.h.v. pre-selector Morris. Fastest 1 1/2-litre vintage time was by Murray’s Type 37 Bugatti, in 21.4 sec., equalled by an “N” M.G. “Magnette.” Finally, the V.S.C.C. of A. Workers’ Trial was a tie between Gosse’s 4 1/2-litre Bentley and an American car, with Everard’s HispanoSuiza third.

N. W. L. M . C.
The North West London M.C. is holding its fifth Annual Inter-Club Team Trial on Easter Sunday, April 6th, very conveniently following the M.C.C. “Land’s End.” The start and finish will be at Taunton.

This is an open event and each club entering will be represented by one or two teams of three cars each, one reserve car only being allowed.

Southport M.R.C.
According to the Lancashire Daily Post of January 31st last, the Southport M.R.C. hopes to resume racing on Southport Beach early this coming summer, if arrangements can be made with the Corporation. Practically all the invasion posts have now been cleared away and the club hopes to hold four meetings this year if other assistance is forthcoming. Alderman S. E. Charlton, Chairman of Southport’s Publicity and Attractions Committee, has said that the Corporation is anxious to see motor-racing on the beach restarted. We hope it is — for this is an old-established classic venue.

The Vintage Sports Car Club announces that future fixtures involve the Lewes Speed Trials on May 17th, a Bisley Rally on June 22nd, hope of another sprint event on July 12th, and a speed hillclimb at Prescott in August. Membership is now 660 and includes 94 Bentleys, 33 Alvis, 28 Lagondas, 26 Bugattis, 26 “30/98” Vauxhalls, 21 Frazer-Nash, 19 Lancias and 17 Aston-Martins, also lone examples of rare things like Mathis, Chenard-Walker, Straker-Squire, Amilcar Six, Beverley-Barnes and Leyland-Thomas. Over 30 members have Edwardian carriages, and some early light-cars are represented. The club captain is now A. S. Heal, McCaw is hon. treasurer, Harry Bowler competitions secretary, K. Neve the Northern Sub-Committee secretary, and Clutton editor of the excellent “Bulletin,” of which the January issue contained reports of events, notes on Australian vintagentry by Peter Clark, data about the 1922 G.P. Aston-Martin, etc. In future, modern sports cars are to be admitted to driving-membership if the committee approves them, but post-1945 cars and 1930-45 non-sports cars are barred. Otherwise, the club is primarily for the cars of 1920-30 and carriages of 1905-15. Certain totally-undesirables of these ages may be excluded, but in this country veteran and vintage cars are getting rare, and no hard-and-fast rule has been laid down. (In Australia, where vintage cars are taken more as a matter of transport, the V.S.C.C. of A. does use a list of permissible types — but in any case this seems all-embracing, and we doubt if a considerable proportion of cars listed will ever again see the light of day!)

The president remains Forrest Lycett, Pomeroy and Davis the vice-presidents, and the committee comprises Messrs. Choate, Dixon, Rivers Fletcher, Dr. Ewen, Messrs. Windsor Richards and Dawkins. The subscription is the modest one of a year for driving or associate members, with 10s. entry fee. Hon. secretary, T. W. Carson, 1, Downsland Court, Worting Road, Basingstoke, Hants.

V. M .C.C.
The Vintage Motor-Cycle Club continues to put out a refreshing duplicated “Bulletin” each month, and has its Library and Mutual Aid Service well organised. A spring event will probably be held this season. Hon. secretary, C. S. Burney, “Blagdon,” Denbigh Road, Haslemere, Surrey.

“750” Club
Now that Austin Sevens are increasing in popularity — there were five running in the Coventry Cup Trial — the “750” Club (which was originally mooted by the Editor of Motor Sport for owners of cars up to 750 c.c., with especial emphasis on Austin Seven membership and mutual aid) should pick up fast. We believe that Hugh Hunter, who ran the thing so well in the early days, may resume the secretaryship; and Butler certainly pushes out the Press notices these days. Details from A. W. Butler, 1, Hawkeshurst Way, West Wickham, Kent.

Auld Lang Syne
In a 1933 copy of “The Radiator,” a house organ which the Haslemere Mottor Co., Ltd., used to publish, we read of secondhand cars at £8 and under, including a very willing 1926 Morris, a Wolseley with good boots, another Morris “with excellent intentions,” an A.C. full of fun, and a Swift “that speaks for itself.” Also assorted Trojan vans, “good exercisers,” from £1. Auld Lang Syne, indeed !

The Women
Mme. Anne Itier, President of the Union Sportive Automobile, was in London recently and, outlining a desire to challenge six British women racing drivers to a race against six French women drivers over the Boulogne circuit, got herself a story and pictures in the Evening News. Her team, it seems, would include “Pretty Mme. Yvonne Simon and Mlle. Helle Nice.” John Carpenter, announcing this French challenge, says: “There would be no difficulty in finding a team to meet Mme. Itier’s; we have half-a-dozen thoroughly experienced women drivers in Mesdames Derbyshire, Jennings, Wisdom, Gerard, Mortimer and Dryden.”

Finding them the cars would be the difficulty, we feel. But publicity for motor-racing is not to be despised. Good for you, John Carpenter of the Evening News.

Tut, Tut!
A member of the Bentley Drivers’ Club, outlining the itinerary for a possible 2,155-mile Continental club tour, suggests that “a suitable Bentley mechanic should accompany the party with his own vehicle, spares, tools and maintenance equipment.” Now who said that Bugatti was the unreliable make!

Cover Picture
This month we see Whitehead testing his E-type E.R.A. It is to be hoped that he, Parnell, Brooke and Johnson will ably uphold British prestige with these cars during 1947. Certainly we shall all enjoy seeing them in action. The photograph is by Louis Klemantaski, I.B.P.

As from the end of last February, Anthony Glassborow took over the secretaryship of the Bugatti Owners’ Club from N. S. Hyslop. The latter remains a member of the club and will help whenever possible at Prescott, where he organised last year’s hill-climb. We wish Mr. Glassborow every success in his important new undertaking.

General Notes
The weather early this year has been enough to defeat the most avid of enthusiasts and turn one’s thoughts to closed cars with efficient interior heating. Nevertheless, we have got out and about fairly successfully, even if a dignified “Big Six” Bentley in which we were riding had to suddenly motor through someone’s gate, round their drive and out of the other gate to regain A 30 after a small saloon had stopped suddenly on the icy road right in our path. There was also a trial which we attended in what appeared to be a completely brakeless Ford Eight saloon, the thing taking on the aspect of a Monte Carlo Rally episode when competitors’ and spectators’ cars alike became lost in a lane out of which they seemed, for a time, unlikely either to be able to climb or to return the way they had come. But it all turned out the greatest fun and not only were forgotten parts of Hampshire’s better scenery revisited, but there was the hasty rushing from hill to hill to catch up with the trial, hoping the route could be picked up after by-passing a hazard, gobbling sandwiches the while and parking the car hastily off the road as another “section” was reached, so that gum-boots could be pulled on and a suitable vantage point found from which to watch proceedings. We ended up that afternoon in old-world Petersfield, and after a meal set out for home, which we reached towing an Austin Seven, which had done well in the trial, for no more serious reason than that it had run out of petrol.

So much do we enjoy getting a day in the country spectating at trials that we were off again the next Saturday, this time to Surrey, in the Austin Seven saloon. The route card, more or less, led us to the first hill and then, following a panic because no competitors arrived at the next hazard we had selected until long after they were due, we spectated joyfully on this snowy slope ere we contrived to follow the entire route from the card, doing our best to shake off a fellow scribe in a Standard Eight who was dependent on keeping up with us to find his way to the finish. That evening, again, there was the cheery gathering and meal, this time in Hindhead, and then we came home in company with the crew of a stricken Austin Seven trials car which, finally discarding a jury-rigged stubaxle in Farnham, had to be left in the yard of an electric lamp manufactory, until spares could be brought out to it in a Hillman Minx saloon.

A month’s motoring, you see, and not a sports car sampled, yet it was worth while, very definitely so, and suggests that if you have not experienced a day’s sport marshslling or spectating at a trial you should do so without delay. There are several fixtures still to be contested before this version of the Sport gives way to sprint events and racing.