Vintage Postbag, January 1960

Sir,
With reference to Mr. Jarman’s fascinating article on the “Bullnose” Morris I enclose a photograph of my mother’s two brothers, Will and Tom Sallitt, in the former’s 1923, 11.9-h.p., two-seater Cowley, the last Hotchkiss-engined model (Registration No. OR 3073). My uncle tells me that he bought the car in 1926 for £50(!) and ran it for about 18 months, during which time the only serious incident was when a front mudguard fell oft while crossing Blackheath flat out (45 m.p.h.). The windscreen appears to be highly non-standard, and this model had no front wheel brakes, but it seems to have some additional bonnet-louvres at the scuttle.

The second car in the photograph is a Dodge, which my father’s brother, Ingo Findlay, owned for a time (here seen at the wheel), and in which my mother learned to drive—presumably in preference to the Morris! She always says that the ample power of the Dodge made everything very easy.

The photograph was taken at the top of the Honister Pass, at Easter, 1927, and makes one wonder how some of today’s cars would cope with similar conditions.

I am, Yours, etc.,
Bradford, Gordon Findlay.
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Sir,
About 1945-46 I bought a 1924 20-h.p. Rolls-Royce which I used for family purposes and for drawing a two-horse box and cattle float. About 1951 unfortunately, l fell for a Daimler 20 sports at an auction sale and had to part with the R.-R.; it had been in at least four hands before coining to me but the engine was good.

I very seldom go to London, but at a recent visit neat Gloucester Road Station I met my old friend PP 2661, still apparently going strong—”they never die.”

I am, Yours, etc.,
Colchester, A. Laurie.
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Sir,
I may be preaching to the converted, but I do feel that I must make mention of the following case, just so that some other enthusiast like myself will not be disappointed, as I am, at what transpired.

Having recently taken over ownership of a vintage Alvis 12/50 Beetleback, together with its log-book, I noted that the log was marked “duplicate” and carried only the immediate previous owner’s name and address. Naturally, I was, and am still, greatly interested in the earlier history of this car and its previous owners, and so I applied to my local Council Licence Office for a copy of the previous entries; a list, in fact, of the previous owners. They replied that, apart from the original declaration of registration (1927), all details regarding the vehicle, up to December 1958, had been destroyed as obsolete.

Surely it is wrong to destroy such information, especially of a car of this nature. My salvation may be that the Alvis Register might be able to help too, and I shall get in touch with the Hon. Registrar. However, if there are vintage enthusiasts with log-books that are full or nearly full I implore them to make a separate note of the previous owners of their vehicles, before sending the log-books in for renewal. Those details can then be handed-on to subsequent owners, who will I feel certain, much appreciate having these histories.

Do you feel that the Council was right in destroying such information?

I am, Yours, etc.
Marston Green, Peter Wright
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Sir,
Once again I blow the dust from my “Dyke’s Automobile and Gasoline Engine Encyclopaedia” to answer Edward Benbow’s letter.

The only reference to Hupmobiles is in respect of four-cylinder models, 1916 N Series; 1919 approx., Models 20 K, N and 32; 1920, R3.

However, should he want information an any of the auxiliaries, Bijur, Westinghouse, Atwater Kent, etc., I may be able to help him there.

Also in “Dyke’s” are some fascinating facts and figures on Stanley and Doble steam cars. A few details of the Stutz racing engine may be of interest; four cylinder o.h.v. camshaft operated, bore, 3 3/16 in.; stroke, 6½  in., 16 valves; maximum power at a piston speed of 3,250 ft. per min. (3,000 r.p.m.) is about 130 h.p, Crankshaft is by ball-bearing with 1-in. balls? Valve-timing: Exhaust opens 55 deg. before bottom dead centre and closes 10 deg. after top dead centre, inlet opens 10 deg. after t.d.c. and closes 55 deg. after b.d.e. The same page also gives valve timing for Duesenberg and Maxwell racing engines.

I am, Yours, etc.,
Tadworth, B. T. Davison.
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Sir,
I herewith enclose a photograph of my fortuitous acquisition, during the Summer—a Clyno, found in the legendary manner, after having been laid up since 1939, apart from one year’s use in 1947. After three weeks of working night and day, we have achieved some measure of transformation!

We experienced the “usual story” of pumping up the tyres, towing it away, cleaning the carburetter—and lo and behold she started! The battery was defective—not surprising—but the magneto produces a fearful spark. The leather upholstery is in excellent condition, the body is beautifully sound, while the brass lamps and the radiator came up perfectly when years of black and aluminium paint were removed. [But surely the lamps should be black?—Ed.).

Mechanically the Clyno is original apart from the modification of an automatic advance and retard instead of the hand control. Unfortunately the clock is missing and the ammeter and oil pressure gauge have been replaced by different models. I would be most grateful if you could confirm that Messrs. Lucas supplied these instruments originally for the Clyno so that I can try to find proper replacements.

Lastly, I would like to compliment you on the highs standard maintained by Motor Sport and its excellent presentation.

I am, Yours, etc.,
Cambridge, T. R. Epton.