Club News, July 1948

We hear…

Richard Chichester and Major Lambton made valiant efforts to drive a 1923 American-built “Silver Ghost” Rolls-Royce home to England from Jerusalem, including flying to this country and back again with the required 7.00 by 21 Dunlops.

Out in Australia John Hill is carefully rebuilding a single-seater 1925 Riley “Redwing,” while at home Albert Coleman is doing likewise with an early eight-push-rod sports Salmson.

Then K.V. Baillie Hill has acquired the special H.R.G. built for A. C. Scott to drive in the 1938 Le Mans race, which car has a special cylinder head and is No. GPH 477, if past owners would oblige with information about it.

Staddon, having disposed of his  H.R.G., is having a special light 2-seater body built on an 1,100-c.c. F.I.A.T. chassis.

A. H. Carter has a 1939 “16/70” A.C.

At a recent Australian Rob Roy hill-climb Gaze rather badly damaged his Alta when he ran out of road. Incidentally, the Australian V.S.C.C. has obtained, through a legacy, a very fine 1910 Opel with a delightful canary-yellow body big enough to accommodate almost the entire membership of the Club.

Interesting cars seen near the Hub of the Universe recently number a very fine, if early, 2-litre Ballot saloon, a 1922 Talbot-Darracq two-seater, and a straight-eight Minerva.

Quite a lot of reasonably-priced second-hand cars have emerged of late, including a mechanically-reasonable “10/23” Talbot tourer with battery for £50, a sound 1921 Wolseley Sixteen tourer for £70 and a 20.9 Minerva landaulette with five good tyres for £70, which may form a yardstick to apply to more exciting things.

In Hampshire a very early Richard-Brazier and Rover, and vintage “7.5” Citroen, F.I.A.T. “10/15” and Eight, and G.N. have turned-up, while rumour speaks of a Bleriot-Whippet and G.W.K. in Sussex. A 1929 F.I.A.T., 1927 and 1929  “Chummy” Austin Seven, the remains of an Erskine, an early Morgan and a “12/24” Citroen chassis were amongst recent “finds,”  while the number of “14/40” Sunbeams heard of recently tots up to seven.

The pre-1914 Arrol-Johnston referred to last month was auctioned on June 1st and turned out to be a decently-preserved 1910-11 11.9-h.p. tourer; it fetched £204.

W. J. Cox, Ltd., of Ipswich, besides overhauling many vintage sports cars, are building a special  1-3/4-litre six-cylinder Riley for personal use in competitions.

The American Science Museum recently advertised in London newspapers for a two-cylinder and a four-cylinder RollsRoyce,  “… to represent the beginning of  ‘The Best Car in the World’  and as a tribute to British automobile engineering.”

Pat Whittet has had a most exciting “Special ” at his premises recently, having a straight-eight Alvis engine  —   not one of the o.h.c. units used in certain of the f.w.d. cars, but a push-rod o.h.v. engine like a “Speed Twenty” with two additional “pots.” Apparently a few were built by Alvis, Ltd., at one time, intended to power a production car. Whittet is also hoping to go into production with a rubber-sprung, tubular-chassis car, the prototype of which he has been driving about the roads with as much abandon as a standard Ford Ten engine will allow.

P. W. Evans is building up a special “12/50” Alvis from parts owned by Dick Caesar and is shortening the wheelbase to 8 ft. 6 in. and moving the engine back in the frame by 8 in.

There is a 1913 Mercedes lorry laid up in a London garage and likely to be scrapped if no one requires it for spares.

Car prices certainly seem to be falling, judging by a 100 per cent. motor-car auction sale we attended on the day after the “standard” ration became valid. While we were present, out of six miscellaneous cars the only one sold was a 1932 Morris-Oxford Six saloon, which fetched £60. The highest bids received for the remainder were: £430 for a late-1940 Hillman Fourteen saloon, £420 for a 1932 “Ulster” Aston-Martin with a 2-litre Aston-Martin engine and no dumb-iron oil tank (the auctioneer suggested it would probably be good for “well over 100 m.p.h.” and advocated it for “motor-racing events, which are coming back”), £115 for a well-shod 1933 Ford Eight saloon, £85 for a really clean and very well-shod 1928 Hupmobile coupé, and £45 for a rough o.h.v. 1933 Morris Minor fabric saloon. Another yard-stick?

James Allday is having a 1904 Lanchester he has found completely rebuilt for him by Camberley Car Service.

In New Zealand Ronald Craze is obtaining good service from a 1935 S.S. “90” 2-seater which he describes as “not a particularly fast car, but possessing a reasonable performance and capable of holding its own with the average American saloon which infests the New Zealand highways. Its handsome and distinctive lines combined with extreme reliability make it a pleasing and roadworthy means of transport.”

R. J. R. Lewis has acquired a Zollerblown Alvis “Silver Eagle.”

S. H. Handasyde is collecting material for a book on his father’s Martinsyde aeroplanes and motor-cycles and would be glad of any help anyone can give him.

John Hyde, at present in Nairobi on a film-script writing tour, is overhauling a “14/75” Alvis tourer.

T. P. Cholmodeley-Tapper called at the Motor Sport  offices recently. He will be remembered as the driver of a 1-1/2-litre Bugatti and 2.9-litre Maserati, in company with Eileen Ellison. He is now director of C. T. F. Aviation, Ltd.

E. Vogtherr, writing from New Zealand, praises his 1938 “Big Four” Riley and reports that he has recently taken delivery of a Morgan 4/4.

The June issue of the C.S.M.A. Gazette, official organ of the Civil Service Motoring Association, carried an Editorial headed “Motoring Sport is in the Ascendant,” in which Britain’s dire need of a race track was expressed, and the value of racing victories to Britain’s prestige nicely emphasised. Even this Civil Service organisation has no kind words for Mr. Gaitskell, and refers to the “pathetic ration of three miles a day,” urging that complaints be addressed to members’ M.P.s. 

Sir Clive Edwards, Bt., has a Jowett  “Javelin” on order.

Michael Burn has acquired the ex-Southon Type 40 Bugatti.

A  1,100 c.c. Balilla F.I.A.T. with lowered radiator, Opel water pump and an all enveloping 2-seater body based on the Sports Gordini, was seen at Stanmer Park.

Those who intend to visit air-displays or drop-in on aerodromes during their holidays may care to know that a little book called “ABC of Aircraft Markings,” by O. G. Thetford (Ian Allen, Ltd., 282, Vauxhall Bridge Road, S.W.1  —  2s.) enables you to identify all civil and R.A.F. aircraft from their registration or Service numbers. From this useful little work we find that “vintage” light aeroplanes still on the Register include a D.H. 60 “Moth,” a D.H. “Puss Moth,” an Avro “Avian IVM,” and a Westland “Widgeon III ” registered in 1930, and a Comper “Swift,” another D.H. 60 “Moth,” two “Puss Moths,” a Hawker “Tomtit,” and a Miles “Martlet,” registered in 1931, not forgetting a 1932 Parnall “Elf II” and another D.H. 60 “Moth ” of the same age.

A 1923 30-h.p. Daimler landaulette is stored near Wolverhampton and should be saved; it seems that it is a replica of the type of Daimler used by the Royal Family, and has a honeycomb radiator with concealed filler cap in place of the usual Daimler gilled-tube radiator. The car is apparently well preserved.

Adrian Conan Doyle is disposing of the ex-Carraciola T.T. Mercedes-Benz and his two-seater S.S.K. Mercedes-Benz, which should provide someone with very satisfactory fast transport.


West Essex M.C. Driving Tests Results

lst:  F. Crossley (“J4” M.G.)  —   100.8 sec.

2nd:  W. Jacobs (1922 “10.9” Wolseley)  —   125 sec.

3rd : W. B. Whiteman (Singer 11 saloon)  —   143 sec.

Best Novice: P. Wain (Morris 8 tourer)  —   137 sec.


Chester M.C. Speed Trials

Allan Arnold’s Special Type 51 Bugattii made f.t.d., and won the Lady Mary Grosvenor Cup, while Tyrer won his own award by making best sports-car time in his B.M.W.  Tyrer and Melly also drove the ex-Bear Type 51 Bugatti. Aggregate times of two runs counted.

Class results (times in seconds — two runs): 

SPORTS CARS, 751-1,100 C.C. UNBLOWN, UP TO 750 c.c BLOWN:

1st.:C. Le S. Metcalfe (F.I.A.T. Ballila)  —   37.2 / 37.6 

SPORTS CARS, 1,101 – 1,500 c.c. UNBLOWN,  750 – 1,100 c.c.  BLOWN:

1st: G. Gee ( Riley “Sprite”)  —   30 / 28

2nd: K.V. Baillie Hill (H.R.G.)  —  33.4 / 33

3rd:  H.L.G.  Melly ( Riley)  —   34.4 / 33.3

SPORTS CARS,  1,501 – 2,000 c.c. UNBLOWN,   1,101 – 1,500 c.c. BLOWN:

1st: G. Tyrer (B.M.W.)  —   28.4 / 28

2nd: G. Gee  (Riley “Sprite”)  —   30.0 / 28

SPORTS CARS OVER 2,000 c.c. UNBLOWN,  1,501 – 2,000 c.c. BLOWN:

1st: G. Tyrer (B.M.W.)  —   28.4 / 28

2nd : G. Gee (Riley “Sprite”)  —   30.0 / 28 

3rd : J. H. Walton (Alta)  —   28.2 / 34.4


1st: J. H. Lafone (M.G.) 31.6./ 29 

RACING CARS, 751 – 1,100 c.c.

1st : J. H. Lafone (M.G.)  —   31.6 / 29

RACING CARS, 1,101-1,500 c.c.

1st: G. Richardson (E.R.A.-Riley)  —   25.2 / 26.8

2nd : B. E. Bradnack (Frazer Nash)  —   28.8 / 27.0

RACING CARS, 1,501-2,000 c.c

1st: : F.N. Penn (Riley)  —   27.0 / 26.0 

2nd : G. Tyrer (B.M.W.)  —   28.4 / 28.0


1st:  A. Arnold (Bugatti)  —   25.4 / 22.4 

2nd: H. L.G. Melly (Bugatti)  —   25.0 / 24.4 

3rd : G. Tyrer (Bugatti)  —   25.5 / 24.4 .


Ulster A.C.

The Ulster A.C. fixture list embraces a veteran car contest, given sufficient support, on July 3rd, a closed trial on August 7th, the International Craigantlet Speed Hill Climb for the R.A.C. Championship on August 28th, closed trials on September 25th, October 30th and November 27th, as well as the annual dinner and dance on November 26th. The last-named trial is undoubtedly intended to disperse any hang-overs the dinner may promote.



It is good news that the British Trials Drivers Association has come into being again, and that at last the Trials Championship Star is to be contested once more. In this connection the re-formed B.T.D.A. has issued the following statement, to which we would add that “Jackie” Masters is Hon. Treasurer :

Under the Chairmanship of Mr. Maurice Toulmin and with Colonel S. Barnes, Competitions Manager of the R.A.C., in attendance, a Meeting of the B.T.D.A. was held on May 12th, 1948, at the R.A.C., London.

Unanimous approval was given for the revival of the Association which did such good work before the war and which has as its aims the obtaining’ of co-operation of all Trials Drivers as a body, and as one individual, assisting the R.A.C. and the Clubs over fixture list problems, offering assistance in connection with Trials organisation, taking any step to improve motoring events, enforcing a high standard of driving and conduct, and the receiving and discussing of problems of a controversial nature.

With the prospect of a limited number of Trials being organised during the remainder of this year the B.T.D.A. propose to offer again the Championship Star award on a selected Trials points basis.

In view of the limitations of the “standard” petrol ration competitors for the “Star” will not be required to compete in any minimum number of chosen events, but will be free to choose up to eight with a maximum of six to count. The selected list which comprises mainly “classic” and near-classic events will contain sufficient events in each area to enable competitors to compete without covering big mileages.

First selected event was the V.S.C.C. “4/44”  Trial on June 27th. For further particulars, entry forms, and details concerning the Championship Star award please apply to the Hon. Sec.: D. G. Flather, Standard Steel Works, Tinsley, Sheffield,

1939 B.T.D.A. members (who numbered over a hundred) and those who applied last year for membership have been supplied with this information without further application.


V.S.C.C. Rally

The Vintage S.C.C. held a successful rally on June 20th, the after-lunch venue being Brooklands, where Ken Taylor, of Thomson & Taylor’s, kindly allowed members to inspect Cobb’s 400-m.p.h. Railton, Gardner’s M.G. and other cars at the T. & T. premises. The vintage cars present included a Rolls-Royce chassis, Geoghegan’s Type 57 Bugatti, Burn’s Type 40 Bugatti, an “Ulster” Austin Seven, Carson’s A.C. Six, four 2-litre Lagondas, Karslake’s “Barcelona” Hispano-Suiza, Dr. Ewen’s “14/40” Delage, Heal’s 3-litre Sunbeam, a “14/40” Vauxhall tourer, Mays’ Hotchkiss, a Lancia “Lambda” and a  “19.6”  Crossley from Carlisle. There were also present three Edwardians in the form of Samuelson’s imposing 4-1/2-litre Peugeot, Bland’s Daimler Iandaulette, and FitzPatrick’s Wolseley-Siddeley.  The cars of associate members comprised 4-1/2-litre Invictas, 4-1/4-litre Bentley, Alvis Speed Twenty, Delage, Lancia “Agusta,” Riley “Sprite,” M.G., Jeep, etc. After the Brooklands visit an excellent tea was served at the “White Lion,” Cobham.


Peterborough  M.C.

This Club was only formed in April, and in five weeks had 45 paid-up members and many prospective supporters. A coach visit was laid on for the May Prescott meeting and a rally was held last month, with driving tests in a local car-park by permission of the Peterborough Corporation and a Concours judged by the Chief Constable. This is entirely the right spirit and a good beginning. Future fixtures will include trials, rallies and film shows and any interested motorists are invited to attend Club Nights, which happen the second Wednesday of each month at that excellent hostelry the “Haycock”, at Wansford, on A 1. The Club Chairman is Raymond Cook, of the C.U.A.C., and the Secretary is John Barrett.


This happy breed…

Report from Sunday Express dated May 23rd last:

Bedfordshire police have served more than 100 summonses for alleged misuse of petrol at Luton Hoo speed trials on Easter Monday.


Nottingham & District M.C.

A Rally was held last month, with a Concours, and afterwards the formation of a club to foster motoring sport in the Nottingham area was discussed.



The Vintage Motorcycle Club’s Bulletin  for May contained notes on tuning vintage Norton models. The Club and its various centres are busy organising events now that “pleasure” riding is permitted again, and a rate for vintage motor-cycles is anticipated at Cadwell on August 29th. New members have joined recently on the strength of 1927 Model 9 Sunbeam, 1927 Scott, 1927 Zenith and 1929 Douglas machines. The Club continues, too, its service of “gen,” spares available and exchange scheme, etc.  Hon. Sec. : F. Walker, 170, Woodcock Hill, Kenton, Harrow, Middlesex.


500 Club

This Club picked-up 15 new members last April, including one from Holland. Its big event will be circuit racing at Brough on July 5th, by invitation of the Blackburn M.C.C.

The May issue of Iota contains a refreshing article on special-building by John Bolster, which is packed with sound common sense, and good illustrated descriptions of 500-c.c. “Specials.” The Secretary’s new address is : J. F. Gale, Forest View, Cleaver Hill, Windsor.


One compliment …

Recently we blushingly discovered a complimentary reference to Motor Sport  in that very beautifully-produced journal The Antique Automobile. Under the heading “An Outstanding Magazine,” P. S. de Beaumont refers to Motor Sport  “as by far the best automotive monthly for the enthusiast,” and our contributor ” Baladeur,” described as “an anonymous but terrifingly completely informed historian,” gets an extra bit of praise all to himself. We had  reason to blush, for this reference to us contains the following: “No one really interested in automobiles from any angle can afford not to subscribe. Those already subscribing to other foreign publications will prefer Motor Sport. The Editor does not even know I am writing this, which I have felt obliged to write simply because a good product deserves fair praise and the Antique Automobile Club of America’s members deserve being informed of its existence.”

Well, that really is very nice of you, Mr. P. S. de Beaumont. For our part we would say how greatly we enjoy The Antique Automobile and how very well it is produced. The current issue contains, amongst other good things, some more of Peter Heleck’s fine historic drawings, an account of the second Vanderbilt Cup Race, a description of how Cadillac twice won the Dewar Trophy, a Register of Members’ cars, notes on renovating a veteran, a long quotation from Jarrott’s “Ten Years” and a description of the first production-model air-cooled Franklin. For this excellent publication alone, those of you who can produce currency in the States should join the Antique Automobile Club of America, whose official organ The Antique Automobile  is. The subscription is $3.50 for non-active members and should be sent to Samuel E. Baily, 45, East Levering Mill Road, Bala-Cynwyd, Penna.

Needless to say, the A.A.C. of A. doesn’t even know we are publishing this retaliatory compliment!

Incidentally, Mr. P. S. de Beaumont correctly states that Motor Sport  incorporates the former Speed and Brooklands Gazette; he also refers to it as the Official Journal of the B.R.D.C., but we have to announce that recently we severed our connection with this Club.



On May 27th, Mr. F. R. G. Spikins, of the Laystall Engineering Company, and Mr. Mackay, the Works Manager from Wolverhampton, treated the North London E.C.C. to a very interesting talk, aided by exhibits consisting of a 6-1/2-litre Bentley crankshaft, an Austin Seven ditto, and an Amilcar con.-rod.

Mr. Mackay spoke first, and described the manufacture of crankshafts. Their weakest point, he said, was at the junction of the pin and the web. Nitriding was the most satisfactory method of hardening, as it also increases the fatigue value of the shaft a great deal. The drilling of the main journals did not affect the shaft strength, but when applied to the pins, it certainly did. If a crankshaft was balanced dynamically at a certain speed, it would be balanced at all speeds, and Laystalls balance at 750 r.p.m. in order to avoid the effects of whip.

Mr. Spikins dealt with the development of a racing car from a perfectly normal motor car, by a man of moderate means, and took as example his pre-war Singer which, in its final form, was known as the Bantam. His early days were devoted to motor-cycling, and he soon came to realise how very high was the drag caused by oil in the crankcase. Accordingly, when indulging in short competition sprints he would drain off all the oil, do his sprint, and immediately re-fill before anything seized; this gave him noticeably more m.p.h. His first car was one of the first Salmsons to come into the country, but on account of the curious valve gear, which precluded any overlap, the engine did not lend itself to tuning. Accordingly, attention was paid to drastic weight reduction mainly about the body. It was not policy to reduce weight of the moving parts in an engine, and in fact, the axiom now is that an engine is as heavy as you need. After the Salmson, he acquired in 1934 a perfectly-standard 9 h.p. Singer “Le Mans” 2-seater. In due course he set about reducing the weight; the chassis was shortened by 28 ins., and the rear portion turned upside down and underslung, various parts of the bodywork were dispensed with and the car was gradually transformed into a racing car, with a single seat aluminium body, no electrics such as a starter motor, dynamo or battery, and no clutch.  Wilson gearbox was fitted, also a blower, stronger valve springs and so on. Gaskets gave trouble, and in the end were dispensed with altogether. The final weight was 8 cwt. against the original 16-1/2 cwt. but everything about the engine, apart from high compression pistons, was as on the car in 1934. It had the counterbalanced crankshaft which was at that time supplied on request. In this form, it lapped the Outer Circuit at 114 m.p.h. (Its highest speed in a B.A.R.C. race appears to have been 96.71 m.p.h., with de Mattos at the wheel. —  Ed.)  Mr. Spikins described some of his journeys with the car on the road before it became a racing car, and in particular his competition experiences. He was a great believer in a good power/weight ratio, and one phrase he used was  —  the less weight you have to “inert” the better. He warned his audience that as soon as you start extricating greater power from the engine, you meet with troubles which lead from one thing to another as more and more urge is obtained. Long-distance racing, he said, was a most expensive game, but much more scope lay in sprints and hillclimbs, and also, as much fun.


Aston Martin Owners’ Club

In all, some eighty-five members and friends turned up to the Blechingley Rally, in various Aston Martins numbering twenty-seven, which included a Bamford 2-seater (1926), an Ulster-bodied 2-litre Speed Model, and the “Atom” saloon. Proceedings commenced at 2.30 p.m. with a line-up of cars in the front of the hotel, which was extremely impressive. As the weather was not too good, a film show was put on which was followed by tea, and the Concours d’Elegance, which was judged by R. Sutherland (Aston Martin, Ltd.) and Phillip Mayne (R.A.C.) and won by Mr. E. S. Powers with a very smart 2-litre coupé.  Mrs. Eric Cutler presented the prizes. St. John Horsfall arrived with the new 2-litre, with softly suspended chassis, which was examined from every angle by the assembled company. The weather certainly marred proceedings, but the general enthusiasm did much to overcome the effect of the wet day.


Prices down?

From the Sunday Express City Editor: “And, as I  forecast a month ago, the return of basic has brought no boom in used car prices. The only rush has been from motorists selling their cars because they think Mr. Gaitskell’s 90 miles a month is not enough.”



With the return of freedom from the specified route if not of motoring, the Bentley Drivers Club, under its “one-off ” Secretary, Stanley Sedgwick, is putting on an energetic programme of social and other events. The June Review  is full up to the top standard which this Club sets itself in journalistic endeavour, and besides many first-class pictorialities, contains an excellent account. of the dramatic 1927 Le Mans race, featuring “Old No. 7’s” crash, by Dr. Benjafield, a full report of the B.D.C. “Brains Trust,” notes on the different marks of 3-1/2 and 4-1/4-litre cars,  a description of the 9-ft. wheelbase, ex-Baker-Carr 3-litre, and a discourse on what Bentleys did at Brooklands from 1931 to 1935 by W. Boddy, etc.  Since March 31st new members, numbering amongst them 13 3litres, 11 4-1/2-litres, 4 4-1/4-litre 3s and 3 6-1/2-litres, have been elected and, in spite of seven resignations. Membership stands at the wonderful and highly satisfactory total of 701.  It hardly seems possible that any Bentley owners (ancient and modern) remain unenrolled  —  but if there are some more, no matter where, they are missing something if they do not contact the Secretary and join: S. Sedgwick, ” The Cobb,” Stoke Close, Cobham, Surrey.


That standard ration 

The standard petrol ration that we are now enjoying seems obviously to be at one and time same time, a Gaitskell  save-face and revenue-catching concession. For instance, while we believe that it has never been stated that those in receipt of supplementary allowances may draw a standard ration on any other car they care to tax, this is the case . Obviously, if it were not, cars could be taxed in the same way in the names of’ wives, girl-friends and relations. Moreover, it has been stated that a full six-months  ration can be drawn in any month from June to November and used up in a month, if desired. The six-months’ allowances are: Up to 9 h.p. 18 gallons, 10-13 hp. 22 gallons, 14-19 hp. 29 gallons, over 20 hp. 31 gallons. If all the allowance is used in a month and the licence only held for that month, this represents, to the nearest farthing, 6d. a gallon for an eight, 6-1/4d. a gallon for a ten, 6-1/2d. a gallon for a “14” and 9-1/4d. a gallon for a 21 hp. car, respectively, not counting actual cost of the fuel. For a 3-wheeler the figure is 3d. a gallon. The unfortunate who wants to motor for six months in an eight pays over 3s. a gallon. Small cars seem favourably placed, for 40 m.p.g. equals 120 miles a month, while a Ford V8 at 20 m.p.g., will manage just over 103 miles. Vintage cars are less happy, it would seem, for even by fairly optimistic reckoning a 3-litre Bentley would be lucky to exceed 82 miles a month (whereas 90 was promised), or a “12/50”  Alvis is much over 90 miles. Very large cars will only do about 2/3rds of the promised mileage. Three-wheelers, well-tuned to do 45 m.p.g., will manage 135 miles a month and a J.M.B. able to do 60 m.p.g. on its one-lung, 180 miles. What a fair system!  Incidentally, the Sunday Express celebrated the first standard-ration week-end by a story entitled  “Britain’s First Motor-Car Tragedy” which quoted extensively from the Autocar of 1899.


Plymouth  M.C.

The annual “200” Trial will be held on August 1st. the day following the M.C.C. Devon Trial and the following clubs have been invited: M.C.C.. Mid-Surrey A.C.,  N.W.L.M.C.,  Bristol M.C. & and West of England M.C.. The start is from Tavistock  and the route will embrace live or six hills in a distance of ten to fifteen miles. Details from: R. Barton, 2. Walmer Mannamead, Plymouth.


Entries close

Entries for the M.C.C. Devon Trial close on July 5th, and the latest date for joining the M.C.C. is July 3rd.


THE 1948 R.A.C. British Hill-Climb Championship

The entrants to date for the R.A.C. British Hill-Climb Championship, won last year by Raymond Mays’ E.R.A., are:

Raymond Mays, E.R.A.

L.G. Johnson, E.R.A.

K.N. Hutchison, Alfa Romeo

M.A.H. Christie, A.C. Nash

A. Brooke, Vauxhall Villiers

D. Murray, M.G.

G. Tyrer, Bugatti

A.J. Butterworth, A.J.B.

E. Brandon,  Cooper

R.D. Poore, Alfa Romeo

S.H. Allard, Allard.

Entrants must run in four out of five specified hill-climbs, of which Shelsley Walsh and Bo’ness have already been contested, the remaining fixtures being: Bouley Bay … July 15th,  Craigantlet … August 28th, Prescott …September 12th.


More “Yardstick”

At a motor-car auction sale held nine days after the restoration of “free” motoring, out of 55 vehicles, all demonstrated as running, we saw come under the hammer, 14 were sold. The highest bids received were:

£30  —  1932 Armstrong-Siddeley Fifteen saloon

£35  —  1935 Morris Commercial van

£40  —  1934 Bedford lorry

£40  —  1933 “19.8” Chrysler saloon

£40  —  1929 Austin “24/6” saloon

£50  —  1930 Austin “12/4” tourer

£55  —  1932 “24.7” Daimler saloon

£70  —  1935 Bedford van

£70  —  1934 Armstrong-Siddeley Fifteen saloon

£85  —  1936 Ford Eight van

£85  —  1937 Jowett van

£90  —  Chevrolet ex-W.D. lorry

£110  —  B.S.A. 4-cylinder 3-wheeler

£115  —  1932 Sunbeam Eighteen coupé

£130  —  1936 Morris Eight tourer

£130  —  1933 S.S.1. coupé

£130  —  1935 Austin Sixteen saloon

£135  —  1939 Reliant 3-wheeler van

£155  —  1935 Morris Eight saloon

£155  —  1939 Morris Eight van

£165  —  1935 S.S.1. “Airline” saloon

£175  —  1933 Wolseley Sixteen saloon

£180  —  1937 Morris 10-cwt. van

£185  —  1937 Opel saloon

£192 10s.  —  1937 Ford Eight saloon

£195  —  1935 Packard utility

£195  —  1935 Austin “12/4” saloon

£195  —  1938 Ford Ten tourer

£195  —  1937 Standard Flying Nine saloon

£200  —  1938 Morris Eight saloon

£200  —  1933 Lanchester Eighteen saloon

£215  —  1937 Morris Eight saloon

£232 10s.  —  1938 Morris Ten coupé

£235  —  1939 Standard Eight saloon

£240  —  1935 Vauxhall “12/4” drophead

£240  —  1938 Austin Ten saloon

£240  —  1937 Morris Twelve coupé

£240  —  1936 Standard Flying Sixteen saloon

£250  —  1939 Standard Ten saloon

£265  —  1938 Morris Eight saloon

£270  —  1939 Ford Ten van

£270  —  1936 Studebaker saloon

£270  —  1942  Austin Eight ex-W.D. tourer

£270  —  1938 Vauxhall Ten Utility

£277 10s.  —  1939 Austin Ten saloon

£280  —  1938 Hillman Minx saloon

£320  —  1939 Morris saloon

£357 10s.  —  1938 Standard Flying Twelve saloon

£375  —  1947 Morris Eight van

£420  —  194?  Hillman Minx van

£425  —  1937 2-litre M.G. saloon

£500  —  1938 Wolseley Fourteen saloon

£520  —  1946 Renault Twelve saloon

£545  —  1948 Singer sports four-seater

£660  —  1936 Buick saloon


Stop Press —  Lancia M.C. Driving Tests

The Lancia M.C. beat the B.D.C., F.N.C.C. and Lagonda C.C.  Pollack’s blown Frazer Nash clocked 11.4 sec. in the acceleration test, Cook’s 4-1/2-litre Bentley 12 sec., while Barker’s 1924 “11.9” Lagonda made third best performance for his team.


Stop Press — Chiltern Hills Trophy Trial

This  was  won by H. Birkett (Austin 7).