Club News, July 1951


Two Hillman Fourteen tourers, circa 1929, were seen parked together in Bucks recently. Barry Eglesfleld has acquired a 12-h.p. Invicta. Peter Waring has disposed of his well-known Alvis and has bought the ex-Lord Selsdon 4½-litre Talbot, which he intends to convert back into a sports car. The new owner of the Alvis is G. T. Carill-Worsley. Reverting back to our “Episodes From History 15” picture, Paul Frere reminds us that the 1938 Coppa Ciano was the first race In which Gigi Villoresi was given a full G.P. car. when he took over front Trossi—and he promptly returned fastest lap, which created quit e a stir! G. T. Watchman, 46, Colgrave Road, Loughborough, is getting good service from a 1931 Th. Schneider and would like to contact other owners or spares sources. His car still does 78 m.p.h., and he is taking it to Canada in the near future. Congratulations, to the News Chronicle for getting Reg. Parnell to write a regular Monday motoring feature, backed by results of week-end events.

J. M. Sparrowe emphasises that his well-known competition Morgan 4/4 is one oI the “Le Mans Replicas” that was built after the war, in 1947 in fact, although of pre-war design. We hear of a 1929 16/50 Humber, “late titled owner,” and a 1931 Talbot “90” Weymann coupé looking for good homes.

In connection with its Rally and Concours for vintage and veteran cars and motor-cycles last May, the Grimsby M.C. issued a very informative programme —an object lesson to the V.C.C. Interesting entries included a Cluley. a Chrysler 70, an ex-raoing 987-c.c. McEvoy motor-cycle. a 1922 2½-h.p. Autoglider scooter, a 1911 Calthorpe Minor coupé and a 1910 Briton. F. M. Moss would like to know  history of his blown 1½-litre Alfa-Roineo, UV 181—his address is 109, London Road, Luton.

G. Ravenseroft, Burwood Yews, Burwood Park. Walton-on-Thames„Surrey, is running a 1922 11.9-h.p. Bean and would like to contact other Bean users with a view to forming an association of the register sort. He knows of several spares. K. G. Novell is hoping to fully restore a 1929 11.9.h.p. Clyno. J. H. Gourley, The Grange, Torksey, Lincoln, wants h..e. heads and twin carburetters for an Allard. Walter Freed asks us to point out that his XE 120 Jaguar was the fastest of eight at the Gosport Speed Trials last April and that this gained him second place in the unlimited sports car class, whereas we gave this honour inadvertently to the Cripps Special.

A “Who’s Who in the motor Industry,” to include racing drivers, is to be issued next year. The publishers will be Roland C. Bellamy. The Portway Garage, Twyford, Bucks., can supply spares for the older Rileys.


Because it so adequately expresses our own sentiments and those of so many of our readers we reproduce the Editorial from the May/June issue of the A.C. Owners Club Bulletin :—

This Is unlikely to be much of an Editorial—or, for that matter, much of a “Bulletin” either ; for we have only just got back from Silverstone and are still semi-waterlogged. After the excellent racing provided by the earlier events in the programme, all were keyed up for a really terrific Final, and there was much speculation as to just how close Reg. Parnell would be able to keep the “ThInwall” Ferrari to the Type 159 Alfas of Fangio and Farina— for in the earlier heats it was impossible to say who was going flat out, or for how long. But it was not to be. The heavy clouds eventually burst, and to the accompaniment of thunder and lightning (one specimen of which. chose to detonate only a yard or two—or so It seemed—over our heads) the circuit was deluged in as impressive and concentrated downpour of hail and rain as most present had ever witnessed. No one who was there will ever forget the fantastic spectacle provided by the they breasted the floods for six soggy laps; and we personally shall clever forget the sound of the drenched crowd’s cheering as the apparently amphibious Parnell swept into the lead. All were aware, of course, that but for the weather things would probably have been rather different. But even to the spectacle of a Briton leading two of the world’s finest cars and drivers in a.Formula I event was enough to take their minds off their Men misery, if only temporarily. Their cheers were heart-warming, and very signiflicant. Gosh! (We thought)—what would the noise be like if Parnell had been driving a British car. And (to carry our day-dream a stage further) if he had been In the lead in a British car and it had not been wet … and from that our thoughts—as far as the deluge permitted thought—flew to the only hope, apparently, of that dream ever coming true. May the day come soon when a B.R.M. with a British driver at the wheel will lead the Alfas and Ferraris. And may we be there to see It, and to hear the crowd. July 11th . . . ?


A Scavenge Hunt was held on the afternoon of-Sunday, May 27th, starting from Findon Green.

The entrants were given a list of 100 articles and allowed 2½, hours in which to collect the maximum number. Points were given according to the article . . . a bottle of Chanel No. 5 obtained five marks and a piston one mark.

Only one competitor managed to find the birdcage and returned complete with this article, a bird and a cuttle-fish inside it.

Tea at the Greypoint was followed by an enjoyable evening at the Greypoint Club which is the Headquarters.

Final results were :—

1st: Miss Field (B.S.A. tourer), 94 points; 2nd : F. K. Livingston (Morris Cwley), 92 points; 3rd : J. F. O. Brown (Amilcar), 86 points.

Mr. Cormick would undoubtedly have won had he realised that there were two sides to sheets of paper, as without: turning over the list he obtained 80 marks.


The following statement was issued recently :—

In view of the very considerable reduction in revenue received by the Club over the past two years, due mainly to a decrease in Prescott reciepts, and the the rapidly increasing costs of maintainance of the hill, it was decided that the Club could only continue to exist if very drastic economies were effected.

To this end it was decided, with very real regret, that the Club could no longer afford the expense of the services of a paid Secretary. and while extremely reluctant to do so, it was decided that there was no alternative but to terminate the engagement of Major G. Dixon-Spain. This has been done, and will become effective at the end of June, when the newly appointed Honorary Secretary, Mr. .E. J. Newton, will take over his duties. Mr. Kenneth Nightingale bas been appointed honorary Treasurer, and will operate in this capacity from the same date, and the Club is deeply grateful to thew two members for their very public-spirited gesture in taking on these onerous posts.

The annual subscription has been reduced to 2 gns., or 3 gns. with Prescott admission.


Ken Purdy, Editor Of America’s largest selling men’s niagazine True, which often publishes leading motoring articles, has sent us a copy of the Connecticut Motorist containing a long list of “dont’s” for users of automatic transmissions. To start cars so equipped by pushing you have to take certain precautions. Thus with Buick Dynaflow you go off in neutral, switch on and select “drive” above 15 m.p.h., if Fordornatic the same but select ” drive-range ” at 20 m.p.h., if Mercomatic the same only different., as it were, for you select “low-range.” Ditto Powerglide, but at 15 m.p.h., ditto again with Prestomatic, Tip Toe and Gyromatie, only at 10. m.p.h., unless you are on “slick ice.” If you have stalled your Studebaker, switch on, depress and release accelerator once only, select neutral, then “drive” or “low”at 15-20 m.p.h. On slick ice, try “drive.” With Supermatic and Drivemaster remember to disengage overdrive with the former, turn off auto-shift., depress clutch, get. “high” and switch on. Clutch out (they mean in) at 10 m.p.h. Ultramatic owners can be pushed to 25 m.p.h. in neutral and then get into “high “—good old Packard.

If a car has to be towed you may be in awful trouble. The Dynaflow mechanic must install a neutral locking-strip before you can tow this one. With Fordomatic or Mercomatic a tow exceeding three miles means removing the drive shaft, ditto if a transmission snag develops with Hydra-matic, although if only the engine is at fault a 25-m.p.h. tow is permissible providing the car has run 1,000 miles or moire. The back wheels need to be off the ground to tow the Chevrolet with Powerglide; a service man must prepare a Studebaker for towing. Thanks, Ken Purdy, these notes may save Festivalling Americans from trouble. For our part, we do not use auto-shifts and we certainly try to avoid driving modern American cars on slick ice!


The first correct solution to reach us came from Peter Hull of Perth, who recognised the car as a Silver Hawk of the early nineteen-twenties. Others Who knew this were : D. S. Alackwood of Edinburgh, T. G. Cock of Poplar, P. L. K. Bird of London, N.W.3, and J. A. F. Cripps of Southampton, the last named remarking that he had one in 1929 which was “quite fast, all things considered and very economical.” These cars were raced and took records at Brooklands, as Volume One of “The Story of Brooklands ” describes, and the late Noel Macklin, later of Invictas, was associated with them. Not many can have been built.

We can understand why A.B.C. and Rhode were chosen for equally-popular incorrect attempts, because both makes appeared in long-tailed sports form, although the A.B.C. had a more upswept tail, the sports Rhode one shaped like that of an airship. Eric Campbell, Marlborough, Salmson, Jowett and Gwynne were other attempts. Really, we shall have to do an article sorting out the tails of early sporting small cars one of these days!


Two calculators of direct interest to Motoir Sport readers are made by Blackwell. The first, which is only 5½ in. in diameter, is an average speed calculator and the other, 7 in. in diameter, known as the Mk II, enables lap speeds and index of performance in races like Le Mans to be easily computed. These calculators, which are priced at 10s. 6d. and 25s., respectively, are nicely made and clearly calibrated. They are invaluable to rally drivers and racing managers and no doubt figured prominently at Le Mans. They are obtainable from Blackwell’s Metallurgical Works, Ltd., Thermetal House, Garston, Liverpool, 19.