British Car Day Programme - The Toronto Triumph Club

Transcription

T h e M a g a z i n e O f T h e T o r o n to T r i u m p h C l u b
28
ANNUAL
th
Fall 2011
Three Models
Celebrate
50 Years
Souvenir Programme
Presented by
FREE
PARts & AccEssoRiEs
cAtAlogs
contents
16
20
10
From the Editor . . . . . . . . . . . . . . . . . . . . . 5
From the President . . . . . . . . . . . . . . . . . . 7
Featured Anniversary Marques
Jaguar E-Type, 50 Years . . . . . . . . . . . . 10
Triumph TR4, 50 Years . . . . . . . . . . . . . . 16
MG Midget, 50 Years . . . . . . . . . . . . . . . 20
“Keep’em On
The Road”™
Featured Clubs
MG Car Club of Toronto . . . . . . . . . . . . . 22
Quality Parts & Accessories
Fully illustrated catalogs with the parts you need.
Specify your make and model to get a FREE catalog.
Member’s Pages
29
Fast Service, Simple Ordering and Convenient, Quick Delivery.
MGA
MGB, MGC
Midget
TR2, TR3, TR4, TR4A
TR250, TR6
TR7, TR8
GT6, Spitfire
100-4, 100-6, 3000
Sprite
Alpine, Tiger
www.VictoriaBritish.com
Shop Online ... Fast, Simple & Safe
1-800-255-0088
Orders - Catalog Request -Status
VICTORIA BRITISH LTD.® PO Box 14991, Lenexa, Kansas 66285-4991
On the Cover
Canadian Classic Best in
Show winners’ Don & Judy
Johnson’s 1972 Spitfire
poses in front of Ottawa’s
Museum of Civilization &
Parliament buildings.
Ragtop starts on page 37
Photos by Mike Graham
and Don Johnson
Club Hub . . . . . . . . . . . . . . . . . . . . . . . 31-33
The Magazine Of The TOrOnTO TriuMph Club
fall 2011
Features
Capital
Classic
Ottawa Hosts
26th Event
Wayne’s World • TR6 Tire Sizing • Ethanol: Good or Bad?
Club Events:
26th Canadian Classic Review . . . . 35-39
Marque My Words:
Wayne’s World . . . . . . . . . . . . . . . . . . . 41-46
Bits & Pieces:
Ethanol & Octane Issues . . . . . . . . . 47-51
Tire Sizing . . . . . . . . . . . . . . . . . . . . . . . 52-54
British Car Day Programme • September 18, 20113
from the editor
SUBMISSIONS
Format: MS Word files are preferred. Send via
email or on CD, 10Mb limit on email files. Send
photos separately, do NOT embed in the text file.
Hard copy submissions are acceptable, but not
preferred. Graphics must be in major graphics formats, jpeg, tiff or Photoshop files. In Person: To the
editor at the monthly meetings.
Mail: 2421 Poplar Crescent,
Mississauga, Ontario L5J 4H2
E-mail: [email protected]
ADVERTISING
Contact the Club’s advertising representative for
details of dates and submissions. Submit ads as
high resolution (min 300 ppi) PDF files, saved for
print in CMYK format, fonts embedded, by E-mail
to [email protected]
The advertising year is from Jan.1 to Dec. 31. A
copy of Ragtop is sent to all paid advertisers.
2011 ADVERTISING RATES
Rear Cover . . . . . . . . . . . . . . . . . . . . . . . . $500 per year
Inside Front Cover . . . . . . . . . . . . . . . . . . . . . . . . . $475
Inside Back Cover . . . . . . . . . . . . . . . . . . . . . . . . . . $450
Full Page Inside . . . . . . . . . . . . . . . . . . . . . . . . . . . $305
Half Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $185
Quarter Page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $115
Business Cards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $70
Full colour . . . . . . . . . . . . . . . . . . . . . . . . . . . $115 extra
Second colour . . . . . . . . . . . . . . . . . . . . . . . . . $75 extra
Flyer Inserts . . . . . . . . . . . . . $190/issue (max 4 pgs)
(All rates are for 4 issues, except flyers)
[email protected]
2011 SCHEDULE
Issue
Deadline Mailed
Spring . . . . . . . . . . . . . April 1 . . . . . . . . . End of April
Summer . . . . . . . . . . . June 10 . . . . . . . . . End of July
Fall/BCD Program . . .August 12 . . . Mid September
Winter . . . . . . . . . . . . . Nov. 18 . . . . . . Mid December
Welcome to British Car Day
O
n behalf of the Toronto Triumph Club, I want to welcome you to
the 28th annual British Car Day - The largest one-day British car show in
North America!
There’s lots to see and do and we hope this special souvenir programme
issue of Ragtop magazine will help you find the cars and vendors you want
to see during your visit. There’s a handy map on pages 8 & 9, which shows
you where everything is located in the park.
Celebrating 50 years, the Jaguar E-Type, Triumph TR4 and MG Midget
are our main featured models at this year’s show and we are hoping for a
large turnout of each. Examples of each will be on show in a special display, adjacent to the
registration area. You can read the histories of all of our featured models in this programme.
The Charlie Conquegood memorial award will be presented to the best Triumph TR4 at
British Car Day. Please note that Participant’s Choice Judging can commence as soon as you
arrive and this year will finish earlier - at 1pm. The awards ceremony will also start earlier
at 2pm by the registration area and we encourage everyone to attend to pick up their awards.
Awards that aren’t claimed on the day will NOT be mailed out, as this puts undue financial
strain on our club, however they will be available for pick-up at next year’s show in 2012.
I would like to thank the car clubs who contributed to this program and also our main
sponsors - Crescent Oil, Budds’ Imported Cars and Lant Insurance for their invaluable support.
Please enjoy the show and this special edition of our magazine, the regular Ragtop issue
starts on page 29. BCD
David Fidler, Editor
Thanks to Our Sponsors
General Enquiries
[email protected]
Ragtop is published quarterly by the Toronto Triumph Club Inc. (“TTC”) and is distributed to its
members as part of their annual dues. The TTC or
the Editors cannot accept responsibility for the
safe return of any submitted material. We will do
our best, but accidents do occur.
We accept no responsibility for errors or omissions. Opinions expressed are those of the authors
and do not necessarily reflect those of the TTC Executive or Membership.
Copyright © 2011 by the TTC.
Non-profit groups may reprint articles from this
publication, where the author has not reserved
rights, provided we get credited and both the author and TTC receive a copy of the publication in
its entirety.
Distribution by Pillar Direct Marketing Services.
Printed by Printwell Offset for the Toronto Triumph
Club.
Canada Post Publications # 40022175
British Car Day Committee
British Car Day Programme
Co-Chairs:
David Tushingham &
Tony Grosso
Secretary:
Andrew Grace
Advertising Sales: Ian Parkhill 905.317.3784
David Fidler
Frank Manning
Volunteer Coordinator: Chris Lindsay
Sponsorship:
Frank Manning
Vendors:
Ian Parkhill &
Alistair Wallace
Park Liaison: Wayne McGill
Computer Services: Vic Whitmore
Dave Copping
Director of Communications: David Fidler
Event Photographer: Larry Llewellyn
Editor & Publisher: David Fidler 905.829.9340
Art Director: Michael Cleland
“British Car Day” ® is the registered trademark of the Toronto Triumph
Club Inc. This programme and its contents may not be reproduced or
distributed by any means without permission of the TTC. Most articles
and photography contained herein have been supplied by various
car clubs and are credited as such, where appropriate. This material
remains their property and reproduction is expressly forbidden, except
by permission from them and the TTC.
Printed by Printwell Offset, Brampton, Ontario.
Copyright © 2011 by the TTC.
from the president
Executives
President . . . . . . . . . . . . . . . . David Tushingham 905.830.9124
Vice President . . . . . . . . . . . . . . . . . . Ian Parkhill 905.637.2034
Secretary . . . . . . . . . . . . . . . . . . . . . Andrew Grace 416.763.3824
Treasurer . . . . . . . . . . . . . . . . . . . . . Chris Lindsay 416.233.7360
Membership . . . . . . . . . . . . . . . . . . Scott Douglas 905.334.4020
Director of Communications . . . . . David Fidler 905.829.9340
Director at Large . . . . . . . . . . . . . . Wayne McGill 905.847.5532
Director at Large . . . . . . . . . . . . . . Scott Douglas 905.334.4020
Past President . . . . . . . . . . . . . . . . Johan Aaltink 705.456.4276
Celebrating Over 105 Years in Business
Ragtop Magazine
Editor & Publisher . . . . . . . . . . . . . . David Fidler 905.829.9340
Distribution . . . . . . . . . Rod Jones - Pillar Direct 416.755.9494
Art Director . . . . . . . . . . . . . . . . . Michael Cleland 905.873.7704
Advertising Sales . . . . . . . . . . . . . . . Ian Parkhill 905.637.2034
David Fidler 905.829.9340
Club Photographer . . . . . . . . . . Larry Llewellyn 416.245.9217
Website
CRESCENT OIL FEATURES
Web Manager . . . . . . . . . . . . . . . . David Copping 905.827.6970
Website Classifieds . . . . . . . . . . . . Vic Whitmore 905.889.7261
David Copping 905.827.6970
Club Coordinators
Meeting Coordinators . . . . . . . . . . Ian Parkhill 905.637.2034
Scott Douglas 905.334.4020
Interclub Coordinator . . . . . . . . . . . . . . Tony Fox 905.632.0479
Ambassador at Large . . . . . . . . . . Wayne McGill 905.847.5532
Regalia . . . . . . . Clive & Jacquelynne Huizinga 905.884.2091
Historians . . . . . . . . . . . . . . . . . . . . Wayne McGill 905.847.5532
Frank Manning 905.643.2359
Volunteer Coordinator . . . . . . . . Chris Lindsay 416.233.7360
Sponsors . . . . . . . . . . . . . . . . . . . Frank Manning 905.643.2359
Motorsports . . . . . . . . . . . . . . Simon Rasmussen 905.853.2514
Kendall GT-1 High Performance 20W-50 Motor Oil is
fortified with additional zinc dialkyldithiophosphate
(ZDDP) additive to provide enhanced wear
protection and oxidation resistance. It is particularly
effective in turbocharged engines and in highperformance engines with flat-tappet camshafts,
especially during the critical break-in period. The
newly formulated oil now contains Liquid Titanium
which improves fuel economy and provides extra
protection against engine wear.
136 Cannon Street West, Hamilton
905 527 2432 • Free Delivery • 1 800 263 6483
Marque Coordinators
TR2, 3, 3A & 3B . . . . . . . . . . . . . Malcolm Taylor 905.880.0079
Alistair Wallace 905.627.2941
TR4, 4A, 5 & 250 . . . . . . . . . . . . . . . . . . John Lille 416.231.3092
TR6 . . . . . . . . . . . . . . . . . . . . . . . . Fred McEachern 905.727.2987
Spitfire-GT6 . . . . . . . . . . . . . . . . . . . Don Johnson 705.721.1231
Ron Pincoe 519.941.0976
Stag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tony Fox 905.632.0479
TR7 & 8 . . . . . . . . . . . . . . . . . . . . . Larry Llewellyn 416.245.9217
Event Coordinators
British Car Day Co-Chairs . David Tushingham 905.830.9124
Tony Grosso 416.266.7589
26th Canadian Classic . . . . . . . . Ottawa Valley Triumph Club/
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . David Tushingham
Spring Fling 2011 . . . . . . . . . . . . . . Don Johnson 705.721.1231
Around Georgian Bay Tour . . . . Clive Huizinga 905.884.2091
Annual BBQ . . . . . . . . . . . . . . . . . Brian Clark [email protected]
Jack Willekes 905.820.0269
General Mail/Membership
Mail P.O. Box 39, Don Mills Ontario M3C 2R6
Ragtop Mail & E-mail:
2421 Poplar Crescent, Mississauga, ON, L5J 4H2
[email protected]
YOU Made It Happen!
It is hard to believe as I write this message,
there are only 14 days left until British Car
Day... where did the summer go?
Again, I must thank all of the organizers of this year’s major events. Spring Fling
was a great success thanks to the effort of
Don and Judy Johnson. The Annual Summer BBQ organized by Brian Clark and Jack
Willekes, followed closely by the “Around
Georgian Bay Tour” successfully lead by
Clive and Jaquelynne Huizinga. The Canadian Classsic was hosted by our friends at
the Ottawa Valley Triumph Club and made
memorable by the efforts of Mike, Pat, Don,
and Martin.
We ask a lot of the individuals who organize these events and donate their time
on behalf of the TTC to the benefit of us all.
The last major event of the year is the
28th annual British Car Day. As you can
imagine, there is a tremendous amount of
organization needed. The British Car Day Committee has spent many months planning to
make this a successful event. Of course, it could never happen without the support of over
125 volunteers from all of our fellow clubs in the area. Thank you everyone. YOU are the
Champions of the Day!
Shortly, I will be putting out the call for some hearty souls to “take up the torch” of organizing a special event for the coming year. There is no denying there’s a tremendous
amount of time and effort involved, but in the end, it’s always rewarding!
Hardtops on if you’ve got ‘em!
Cheers,
— David Tushingham
Vendors
PUBLIC PARKING LOT
PUBLIC ENTRANCE
PUBLIC ENTRANCE
TTC Tent
Budds’
Jaguar &
Range rover
A9
M
J
G
WALKWAY
WALKWAY
EE
Vendor Area
TREES
A4
A2
B1 B2
A1
WALKWAY
V
WALKWAY
Z
WALKWAY
GG
YY
N
L
Q
WALKWAY
S
C
E
H
ROW 3
E
ROW 2
ROW 1
RF2
H
O
I
P
PP
QQ
ROW 22
ROW 21
OO
RR
X
Y
AA
DD
FF
ROAD
SS
CLUB BOOTHS
ROW 24
MOTORCYCLES
UU
VV
BUSES/COMMERCIAL VEHICLES
British Saloon
Car Club of Canada
TT
ROW 23
WW
N
ROW 31
WW
TREES
WW
XX
ROW 33
TREES
ROW 22
XX
MM
ROW 34
ROW 35
NN
Sponsors
LL
OAKVILLE
LIONS
FOOD
Featured Anniversary Marques
WW
NN
ROW 36
LL
ROW 37
TREES
8
T
R
ROAD
ROAD CLOSED
S
WASHROOMS
OAKVILLE
LIONS
FOOD
TREES
MM
Supplier of Kendall GT1 motor oil
Celebrating over 100 years
II
K
ROW 21
Vendor denotes programme advertiser
ROW 11
B3
A
ROW 10
A3
ROW 8
B4
C1
ROW 7
B5
A5
ROW 6
C2
KK
ROW 5
C3
B6
JJ
BB
ROW 4
C4
W
ROW 3
A6
HH
D
ROW 2
A17
B
ROW 1
A7
TREES
A18
WALKWAY
A8
U
AY
HW
PAT
A19
ROW 11
A10
A20
ROW 10
A11
A21
ROW 10
CC
WALKWAY
A12
A22
C6
ROW 9
ROW 5
ROW 4
ROW 3
F
ROW 9
B7
Awards
Presentation
Location
ROW 9
Flea Market
Area
A13
W
AY
SNACKS
& DRINKS
ROW 8
C7
A14
B8
PA
TH
ROW 7
C8
B9
Featured Cars &
“Meet The Stars”
Bill Brack &
Craig Hill
ROW 6
C9
A15
ROW 5
C10
B10
ROW 4
C11
A16
WALKWAY
C12
B11
ROW 2
ROW 1
WC
A23
TREES
REGISTRATION
ROAD
Flea Market
Area
ROW 32
Kimberly Taylor
Registration
The Wandering Bean Co.
RF 02
Olympic Softee Ice Cream
RF 03
Budds’ Jaguar & Range Rover Registration
Make
OVER FLOW AREA
C5
London Trading Post
A1, A2
British Autosports
A3, A4
KDC Ventures
A5, A6
MacGregor British Car Parts
A7, A8
Transport Books
A9, A10
BMC
A13, A14
Mr. Grean
A23
Vintage Car Connection
A16
Ultimate Transportation Products
A11
Mini Collectible Wheels
A17
Formula One Images
A18
Heritage Associates Dist.
A12
Citation (Meguiars)
A19
Transport Consultant
A21
Simply British Foods
A20
4 & 20 Blackbirds
A22
E
NC
RA
NT
B5
B1
B2
B3
B11
B6
B7
B10
B9
B8
B4
E
IC
BL
Custom Car Posters
FraserWood Collectibles
Armchair Motorist
Minigrid
Mini Mover
Vintage Sportscars/McFarling Sales
Young Imports
ILR Car Control School
Dr. Doolin
JD Auto
RB Racing
PU
Bramhall Classic Autos
A15, C12
Leatherique Canada Ltd.
C7
British Vehicle Electric
C6
British Cars (formerly Brit. Trains)
C5
Crescent Oil
C1
Fly Away Books
C8
Hendriks Enterprises
C4
Dan Lawrie Insurance Brokers
C9
Seven Emeralds
C3
Bespoke Off Road
C10
Thomas Franks
C2
Dream Cars Diecast
C11
Show Vehicle Locations
Main
Entrance
For Show
Vehicles
September 18 2011 • British Car Day Programme
Some of the Badges you will see at the show.
Model/Years Class
AC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CC
Ace . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CC
Aston Martin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BB
Austin . . . . . . . Sedans up to 1959 . . . . . . . . . . . WW
Austin . . . . . . Sedans 1960 & later . . . . . . . . . . . XX
Austin Healey . . . . . . . 3000 . . . . . . . . . . . . . . . . . . . . C
Austin HealeyRoadster 100 & 3000 MK1 . . . . . . . . D
Austin Healey . . . . . . Sprite . . . . . . . . . . . . . . . . . . . F
Austin Mini . . . . Sliding Window . . . . . . . . . . . . . . . L
Bentley . . . . . . . . . . Coaches . . . . . . . . . . . . . . . . . JJ
Buses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VV
Caterham . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EE
Cobra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CC
Daimler . . . . . . . . . . . SP250 . . . . . . . . . . . . . . . . . HH
Daimler . . . . . . . . . . Coaches . . . . . . . . . . . . . . . . . JJ
Delorean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . YY
Ford Anglia . . . Sedans up to 1959 . . . . . . . . . . . WW
Ford Anglia . Sedans 1960 & later . . . . . . . . . . . XX
Jaguar . . . . . . . Sedans 1988-2009 . . . . . . . . . . . . . LL
Jaguar . . . . . . . Sedans 1968-1987 . . . . . . . . . . . MM
Jaguar . . . . . . . . . . . XK8 97-09 . . . . . . . . . . . . . . . . NN
Jaguar . . . . . . . . XK Sports 97-09 . . . . . . . . . . . . . NN
Jaguar . . . . . . . . . . XJS 75-96 . . . . . . . . . . . . . . . OO
Jaguar . . . . . . . . Sports Pre 1961 . . . . . . . . . . . . . . PP
Jaguar . . . . . . . . . . . . . . SS . . . . . . . . . . . . . . . . . . . . PP
Jaguar . . . . . Sedans Pre XJ6 to 1968 . . . . . . . . . . QQ
Jaguar . . . . . . E-Type 6cyl Series 1 . . . . . . . . . . . RR
Jaguar . . . . . . E-Type 6cyl Series 2 . . . . . . . . . . . SS
Jaguar . . . . E-type Series 3 1971-1974 . . . . . . . . . . TT
Jensen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Y
Lanchester . . . . . . . Coaches . . . . . . . . . . . . . . . . . JJ
Land Rover . . . . . . . Post 1975 . . . . . . . . . . . . . . . . . A
Land Rover . . . . . . . Pre 1975 . . . . . . . . . . . . . . . . . . B
Lotus . . . . . . . . . . . . . . Elan . . . . . . . . . . . . . . . . . . DD
Lotus . . . . . . . . . . . . . Esprit . . . . . . . . . . . . . . . . . DD
Lotus . . . . . . . . . . . . . Europa . . . . . . . . . . . . . . . . . DD
Lotus . . . . . . . . . . . . . Exige . . . . . . . . . . . . . . . . . DD
Lotus . . . . . . . . . . . . . Seven . . . . . . . . . . . . . . . . . . EE
Marcos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH
Mayflower . . . . . . . . Coaches . . . . . . . . . . . . . . . . . JJ
MG . . . . . . . . . . . . . . T-Series . . . . . . . . . . . . . . . . . . J
MG . . . . . . . . . . . . . . Midget . . . . . . . . . . . . . . . . . . G
MGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K
MGB GT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I
MGB RoadsterRubber Bumper 75-81 . . . . . . . . . . . . E
MGB RoadsterChrome Bumper 62-74 . . . . . . . . . . H
MGC GT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I
MGC Roadster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I
Mini . . . . . . . . . . Sliding Window . . . . . . . . . . . . . . . L
Mini . . . . . . . . . . BMW early style . . . . . . . . . . . . . . M
MINI . . . . . . . . . . BMW new style . . . . . . . . . . . . . . M
Misc Coaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JJ
Misc Sports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH
Morgan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . II
Morris . . . . . . . Sedans up to 1959 . . . . . . . . . . . WW
Morris . . . . . . Sedans 1960 & later . . . . . . . . . . . XX
Morris Mini . . . . Sliding Window . . . . . . . . . . . . . . . L
Motorcycles . . . . . . All British . . . . . . . . . . . . . . . . UU
Nash . . . . . . . . Sedans up to 1959 . . . . . . . . . . . WW
Nash . . . . . . . Sedans 1960 & later . . . . . . . . . . . XX
Other Sports Cars . . . . . . . . . . . . . . . . . . . . . . . . . CC
Production Sedans up to 1959 . . . . . . . . . . . . . . WW
Production Sedans1960 & later . . . . . . . . . . . . . . . XX
Reliant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HH
Rolls Royce . . . . . . All Models . . . . . . . . . . . . . . . KK
Rover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FF
Sunbeam . . . . . . . . . Alpine . . . . . . . . . . . . . . . . . GG
Sunbeam . . . . . . . . . . Tiger . . . . . . . . . . . . . . . . . . GG
Sunbeam . . . . . . . . . Talbot . . . . . . . . . . . . . . . . . GG
Super 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EE
Triumph . . . . . . . . . . . . TR2 . . . . . . . . . . . . . . . . . . . O
Triumph . . . . . . . . . . . . TR3 . . . . . . . . . . . . . . . . . . . O
Triumph . . . . . . . . . . . TR3A . . . . . . . . . . . . . . . . . . O
Triumph . . . . . . . . . . . Herald . . . . . . . . . . . . . . . . . . . P
Triumph . . . . . . . . . . . Other . . . . . . . . . . . . . . . . . . . P
Triumph . . . . . . . . . . TR250/5 . . . . . . . . . . . . . . . . . Q
Triumph . . . . . . . . . . . . TR4 . . . . . . . . . . . . . . . . . . . Q
Triumph . . . . . . . . . . TR6 69-73 . . . . . . . . . . . . . . . . . . R
Triumph . . . . . . . . . . TR6 74-76 . . . . . . . . . . . . . . . . . . S
Triumph . . . . . . . . . . . . TR7 . . . . . . . . . . . . . . . . . . . . T
Triumph . . . . . . . . . . . . TR8 . . . . . . . . . . . . . . . . . . . U
Triumph . . . . . . . . . . . . GT6 . . . . . . . . . . . . . . . . . . . . V
Triumph . . . . . . . . Spitfire to 73 . . . . . . . . . . . . . . . W
Triumph . . . . . . . . . . . . Stag . . . . . . . . . . . . . . . . . . . X
Triumph . . . . . . Spitfire 74 & later . . . . . . . . . . . . . . Z
Trucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VV
TVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AA
British Car Day Programme • September 18 20119
Gil Melo’s Concours winning 1965
E-Type Coupe – 99.96 points at the
2009 OJOA Concours D’Elégance
Featured Model
Sexy Cat
Turns 50
Great example
of a Series 1
OTS at British
Car Day
1961 FHC
by
–
David Fidler
with help from Wikipedia
and Google
1960 E2A
Prototype
1957 E1A Prototype
Overview
The Jaguar E-Type was initially designed
and shown to the public as a grand tourer
in two-seater coupé form (FHC or Fixed
Head Coupé) and as a convertible (OTS or
Open Two Seater). The 2+2 version with
a lengthened wheelbase was released several years later.
On its release Enzo Ferrari called it
“The most beautiful car ever made” 3
The model was made in three distinct
versions which are now generally referred
to as “Series 1”, “Series 2” and “Series 3”.
A transitional series between Series 1 and
Series 2 is known unofficially as “Series
1½”.
In addition, several limited-edition
variants were produced:
• The “’Lightweight’ E-Type” which
was apparently intended as a sort of follow-up to the D-Type. Jaguar planned to
produce 18 units, but ultimately only a
dozen were reportedly built. Of
those, one is known to
D-Type
10
have been destroyed and two
others have been converted to coupé form. These
are exceedingly rare and
much sought after by collectors.
• The “Low Drag Coupé” was a oneoff technical exercise which was ultimately
sold to a Jaguar racing driver. It is presently
believed to be part of the private collection
of the current Viscount Cowdray.
The New York City Museum of Modern Art recognised the significance of the
E-Type’s design in 1996 by adding a blue
roadster to its permanent design collection, one of only six automobiles to receive the distinction.4
Concept versions
E1A (1957)
After the company’s success at the LeMans 24 hr through the 1950s, Jaguar’s
defunct racing department was given
the brief to use D-Type style construction to build a road-going
sports car, replacing the
XK150.
It is suspected that
the first prototype (E1A)
was given the code based
on: (E): The proposed pro-
duction name E-Type (1): First Prototype
(A): Aluminum construction (Production
models used steel bodies)
The car featured a monocoque design,
Jaguar’s fully independent rear suspension and the well proved “XK” engine.
The car was used solely for factory tests
and was never formally released to the
public. The car was eventually scrapped
by the factory.
E2A (1960)
Jaguar’s second E-Type concept was E2A
which, unlike the E1A, was constructed
from a steel chassis with an aluminum
body. This car was completed as a race
car as it was thought by Jaguar at the time
it would provide a better testing ground.
E2A used a 3-litre version of the XK engine with a Lucas fuel injection system.
After retiring from the LeMans 24
hr the car was shipped to America to be
used for racing by Jaguar privateer Briggs
Cunningham. In 1961 the car returned to
Jaguar in England to be used as a testing
September 18, 2011 • British Car Day Programme
mule. Ownership of E2A passed to Roger
Woodley (Jaguar’s customer competition
car manager) who took possession on the
basis the car not be used for racing. E2A
had been scheduled to be scrapped. Roger’s wife Penny Griffiths owned E2A until
2008 when it was offered for sale at Bonham’s Quail Auction. It eventually sold
for US$4,957,000.5
Production versions
Series 1 (1961–1968)
The Series 1 was introduced, initially for
export only, in March 1961. The domestic
UK market launch came four months later
in July 1961.10 The cars at this time used
the triple SU carburetted 3.8 litre 6-cylinder Jaguar XK6 engine from the XK150S.
The first 300 cars built had flat floors and
external hood (bonnet) latches. These cars
are rare and more valuable. After that, the
floors were dished to provide more leg
room and the twin hood latches moved to
inside the car. The 3.8 litre engine was in-
creased to 4.2 litres in October 1964.10
All E-Types featured independent coil
spring rear suspension with torsion bar
front ends and four wheel disc brakes, inboard at the rear, all were power-assisted.
Jaguar was one of the first vehicle manufacturers to equip cars with disc brakes as
standard from the XK150 in 1958. The Series 1 can be recognized by glass-covered
headlights (up to 1967), small “mouth”
opening at the front, signal lights and taillights above bumpers and exhaust tips under the number plate in the rear.
3.8 litre cars have leather-upholstered
bucket seats, an aluminum trimmed centre instrument panel and console (changed
to vinyl and leather in 1963) and a Moss
4-speed gearbox that lacks synchromesh
for 1st gear (“Moss box”). 4.2 litre cars
have more comfortable seats, improved
brakes and electrical systems and an allsynchromesh 4-speed gearbox. 4.2 litre cars
also have a badge on the boot proclaiming
“Jaguar 4.2 Litre E-Type” (3.8 cars have
a simple “Jaguar” badge). Optional extras
included chrome spoked wheels and a detachable hard top for the OTS.
A 2+2 version of the coupé was added
in 1966. The 2+2 offered the option of an
automatic transmission. The body is 9”
1961 Autocar Magazine announcement
(229 mm) longer and the roof geometry
is different. The roadster remained a strict
two-seater.
Less widely known, right at the end of
Series 1 production and prior to the transitional “Series 1½” referred to below, a very
small number of Series 1 cars were produced
with open headlights.11 Production dates on
these machines vary, but in right hand drive
form production has been verified as late as
March 1968.12 The low number of these cars
produced make them amongst the rarest of
all production E Types.
Following the Series 1 there was a transitional series of cars built in 1967–68,
unofficially called “Series 1½”, which are
externally similar to Series 1 cars. Due to
American pressure the new features were
open headlights, different switches and
some de-tuning (with a downgrade of twin
Zenith-Stromberg carbs from the original
Series 2 E-Type OTS
triple SU carbs) for US models. Some Series 1½ cars also have twin cooling fans
and adjustable seat backs. Series 2 features
were gradually introduced into the Series 1,
creating the unofficial Series 1½ cars, but
always with the Series 1 body style.
An open 3.8-litre car, actually the first
such production car to be completed, was
tested by the British magazine The Motor
in 1961 and had a top speed of 149.1 mph
(240.0 km/h) and could accelerate from
0–60 mph (97 km/h) in 7.1 seconds. A fuel
consumption of 21.3 miles per imperial
gallon (13.3 L/100 km; 17.7 mpg-US) was
recorded. The test car cost £2097 including taxes.13
Production numbers from
Graham Robson:14
• 15,490 3.8s
• 17,320 4.2s
• 10,930 2+2s
Production numbers from
xkedata.com:15
FHC OTS 2+2
Total
S1 3.8
7,670 7,828
0 15,498
S1 4.2
5,830 6,749 3,616 16,195
S1.5
1,942 2,801 1,983 6,726
TOTAL38,419
Late Series 1½ cars also had ribbed cam
covers. The interior and dashboard were
also redesigned, with rocker switches that
met US health and safety regulations being substituted for toggle switches. The
dashboard switches also lost their symmetrical layout. New seats were fitted,
which purists claim lacked the style of the
originals but were certainly more comfortable. Air conditioning and power steering
were available as factory options.
Production according to Graham Robson is 13,490 of all types.14
Series 2 production numbers
from xkedata.com:15
FHC OTS
2+2 TOTAL
S2
4,855 8,628 5,326 18,809
Official delivery numbers by market and year
are listed in Porter’s book6, but no summary
totals are given.
Series 3 (1971–1975)
A new 5.3 L 12-cylinder Jaguar V12 engine was introduced, with uprated brakes
and standard power steering. The short
wheelbase FHC body style was discontinued and the V12 was available only as a
convertible and 2+2 coupé. The convertible used the longer-wheelbase 2+2 floorplan. It is easily identifiable by the large
cross-slatted front grille, flared wheel
arches and a badge on the rear that proclaims it to be a V12. There were also a
very limited number of 4.2 litre six-cylinder Series 3 E-Types built. These were
featured in the initial sales literature. It is
believed these are the rarest of all E-Types
of any remaining.
Graham Robson lists production at
15,290.14
Series 3 production numbers
from xkedata.com:15
FHC OTS
2+2 TOTAL
S3
0 7,990 7,297 15,287
Limited editions
Two limited production E-Type variants
were made as test beds, the Low Drag
Coupe and Lightweight E-Type, both of
which were raced:
Low Drag Coupé (1962)
Shortly after the introduction of the EType, Jaguar management wanted to investigate the possibility of building a car
more in the spirit of the D-Type racer from
Series 2 (1969–1971)
Open headlights without glass covers, a
wrap-around rear bumper, re-positioned
and larger front indicators and tail lights
below the bumpers, better cooling aided
by an enlarged “mouth” and twin electric
fans and uprated brakes are hallmarks of
Series 2 cars. De-tuned in the US with
twin Strombergs and larger valve clearances, but still with triple SUs in the UK
and the much tighter valve clearances, the
engine is easily identified visually by the
change from smooth polished cam covers
to a more industrial “ribbed” appearance.
12
Series 3
E-Type V12
1962 Low
Drag Coupé
Restored Linder-Nocker Low Drag Coupé,
originally a Lightweight model
exception of the windscreen,
of aluminum alloy in the body panall cockpit glass was Perspex. A
els and other components. Howtuned version of Jaguar’s 3.8-litre
ever, with at least one exception,
engine with a wide-angle cylinder
it remained an open-top car in the
head design tested on the D-Type
spirit of the D-Type to which this
Malcolm Sayer
racers was used. Air management
car is a more direct successor than
became a problem and, though a higher
the production E-Type, which is more of a
performing vehicle than its production
GT than a sports car. The cars used an alucounterpart, the car was never competitive.
minum block tuned version of the producThe only test bed car was completed in
tion 3.8-litre Jaguar engine with 300 bhp
summer of 1962, but was sold a year later to
output rather than the 265 bhp produced
Jaguar racing driver Dick Protheroe. Since
by the “ordinary” version. All factory-built
then it has passed through the hands of sevlightweights are fitted with fuel injection.
eral collectors on both sides of the Atlantic
The cars were entered in various races,
and is now believed to reside in the private
but unlike the C-Type and D-Type racing
collection of the current Viscount Cowdray.
cars, they did not win at Le Mans or Sebring, but were reasonably successful in
private hands and in smaller races.
Lightweight E-Type (1963–1964)
One Lightweight was modified into a
Twelve cars plus two spare bodies were
Low-drag Coupe (the Lindner-Nocker car)
made by Jaguar.
and many were fitted with more powerful
In some ways, this was an evolution of
engines as developments occurred.
the Low Drag Coupé. It made extensive use
which elements of the E-Type’s styling and
design were derived. One car was built to
test the concept designed as a coupé as its
monocoque design could only be made rigid enough for racing by using the “stressed
skin” principle. Previous Jaguar racers
were built as open-top cars, because they
were based on ladder frame designs with
independent chassis and bodies. Unlike the
steel production E-Types, the LDC used
lightweight aluminum. E-Type designer
Malcolm Sayer1 retained the original tub
with lighter outer panels riveted and glued
to it. The front steel sub frame remained intact, the windshield was given a more pronounced slope and the rear hatch was welded shut. Rear brake cooling ducts appeared
next to the rear windows, and the interior
trim was discarded, with only insulation
around the transmission tunnel. With the
Motor sport
Bob Jane won the 1963 Australian GT
Championship at the wheel of a “lightweight” E-Type.16
The Jaguar E-Type was very successful in SCCA Production sports car racing
with Group44 and Bob Tullius taking the
B-Production championship with a Series-3 V12 racer in 1975. A few years later, Gran-Turismo Jaguar from Cleveland
Ohio campaigned a 4.2-litre 6-cylinder
FHC racer in SCCA production series and
in 1980 won the National Championship
in the SCCA C-Production Class, defeating a fully funded factory Nissan Z-car
team driven by Paul Newman. BCD
References
1. http://www.lboro.ac.uk/service/publicity/newsreleases/2005/37_sayer.html.
[Photo caption] The late Malcolm Sayer, who was a
student at Loughborough University’s Department of
Aeronautical and Automotive Engineering in 1938,
was the designer of the C, D and E-type Jaguar, the
XJ13 and the XJS.
2.The Daily Telegraph. UK. http://www.telegraph.co.uk/motoring/main.jhtml?xml=/motoring/2008/03/15/mfcars5.xml&page=2
3. Classic Car Review 1964, article by Sean Curtis
4. New York Museum of Modern Art http://press.
moma.org/images/press/PRESS_RELEASE_ARCHIVE/AUTO.pdf
5.Bonhams Auctioneers. http://www.bonhams.
com/cgi-bin/public.sh/pubweb/publicSite.r?sContin
ent=USA&screen=lotdetailsNoFlash&iSaleItemNo
=3965994&iSaleNo=16133&iSaleSectionNo=2.
6. Porter, Philip (2006). Jaguar E-type, the definitive history. p. 443. ISBN 0-85429-580-1.
7. “’69 Series 2 Jaguar E Types”. Autocar. 24 October 1968
8. The Complete Official Jaguar “E”. Cambridge:
Robert Bentley. 1974. p. 12. ISBN 0-8376-0136-3.
9. “Jaguar E-Type Specifications”. http://www.
web-cars.com/e-type/specifications.php.
10. “Buying a secondhand E-type Jaguar”. Autocar:
pages 50–52. 6 April 1974.
11. See Jaguar Clubs of North America concours information at: http://www.jcna.com/library/concours/
index.php and more specifically the actual Series
1½ concourse guide at http://www.jcna.com/library/
concours/2006/e-type1.5.pdf
12. Compare right hand drive VIN numbers given in
JCNA concours guide referred to above with production dates for right hand drive cars as reflected in the
XKEdata database at http://www.xkedata.com/
13. “The Jaguar E-type”. The Motor. 22 March 1961.
14. Robson, Graham. A–Z British Cars 1945–1980.
Devon, UK: Herridge & Sons. ISBN 0-9541063-9-3.
15. http://www.xkedata.com/stats
16. Chambers, Cliff. E-Type turns 50, Unique Cars,
Issue 323, Apr 13 - May 13, 2011, page 60
An Important Note...
You may be more familiar with Jaguar’s
most revered sports car as having the name
“XKE”. Jaguar purists insist that the proper
term is “E-Type” and all of the non-marketing literature from the factory referred to
their popular two-seater (and 2+2) as such.
“XKE” has found its way into popular culture however. It is also a fact that the factory
used the term in their sales efforts, so they
can’t be too offended by its use. At various
times, even the terms “XK-Engineering”
and “XK-Elegence” was employed.
The Cat’s Cradle
Jaguar Specialists
Nello Aimola
Evans
Mike Lenard
QEW Gardiner
Master Technician
Park Lawn
Royal York
Queensway
Islington
431 Royal York Road
Toronto, ON M8Y 2R8
(Entrance at south side
of building)
Manager
Manitoba
Lake Shore
431 Royal York Road, Toronto, ON
Tel: 416.236.7524
14
M8Y 2R8
www.Bespokeoffroad.co.uk
[email protected]
Tel: 011 44 7970440158
Land Rover Defender and Series
restorations based in Oxford, England
Restoring the iconic Land Rover for the
discerning North American market
Come and see our stand at the show
Booth Number C10
Featured Model
Triumph
TR-4
Turns 50
by
In 1959 the sales department at Standard Triumph realized they had a serious problem.
The TR-3 was still doing well in international rallys, capable of winning their
class in local race meets and despite its
obvious shortcomings, the car was still
selling well in the all important North
American market.
The truth was that the TR-3 was nearing the end of its life span. The competition
was now building cars with independent
suspension, 4 wheel disc brakes, proper
heating, defrosting and wind up windows.
The era of the open roadster with plastic
side curtains was over.
Bill Brack
In the beginning, Bill and his longtime friend, Ted
Slavins opened a small neighbourhood car lot in
rural Oakville. They worked out of a derelict gas
station and a trailer, buying and selling used British cars.
As they became known and their reputation
grew, and with a potential deal in their back pockets to carry MG, they moved east to the village of
Clarkson, now a part of Mississauga.
I am not sure who came up with the name Sports
Cars Unlimited, however, the name stuck and the
business grew.
I believe I have the earliest known photo of Bill and Ted handing over the keys of a new car to a delighted female customer. I am
sure Bill will be after me for a copy for his files.
During this period, Bill purchased a Morris 850 and decided
to go ice racing on frozen lakes in the Muskokas. Having gained
experience at the wheel of the Morris, the car was rebuilt into
16
Craig Hill
Frank Manning - Historian
Its Life on the Track
Meet The Stars
Meet The Stars
The North
American dealer
network was anxiously awaiting the
arrival of an all new
sports car, the TR-4.
Early in 1962, the Standard Triumph
factory in England embarked on a serious
by
a full blooded road race car and saw action at
old abandoned airport race tracks like Harewood
Acres, near Jarvis.
In its final configuration as a Cooper S, the car
was developed into a very potent racing machine reportedly weighing less than 900 lbs. while developing over 130 brake horsepower.
After considerable success with the Cooper, winning the Canadian touring car championship in 1967,
Bill moved on to open wheeled formula cars. With
many outright wins Bill went on to win the Canadian
championship for 3 consecutive years and was the
first to be inducted into the Motorsport Hall of Fame in 1993.
These days Lotus is back with product that many automotive
critics are calling the best all round sports car available today. With
Lotus back on the formula 1 circuit, what better time for Bill to return to his roots and head the Lotus sales team at Toronto’s Gentry
Lane (Please see their ad on page 4 - Ed.).
international rally program. This ambitious
program included the Tulip rally, the Alpine
rally and the famous Monte Carlo. Not to be
outdone, the factory entered a full team of
highly tuned TR-4 intended to enter the Le
Mans 24 hour endurance race in France.
During this same period, three TR-4s
were sent to Kas Kastner’s North American Triumph racing shop. The cars were
prepared and immediately shipped to
Vancouver, Canada, where they competed
at the Shell 4000 rally. This prestigious
event garnered a great deal of press and
public interest. All three TR-4s finished
the event, taking the coveted team prize
on their arrival in Montreal.
To support this rally race program, Standard Triumph entered into uncharted waters by running a series of very bold, hard
hitting full page ads in the American magazine, Playboy. This raised a few eyebrows
in conservative Great Britain, but was very
successful on this side of the Atlantic.
The Standard Triumph competition
department in England was now enjoying
rally success on both sides of the ocean.
This seemed like the opportune time to establish a serious race program in Canada
and the USA.
by
Craig, who had driven everything from
stock cars to dirt track midgets, burst onto
the road racing scene in 1959, when he
won the first professional sports car
race in Canada.
The race took place at Harewood Acres
and was billed as the CRDA 500. Craig and his
co-driver, Ray Carter, won the event outright
with Hill taking the checkered flag driving his
XKSS Jaguar.
Craig’s continued success behind the wheel
of the lightweight Jaguar had not gone unnoticed.
When Standard Triumph Canada Limited
formed their factory backed race team, they
were quick to sign rising star, Craig Hill to drive
their heavily modified Triumph TR-4, leaving
Englishman Raymond Gray to drive the team
Spitfire.
From 1963 to 1969, Craig drove the TR-4 and later on, Triumph GT6 at major motor sports events across Canada and the United States, achieving class wins at Sebring with Ludwig Heinrath as second driver.
By 1969, Standard Triumph was taken over by British Leyland and the competition departments were closed. Craig
moved on to open wheel formula cars, competing with his
Lotus 61 and 69 and the Brabham BT40 against the top teams
in North America.
Craig went on to win the Canadian driver’s title twice and was
inducted into the Motorsport Hall of Fame in 1996 by racing legend,
Dan Gurney.
I have invited Craig to join me at British Car Day,
the 50th anniversary of the Triumph TR-4
to discuss preparing, building and racing a TR-4.
You can locate our display next to
the registration building.
driving your car to the track, removing your license plates, taping up your
headlights and trying very hard to keep
your car on the track. This was all important as, in most cases, you had to
drive your car home and to work on the
Monday morning!
In this motor sport era, even the big
Can-Am and Formula 1 stars drove to the
track in a pickup truck, towing a race car
in an open trailer. The official tow vehicle
of Team Triumph was a Ford Ranchero.
That was the curious half car, half truck
that Ford built to compete with the Chevrolet El Camino
Never forgetting that this was my daily
driver, requiring a substantial (at that time)
payment every 30 days to Trader’s Finance
Corporation, I restricted my motor sport activities to weekend rallies and an occasional
high speed hill climb. My last outing was
the Vintage Auto Sprints at Christie conservation area in 1995. While the car ran very
poorly, due to a malfunctioning fuel pump, it
was a real thrill to be involved and to spend
time with Mr. John Surtees, a Formula 1 star
and one of my boyhood heroes.
In 1995, I made the decision that the
car deserved a full sympathetic restoration, undertaken by Martin and Steve
Beer of Reg Beer Coachbuilders in Bolton
(please see their ad on page 24 - Ed.).
Their impeccable workmanship and great
attention to detail has seen the car in the
winner’s circle at prestigious events like
the Vintage Festival at Watkins Glen.
This year the TR-4 is the anniversary
model. My car will be on display with the
other anniversary models, next to the registration building. Drop by and see us. BCD
Sports Cars Unlimited
by
and distributor of Lotus.
In the early days, I worked for Standard
Models available from Lotus were
Triumph in Toronto. These were the
the diminutive Super 7, the mid endays when Triumph stood alone and
gine Lotus Europa and the Lotus Elan.
MG and Jaguar were rivals.
Special orders were taken to supply
Later on, I worked with the largsingle seat, open wheel formula race
est BLM group in the country, first in
cars shipped directly from the factory
sales and then in sales management.
in Norfolk, England.
This group consisted of BUA, BritI am always amazed when attendish United Automobiles, Coventry
ing a British car gathering, how many
Motors in Toronto and our flagship
See Frank’s TR-4 by the registration building
people tell me that they drove or even
location, Sports Cars Unlimited in the
hitchhiked for miles to visit this British car Mecca.
village of Clarkson (Still a car sales lot today - Ed.).
This became a favourite destination for the arts community in
Sports Cars Unlimited were the quintessential dealer for Britthe market for a British vehicle. I had the pleasure of doing busiish built classics. We
ness with some of the top singers, songwriters and musicians of
sold and serviced the
that era, people like James Taylor and Carly Simon. Although they
complete line of Trididn’t purchase anything, they spent the morning photographing
umph, MG and Jagsome of their favourite exotics.
uars as well as being
During this period, a number of us went motor racing and two
the exclusive importer
of
our
own, Bill Brack and Craig Hill, went on to become part
Frank in his beautifully
of our motor sport history (See “Meet the Stars” on pages 16 &
restored race prepared
TR-4
17 - Ed.).
18
J.D. AUTO SERVICES
Josip (Joe) Dukova
IMPORT, DOMESTIC & SPORTSCARS
301 Rexdale Blvd. Unit C, Etobicoke, Ont. M9W 1R8
Tel: (416) 746-1048 • Fax: (416) 746-9935
BRITISH CAR
REPAIR SHOP
• TRIUMPH
• MG
• LOTUS
• JAGUAR
• SAFETY & E-TESTING
Rexdale Blvd.
301
Rexdale Blvd.
Martin Grove
Standard Triumph, based in Toronto,
Canada, put together a race group known
as Team Triumph, led by Craig Hill driving the TR-4. When Craig required a
backup or second driver for long distance
endurance events such as Sebring, Porsche
driver, Ludwig Heimrath was brought in
to complete the team.
A similar race program was undertaken
in the USA by Triumph North America
who appointed Kas Kastner as their technical race manager and featured motor
sport ace, Bob Tullius. This team became
known as Group 44.
Both teams enjoyed great success on
both sides of the border.
My own TR-4 was one of the first to be
shipped to these shores, purchased in 1963
at Standard Triumph Canada in Toronto.
Club racing in those days meant
Featured Model
MG
Midget
at
50
T
1974 Mk111 from Joseph
Minkowitz
by John
Burrows
- President MGCCT
he MG Midget name has been
around since the 1930s, but the story of
the modern MG Midget really starts in
1958 with the introduction of the Austin
Healey Sprite Mk1 known as the Frogeye
in the UK and the Bugeye in North America. From the outset, the Sprite had been
designed to be of unitary construction,
with the floorpan and body being built as
one strong, rigid structure. Stiffness was
provided by box-like sections sills and
crossmembers, a deep transmission tunnel, the scuttle, and the box shaped boot.
At the front, the crossmember for the suspension and steering was carried on a pair
of chassis legs which projected forwards
from the scuttle bulkhead.
The suspension was the same as the
Austin upon which it was based, with
double wishbones and coil springs where
the upper wishbone was provided by the
lever arms of the dampers. The Austin’s
steering was replaced by a rack and pinion
set-up as used in the Morris Minor. The
Minor was also the source for the hydraulically-operated rear brakes, although the
rear axle was from the baby Austin. The
axle was mounted on stiff quarter-elliptical springs controlled by lever arm dampers. The Sprite was noted for having the
headlights mounted on top of the hood
(bonnet) and no trunk lid (boot) but you
could actually carry a third person curled
up in the trunk, so long as the police did
not spot you!
In 1961 the Sprite Mk11 was introduced
with a more conventional body style, fender mounted headlights and a trunk lid. In
20
Julian Andrews’ 1978 Red Mk4. Rubber Bumper
and torque to 65 lbf·ft at 3500 rpm.
A total of 26,601 were made.
MG Midget MKIII (1966–1974)
John Peter Smit’s 1979 White Rubber Bumper Midget converted to Chrome Bumper.
essence this body style continued through
until production ceased in 1979. The management of BMC thought that there was an
opportunity for a deluxe version of this and
called it the MG Midget.
MG Midget MKI (1961–1964)
The first version was essentially a slightly
more expensive badge-engineered version
of the Austin-Healey Sprite MKII and
retained the quarter-elliptic sprung rear
axle from the original Sprite. The engine
was a 948cc A-Series with twin 11/4” SU
carburetors producing 46 hp at 5500 rpm
and 53 lbf·ft at 3000 rpm. Brakes were 7”
drums all round. A hard top, heater, radio
and luggage rack were available as factory
fitted extras.
In October 1962 the engine was increased
to 1098cc, raising the output to 56 hp at
5500 rpm and 62 lbf·ft at 3250 rpm and disc
brakes replaced the drums at the front. Wirespoked wheels became available.
The doors had no external handles or
locks and the windows were sliding Perspex side-screens. A heater was an optional extra.
Production was 16,080 of the smallengined version and 9601 of the 1098.
A car with the 948cc engine was tested by the British magazine The Motor in
1962 and had a top speed of 87.9 mph
(141.5 km/h) and could accelerate from
0-60 mph (97 km/h) in 18.3 seconds. A
fuel consumption of 40.2 miles per imperial gallon (7.03 L/100 km; 33.5 mpg-US)
was recorded. The test car cost £689 including taxes on the UK market.1
MG Midget MKII (1964–1966)
Externally the main changes were to the
doors, which gained wind-up windows,
swiveling quarter lights, external handles
and separate locks. The windscreen also
gained a (slight) curvature and was retained
in a more substantial frame. The hood (US
– soft top), though modified, continued
to have a removable frame that had to be
erected before the cover was put on. The
rear springs were replaced by more conventional semi-elliptical types which gave a
better ride. The engine block was strengthened and larger main bearings were fitted,
increasing the power to 59 hp at 5750 rpm
The engine now grew to 1275cc using the
development seen on the Mini-Cooper ‘S’.
Enthusiasts were disappointed that this was
a de-tuned version of the 75bhp @ 5800
rpm Cooper ‘S’ engine, giving only 65 hp
at 6000 rpm and 72 lbf·ft at 3000 rpm. A reduced compression ratio of 8.8:1 was used
instead of the 9.75:1 employed on the Cooper S engine. The Midget used the 12G940
cylinder head casting that was common to
other BMC 1300 cars, whereas the Cooper ‘S’ had a special head with extra-large
valves: however, these valves caused many
‘S’ heads to fail through cracking between
the valve seats. The detuned engine was
used for reasons of model range placement - with the Cooper ‘S’ spec engine
the Midget would have been faster than
the more expensive MGB. The hydraulic
system gained a separate master cylinder
for the clutch. The soft top was now permanently attached to the car, with an improved mechanism making it much easier
to use. There were minor facelift changes
to the body in 1969, with the sills painted
black and a revised recessed black grille.
Rubery Owen “Rostyle” wheels were stan-
dard, but wire-spoked ones
remained an option. US-spec
cars received several safety
additions: a padded fascia
(dashboard) with smaller
main gauges; collapsible
steering column, scissor-type
hood hinges, a third windshield wiper, additional side marker lights, and anti-burst
door latches. The rear axle gear ratio was
increased in 1968 to 3.9:1, giving 16.5 mph
for every 1000 RPM. The increased gear
ratio gave the 1275cc model slightly better
fuel economy than the 1098cc model.
In August 1971 the compression ratio
on North American engines was reduced
to 8.0:1. Engine power output fell to 54.5
bhp @ 5500 RPM and 67 lb-ft of torque
@ 3250 RPM.
The square-shaped rear wheel arches
became rounded in January 1972. Also in
this year, a Triumph steering rack was fitted, giving a gearing that was somewhat
lower than earlier Midgets. A second exhaust silencer was also added in 1972. Alternators were fitted instead of dynamos
from 1973 onwards. For 1974 model year,
rubber bumper extensions were added to
the chrome bumpers to meet the first US
bumper impact regulations.
Many consider the round-arch Midgets
with chrome bumpers produced for model
years 1972 and 1973 to be the most desirable. These round-arch cars started leaving the Abingdon factory in late 1971.
Between 1966 and the 1969 face lift
22,415 were made, and a further 77,831
up to 1974.
Active since 1955 the MG Car Club of
Toronto is one of the oldest MG Clubs in
North America and supports all models
of the MG marque.
The club meets on the 2nd Tuesday of each month (September - May)
at the Canadian Air & Space Museum
in Downsview Park. Visitors and new
members are always welcome. For more
information and a complete schedule of
club events, please visit our website at
www.mgtoronto.com
Mike Payne’s Blue 1962 Mk1 Midget. No door handles
MG Midget 1500 (1974–1980)
To meet US federal regulations, large black
plastic bumpers (usually called rubber
bumpers, despite not actually being rubber)
were added to the front and rear and the
ride height was increased. The increased
ride height impacted handling, and a antiroll bar was added to help with higher
center of gravity. The A-Series engine was
replaced by the 1493cc unit from the Tri-
MG Midget
ManufacturerBMC
Production1961–1979
226,001
produced
Predecessor MG TF
Class
Sports car
Body style 2-door roadster
Layout
FR layout
Engine
948 cc A-Series I4
1098 cc A-Series I4
1275 cc A-Series I4
1493 cc Triumph I4
Wheelbase 80 in (2,032 mm)[1]
Length
137 in (3,480 mm)[1]
Width
Mk I and II 54 in (1,372 mm [1]
Mk III and 1500 55 in
(1,397 mm)
Height
48.5 in (1,232 mm)
(before springs enlarged f
or 1974 Rubber Bumper
cars)
Curb weight 735 kg (1,620 lb) (approx)
Related
Austin-Healey Sprite
22
umph Spitfire and a modified Morris Marina gearbox with synchromesh on all four
gears. The increased displacement of the
new engine was better able to cope with the
increasing emission regulations. Although
the horsepower ratings were similar (65bhp
- home market) the 1493 CC engine produced more torque. The increased output
combined with taller gear ratios resulted in
faster acceleration, (12 seconds 0-60 compared to 13 for the 1275cc version) and
top speed of just over 100mph. In the US
market British Leyland struggled to keep
engine power at acceptable levels, as the
engines were loaded with air pumps, EGR
valves and catalytic converters to keep up
with new US and California exhaust emission control regulations. The home market’s dual SU HS4 carbs were swapped for
a single Zenith-Stromberg 150 CD4 unit,
and the power fell
to 50 bhp at 5000
RPM and 67 lb-ft of
torque at 2500 RPM.
The round rearwheel arches were
now square again,
to increase the body strength.1 The last
car was made on December 7, 1979, after
73,899 1 of the last version had been made.
The last 500 cars were painted black. There
was no Austin-Healey Sprite equivalent. A
limited number of MG Midgets were titled
in 1980, and appear as 1980 models.
Mini-based concept.
ADO34 was the name of a project active
between 1960 and 1964 that aimed to develop a Mini-based roadster to replace the
MG Midget and Austin-Healey Sprite. It
was not proceeded with. Today that prototype is at the Heritage Motor Centre Museum at Gaydon, Warwickshire, UK.
Today
Originally designed by Donald Healey and
his team, the car may have started life as
Tom Hall’s Green 1965
Mk11 Midget. Door
handles added.
an Austin-Healey Sprite, but was always
manufactured by the MG Car Company
at its factory in Abingdon, Berkshire. MG
developed and improved the Sprite to the
point where they felt it was fit to be known
as the first post-war MG Midget.
Over the years, the two models came
to be given the joint soubriquet ‘Spridget’,
and from their inception, Spridgets became
popular cars to use in ‘grass roots’ motor
sport events all over the world, because of
their predictable and entertaining handling
characteristics and the ready availability of
tuning parts, both from the manufacturer
BMC and from independent tuning concerns – particularly Alexander Engineering
and Speedwell Performance Conversions.
The UK still has a race series dedicated
to the MG Midget which is run by the MG
Car Club. The MG Midget Challenge is a
national race series for MG Midgets and
Austin Healey Sprites (built 1956–1979).
The championship is run at all major UK
circuits, with the occasional visit to SpaFrancorchamps in Belgium, and has been
running since 1977.
Spridgets are also still highly popular
in the US and elsewhere for vintage racing. All Sprites and earlier model Midgets are powered by the very common ASeries engine which is very tunable for
higher output.
Today, MG Midgets are increasingly being restored to a high standard, helped by
the excellent availability of re-manufactured
parts. This made easier because many of
the components used are common to other
Austin and Morris models, and many body
fittings on the later cars are common to the
MGB. British Motor Heritage, which owns
many of the original press tools, makes
body panels and complete body shells, and
is backed up by a small army of suppliers of
parts, both new and used. BCD
References
1. “The M.G. Midget”. The Motor. March 28, 1962.
2. Sedgwick, M. (1986). A-Z of Cars 1945–1970.
Devon, UK: Bay View Bookz. ISBN 1-870979-39-7.
3. Sports Car Market, October 2007.
4. Robson, G. (2006). A-Z of British Cars 1945–
1980. Devon, UK: Herridge. ISBN 0-9541063-9-3.
5. Projects ADO34, 35 and 36.
Sources
• Terry Horler (1993). Original Sprite and Midget.
Motorbooks. ISBN 1-870979-45-1.
• Ray Bonds (2003). The Illustrated Directory of
Sports Cars. Motorbooks. ISBN 0-7603-1420-9.
• John Heilig (1996). MG Sports Cars. Motorbooks. ISBN 0-7603-0112-3.
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The word of the day for Brits in the Park, on
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We arrived in Lindsay late morning on
our return from the Canadian Classic in Ottawa to meet with other members of the
TTC for our July club meeting. They had arrived earlier and found good spots to park
under the shade of the large trees bordering picturesque Victoria Park. Good call! It
was HOT with high humidity and temperature hovering at about 40°C.
Again, a great showing of British Cars
and a fantastic showing of Triumphs as always at this event.
I am not sure how the sister show “Classics
on Kent” did this year?... It was simply too hot
to leave the park behind to venture out and
walk up and down the main street of Lindsay.
A shade tree, a sausage and a cold beverage
made much more sense to me!
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The theme of the 3rd annual Brits On The Lake show, on Sunday August 7th, was
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found parking at the bottom end of the street. We carefully selected parking in front
of a children’s store which had a large awning over the entrance. Why you may ask?
If you have never attended Port Perry, you may not know that the unofficial theme
to the show is RAIN. Just as we arrived and set our lawn chairs out for the day, it
started. We scrambled to get our tops up and unfortunately, they stayed up as it
rained steadily until 2pm when we departed. Despite the rain, it was again an excellent showing of cars with the TTC well represented. Two sets of newly wedded Royal
Couples wandered amongst the crowd and several “fascinators” we on display to go
along with the theme. Some were “fascinated” by the amount of facial hair that one
of the “Kate’s” had, although comments were made that her dress was “just lovely”… “Royal Rain”
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31
Membership Renewal Reminder
Welcome New
Members!
events
Events Calendar
Name
LocationVehicle
(Thank you if you have renewed since press time)
Year
Warren Beech . . . Mississauga . . . . . . . . . . . . . . . . . . . . . . .
Mark Dineen . . . . Hamilton . . . . . . . . . . . . . . . . . . . . . . . . .
George Harris . . . London . . . . . . . Truimph Spitfire . . 1978
John Luxon . . . . . Newcastle . . . . spitfire 1500 . . . . . 1973
APRIL 2012
Sunday, 22nd, 9:30am - 3pm
31st Annual Ancaster Flea Market
British car flea market and car show. This
traditional season opener is celebrating
its 31st year and it’s 4th at the new show
grounds. 630 Trinity Road, Ancaster, ON
L0R 1R0. Adults $7, vendors $30-$35.
MAY 2012
November 2011
TTC Annual General Meeting
Tuesday 15th - 7pm
Canadian Aerospace Museum, Downsview.
Come and support your club, hear about
new things for 2012 and vote for officers!
Free pizza & pop.
K
TOYOTA TO TRIUMPH
p it
ee
5–Speed Transmission
Conversions
TR-2 through TR-6
Friday, 25-27th (TBC)
Spring Fling 2012
Each year, the Toronto Triumph Club and
the MG Car Club of Toronto alternate hosting the annual Spring Fling Event. This has
become a tradition with both Clubs and is
one of the first events of the driving season where we get to share our love of LBC’s
and have some friendly rivalry with the
“other” marque. This year, the MG Car Club
will host the event. Be sure to check back
for updated location and event details.
JULY 2012
Dates TBC
27th Annual Canadian Classic
For location and dates (when decided)
please visit www.TorontoTriumph.com
Chris Barnett . . . . . . . . . . . . . .
Allan and Jean Beattie . . . . . .
Paul Boyd . . . . . . . . . . . . . . . . .
Sandi and George Brown . . . .
Malcolm Bull . . . . . . . . . . . . . .
Frank Bunn . . . . . . . . . . . . . . . .
Dave Butters . . . . . . . . . . . . . . .
Guy & Janice
Caswell Campagnaro . . . . . . . .
Bill Clark . . . . . . . . . . . . . . . . . .
Derek & Heather Costello . . . .
Wayne & Peggy Dickey . . . . . .
2791 . . . . . . . . . 10/02/11
1993 . . . . . . . . . 11/01/11
2773 . . . . . . . . . 09/16/11
1990 . . . . . . . . . 10/01/11
2680 . . . . . . . . . 09/19/11
2372 . . . . . . . . . 09/19/11
2896 . . . . . . . . . 09/13/11
2285 . . . . . . . . . 09/19/11
2714 . . . . . . . . . 09/19/11
2407 . . . . . . . . . 11/01/11
2933 . . . . . . . . . 09/20/11
Samuel R./ Teresa
Dinnigan James . . . . . . . . . . . . . . 1874 . . . . . . . . . . . 09/13/11
Cindy Douglas . . . . . . . . . . . . .
Scott Douglas . . . . . . . . . . . . . .
Ross E. Duncan . . . . . . . . . . . . .
Ronald & Heather Figueroa . .
Anne and Ed Gaizutis . . . . . . .
Allen Gallant . . . . . . . . . . . . . .
Corey Gaucher . . . . . . . . . . . . .
Kymm Gosselin . . . . . . . . . . . . .
Wayne and Doreen Graham . .
Michael & Debra Hale . . . . . . .
Carl & Beverley Heinlein . . . . .
Lenore and Gary Hogan . . . . .
Evelyn Susan & Jim
Holubeshen . . . . . . . . . . . . . . .
Paul & Deb Hughes . . . . . . . . .
3223 . . . . . . . . . 09/26/11
2939 . . . . . . . . . 10/30/11
2410 . . . . . . . . . 11/01/11
1187 . . . . . . . . . 11/01/11
1827 . . . . . . . . . 10/01/11
2779 . . . . . . . . . 09/19/11
3228 . . . . . . . . . 09/28/11
3230 . . . . . . . . . 09/28/11
2857 . . . . . . . . . 09/21/11
2408 . . . . . . . . . 11/01/11
2929 . . . . . . . . . 09/20/11
1658 . . . . . . . . . 10/01/11
2721 . . . . . . . . . 09/19/11
2932 . . . . . . . . . 09/20/11
Jim Irwin . . . . . . . . . . . . . . . . . .
Samuel R./ Teresa Dinnigan
James . . . . . . . . . . . . . . . . . . . .
Paul Kelly . . . . . . . . . . . . . . . . .
Gary Kristjansson . . . . . . . . . . .
Andre Langlois . . . . . . . . . . . . .
Bruce Lawrence . . . . . . . . . . . .
Ian Marlatt . . . . . . . . . . . . . . . .
Joe McGarrity . . . . . . . . . . . . . .
Scott and Leslie
Millson-Taylor . . . . . . . . . . . . .
Dennis & Gloria Munn . . . . . . .
Gordon and Martha Peters . . .
Chuck and Gail Phillips . . . . . .
Ruth and Arthur Pierce . . . . . .
Bruce & Caroline Pinch . . . . . .
Paul Pittson . . . . . . . . . . . . . . .
Simon & Mary Rasmussen . . .
Arlene and David Roeder . . . .
John Sotnick . . . . . . . . . . . . . . .
Neil Stewart . . . . . . . . . . . . . . .
Raun Troyan . . . . . . . . . . . . . . .
Steve Van Beers . . . . . . . . . . . .
Tony van Kessel . . . . . . . . . . . .
Peter and Denise Warren . . . .
Bryan Watkinson . . . . . . . . . . .
Paul Watkinson . . . . . . . . . . . .
Chris & Sheila Weekes . . . . . . .
3196 . . . . . . . . . 09/26/11
1874 . . . . . . . . . 09/13/11
2348 . . . . . . . . . 11/01/11
3225 . . . . . . . . . 09/28/11
3226 . . . . . . . . . 09/28/11
2682 . . . . . . . . . 11/01/11
2678 . . . . . . . . . 09/19/11
2765 . . . . . . . . . 09/19/11
2852 . . . . . . . . . 09/19/11
1224 . . . . . . . . . 09/19/11
2275 . . . . . . . . . 09/19/11
2209 . . . . . . . . . 09/19/11
1650 . . . . . . . . . 10/01/11
3233 . . . . . . . . . 10/10/11
2867 . . . . . . . . . 10/12/11
1813 . . . . . . . . . 09/19/11
2038 . . . . . . . . . 10/01/11
2940 . . . . . . . . . 10/24/11
2780 . . . . . . . . . 09/16/11
2790 . . . . . . . . . 10/01/11
3227 . . . . . . . . . 09/28/11
3224 . . . . . . . . . 09/27/11
2711 . . . . . . . . . 09/19/11
2827 . . . . . . . . . 09/19/11
2921 . . . . . . . . . 09/19/11
2139 . . . . . . . . . 10/01/11
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Ragtop
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all
Ragtop
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www.TorontoTriumph.com 33
Pssst!
Want Some Great Advice?
club events
Capital
Classic
by
Mike Graham - OVTC
G
You could search big catalogues for the best price
You could buy parts from various suppliers
You could pay huge shipping and crazy broker fees
You could be returning the parts
You could...
...but why would you?
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British Auto Sport
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reat weather, great cars, and 40
great friends … that about sums up the 15–
17 July weekend in Ottawa for the 26th Canadian Classic. This year the Ottawa Valley
Triumph Club (OVTC) co-hosted the Classic
with the Toronto Triumph Club (TTC), an
idea that had its genesis at the 6-PACK miniTRials held last year in Kemptville, ON. It was
in 1996 that the Classic was last held in Ottawa and, over a few cold beverages, it was
decided that the 2011 event should come
back to the Nation’s Capital and be held in
conjunction with the OVTC’s All British Car
Day (ABCD).
The weekend was blessed with fantastic
(although very hot) weather. Friday night
kicked off with registration at the Travelodge Hotel in Ottawa, where participants
received their “goodie” bags and tickets for
the weekend events. Befitting a British car
event, we were treated to a tour of major
Ottawa and Gatineau sites on a doubledecker bus. Our tour guide provided a running commentary as we passed many local
attractions that included — the National
Art Gallery, Royal Canadian Mint, 24 Sussex
Drive, Governor General’s Residence, Museum of Civilization, the Byward Market, and
great views of the Ottawa River. The evening was capped with a stop at the Royal
Oak Pub in downtown Ottawa for dinner
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“Plenty of room on top”
Familiar faces enjoy
double-decker bus
sightseeing in Ottawa...
...and a
pub dinner
afterwards
TRF Is the World’s Greatest British Sports Car Company
The Roadster Factory is large enough to be a major parts
manufacturer and distributor but small enough to know our
models very well, also small enough to offer very personal
service to all of our customers. TRF is British Motor
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reasonable prices, and we offer expert engine, gearbox, and
rear axle rebuilds from our own shop, known as C.A.R.
Components. Whether you show your car in concours
events, enter it in competitive driving events, or drive it to
work every day, you can do so with confidence, knowing that
The Roadster Factory will always be here for you—on-line
or just a phone call away.
Subscribe to TRF’s E-Mail Newsletter
Every week, twelve-thousand Triumph and MG
enthusiasts in countries around the world receive an
E-Mail Newsletter from Charles Runyan. The
newsletter always includes wonderful offers on parts,
shipping deals, and other TRF news. The newsletter
includes links to current Web Site Specials and Weekend
Features which change every week. To subscribe to the
newsletter, please follow the simple instructions found
on the TRF home page. Note that unsubscribing is also
easy if you change your mind later.
Join TRF Car Club
Hundreds of customers of The Roadster Factory
belong to TRF Car Club. The club exists to promote
TRF Customer loyalty, and it includes $300.00 in gift
certificates each year that you can use as cash to
purchase parts. Dues are $100.00 per year, but you also
get a parts credit in the amount of $100.00 every year
after the first. You will receive a membership card and
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Please join on-line, or just phone the sales line, and ask
to join TRF Car Club…
The Roadster Factory
P.O. Box 332, Armagh, Pennsylvania, 15920, U.S.A.
Telephone: (800) 234-1104 • Fax: (814) 446-6729
Internet: www.the-roadster-factory.com
and drinks. After dinner it was back on the
double-decker for a ride back to our hotel.
Saturday presented a very full schedule. After (and in some cases before) a buffet breakfast, many keen souls could be
found doing some last minute detailing of
their cars. The day’s events dawned with a
scenic drive along the Ottawa River Parkway, where we stopped at the Deschenes
Rapids for pictures of all of the cars in our
convoy. The drive terminated in picturesque
Britannia Park on the Ottawa River, the site
of the ABCD. Canadian Classic participants
were parked in a special section, but there
was ample opportunity to ogle most British
marques, including this year’s featured car,
the E-Type Jaguar, which is celebrating its
50th anniversary. The Canadian Classic Concours judging and Participant’s Choice votRagtop
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Don & Judy Johnson receive “Best in Show”
from TTC president, David Tushingham
Obsolete Auto_MG&TRIUMPH AD2.pdf
19/02/2009
8:22:06 PM
Frank DeCarlo says “I was just this
far from winning!” to Steven Craib
at the Awards Banquet
Toll Free Order Line: ............................................. 1-800-265-7437
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MG & TRIUMPH Specialists
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Browse the website
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updates on stocked parts and secure
access to online ordering. The parts
you need, any time or day.
M
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Request a FREE copy of the
Sports Car Chronicle.
Call: 1-800-265-7437 or 519-337-3232
Email: [email protected]
GARAGE SALES!
That’s right. Check out our annual
Spring or Fall Garage Sales and browse
endless deals.
Each issue is packed with super deals
on parts and accessories along with
technical articles to help you do the job.
A great resource for YOUR sports car!
Payment Options:
Visa, Mastercard and American Express
Shipping: Canada Post and most
courier services
ALL TO PRESERVE AND DRIVE THE TRIUMPH
ing took place at the ABCD. After a BBQ
lunch, we were off for an afternoon
drive West of Ottawa. This drive culminated in a stop at the Diefenbunker,
Canada’s Cold War Museum, and a National Historic Site. The tour was informative, and the underground facility
was a nice cool respite from the heat
of the day. Our drive continued along
rural roads and led us back to our hotel in time to freshen up for the awards
banquet… and to ensure that our fluid
levels were fully replenished!
The keynote speaker for the evening’s
banquet was Euan Wallace of the British
High Commission, who regaled us with tales
of his youth and his lust for British sports
cars. Both entertaining and witty, Euan’s talk
was a great introduction to the festivities.
Don Leblanc presented Euan with a special
drawing that was also given to all Classic
participants. After a full buffet dinner, the
winner of the concours judging and participants’ choice voting were announced and
congratulated.
Sunday morning saw many of the TTC
participants head off early in the morning
for the Brits in Park Show in Lindsay. Those
not off to Lindsay enjoyed a leisurely breakfast and said their farewells and promises to
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Evan Wallace receives
his guest speaker
thank you gift from
OVTC Chairman, Don
LeBlanc
meet at next year’s Classic.
The weekend was well planned and
everything ran smoothly thanks to the
work of my fellow members of the local
organizing committee (Pat Mills, Don
Leblanc, Martin Burtt, and Jim Martin)
and the collaboration and guidance of
David Tushingham from TTC. It was a
fun weekend and we are looking forward to the opportunity to have more
fun with our Triumph friends again
next year. ragtop
Concours
Participants Choice
TR2-TR3B: 1st Louis Boucher
2nd Frank and Pauline
DeCarlo
TR4/TR4A: 1st Brian and Pat Mills
TR250/TR6: 1st Scott and Dawn
Douglas
2nd Wayne and Debbie
McGill
TR7/TR8: 1st David J Huddleson
2nd Bob Thomas and Fran
Wright
3rd Jeff Patterson
Stag/Other: 1st David Huddleson
Spit/GT6: 1st Don and Judy Johnson
TR4/TR4A: 1st John and Joanna Lille
TR250/TR6: 1st David Tushingham
2nd Mike and Marjorie
Graham
3rd Jim Onions
TR7/TR8: 1st Jim and Emma Martin
2nd Robert and Dorothy
Corbin
Friends of
Triumph: Jon Rosenthall
Best in Show: Don and Judy Johnson
A U TO M
OT I V E
P H OT O
GRAPH
A U TO M
H OT O G
OT I V E
P H OT O
GRAPH
Classic
Models
Y
RAPHY
A U TO M
PH
wayne’s world
Y
OT I V E
P
RAPH
H OT O G
ide
R
r
u
o
Y
e
ortaliz
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APHY
OT O G R
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M OT I V
GRAPH
Y
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At The Car Studio, we share your
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us to create stunning images that immortalize our
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to create the magic of images you’ll admire for years.
by Wayne
McGill - TR6 Marque Coordinator
Located in the GTA, and with plenty of free parking,
our unique facility offers group rates to Car Clubs,
as well as dealer requests or individual enthusiasts.
Call 416-679-9338 or visit thecarstudio.ca
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his story really begins in 1974 and
not too far from where many of the Toronto Triumph Club members reside. John
Hall opened a small business manufacturing 1/43rd scale die cast cars and named
it Brooklin Models, presumably after the
village he started in, Brooklin, Ontario.
In 1979, John decided to move his family
and the business back to England where
he had been born and raised. He settled in
Bath, England and resumed his business,
Ragtop
I F I 2011
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Brooklin Models and also added a second
line that caught my attention. This second line is called Lansdowne Models and
it is devoted to 1/43rd scale British cars. I
have collected a number of these very
high quality and often obscure models,
which no other mainstream manufacturer
has produced. I’ve even been to Bath a few
times and purchased some Lansdowne
Models there, but had no idea where the
factory was located.
www.TorontoTriumph.com In January 2011, my wife Debbie and I
were in London and I visited St. Martins Accessories Ltd. on St. Martins Lane, just off of
Trafalgar Square. I have purchased a number of diecast models there over the years
and always make a point of visiting the
shop when I am in London. I was saddened
to learn that the shop was to be closed in
April and that they would continue as an
“online only” business. I spent time talking
to the owners about some of the dealers
41
BACK THEN WE WERE THE EXPERTS
AT INSURING ‘57 CHEVYS
Factory entrance in Bath, England
AND WE STILL ARE.
A
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B E T T E R T H A N S TAT E FA R M .
AND AS
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AFTER
BUT
WE BELIEVE NO ONE KNOWS THEM
ALL WE WERE INSURING MANY OF THESE CARS LONG BEFORE THEY BECAME CLASSICS.
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SO
C A L L Y O U R S TAT E FA R M A G E N T T O D AY A N D Y O U ’ L L L E A R N T H AT J U S T L I K E S O M E C A R S , S O M E I N S U R A N C E C O M PA N I E S
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they had supplied in Canada, including
MiniGrid in Toronto (formerly in Unionville,
Ontario) and also the now closed business of Dream Wheels, which was owned
by Bernie Silcox in Burlington, Ontario. We
spoke about Brooklin Models and the Canadian connection and they mentioned
they could call the current owner Nigel
Parker and ask if I could have a tour of the
factory in Bath. Time unfortunately ran out,
and I was unable to make the trip in January, but Debbie and I were back in England
in June for our wedding anniversary. She
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counts herself as being very lucky to go on
romantic trips to the UK to buy car parts
and diecast models. And she has me besides! How lucky can a girl get?
One of the first things I did upon my arrival was call Brooklin and ask if they would
accommodate my visit. All was quickly set
for 11:00 am Monday June 13th. I had previously looked up the address on Google
maps and also had it entered into my Sat
Nav (GPS on this side of the pond) and set
off with plenty of time to drop Debbie off
at the Jane Austin museum which is also lowww.TorontoTriumph.com Lost wax casting machine
cated in Bath. Let’s just say that things did
not go exactly to plan and neither the GPS
nor Google maps in Debbie’s Blackberry
could actually get us to the factory. I drove
around the location for close to an hour
43
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listening repeatedly to the lovely
synthetic voice of my GPS cheerfully say “recalculating”. I finally
called the shop, explained where I
was and that I couldn’t find them.
Unbelievably, they told me to stay
where I was and an employee, David, would walk over to where we
were (Debbie was still with me as
I had driven past the museum and
now couldn’t figure out how to get
back to it) and guide us in. Now
that is beyond anything I would
have ever expected. In a very few
minutes we arrived with David’s
instructions from the back seat of
our car and were introduced to Nigel Parker, the current owner, who
purchased the company from John
Hall in 1998.
Small charge is made to cover burning & postage.
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I F I 2011
all
Nigel displayed obvious pride as he
showed Debbie and I through every facet
of the business and the surprisingly youthful looking employees. There is an unbelievable amount of hand work that goes
into each piece. From the time a decision
is made to produce a new model until the
first finished piece is produced takes at
bits & pieces
Ethanol &
Octane Issues
by Terence
McKillen
Flying Air Reliant
While cruising the canal from Alveschurch to Stratford Upon Avon, I was surprised to see this low flying Reliant had been
snagged by some fast growing vegetation. I believe it might be a Triffid!
least a year. They try to locate an example
of the “real” car and take copious measurements and detailed notes. The measurements need to all be scaled down to 1/43rd
and Nigel let us in on a little secret. Colour
also needs to change with scale. That is
the reason that the chrome parts on their
models are actually nickel plated, rather
than chromed. The chrome is too bright
and does not look quite right on a 1/43
scale model. The paint colours also need
to be “dulled down” a couple of shades to
look right. He also let us in on a Canadian
connection to the business. They only use
and recommend Weldbond adhesive to
assemble their models. It goes on white,
dries clear, and can be wiped off with a
cloth while wet and does not damage
paint. Only in Canada! ragtop
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I
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Ragtop
I F I 2011
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n June 2008, the Federal Parliament
passed Bill C-33, an Act to amend the Canadian Environmental Protection Act (1999),
allowing the government to regulate renewable content in fuels with a requirement for an average of 5% renewable content in gasoline by 2010. This is regulated
as an average per brand, so 5% of the overall gasoline volume must be ethanol, not
5% content in all gasoline sold under that
brand. Although these are federal regulations, British Columbia, Manitoba, Ontario,
and Saskatchewan already had similar regulations in force provincially.
Crude oil is refined at four refineries in
Ontario , three of which are located in Sarnia and one in Nanticoke. Crude feedstock
is delivered by a single pipeline from WestRagtop
I F I 2011
all
ern Canada and another from Montreal.
Currently, Ontario refiners have the choice
of running Canadian or imported crude oil.
More than 60% of the crude oil processed
in Ontario is either conventional light,
sweet crude oil or high quality synthetic
crude oil. Ontario also has access to supplies of finished product from the U.S. markets and can also bring in products from
the Montreal refinery. Product is shipped
from these refineries primarily by pipeline,
although some product is moved by rail
and on the St. Lawrence Seaway.
Retail gasoline is actually a blend of
several hundred different chemical compounds. Because the composition of the
chemicals can vary widely, the quality of
gasoline can also vary. High quality gasowww.TorontoTriumph.com line should have the right octane level to
prevent knocking, strong cleaning power
to prevent carbon build up, deliver more
kilometres per litre and be of the correct
volatility to ensure a vehicle accelerates
smoothly and starts easily.
Some of the gasoline suppliers in Ontario (Shell, Sunoco and Petro-Canada) have
joined an auto industry Top Tier certification
system to provide a new class of fuel meeting the detergent standards of six major
auto manufacturers (Audi, BMW, GM, Honda, Toyota and Volkswagen) that exceeds
the requirements of the Canadian General
Standards Board (CGSB) for such additives.
Most of the major gasoline suppliers in
Ontario currently appear to have excluded
ethanol from their premium grades (refer
47
TRIUMPH AUSTIN-HEALEY
JAGUAR ASTON
MARTI
MERCEDES
AUSTIN ALVIS
BMW
BENTLEY ROLLS-ROYCE
SUNBEAM LOTUSVAUXHALL
CORD TVR
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PORSCHE
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LANDROVER
WOLSELEY
RELIANT
AUDI ARMSTRONG-SIDDELEY
TROJAN
INVICTA LANCHESTER
MORRIS STRAKER-SQUIRE
ARGYLL
JENSEN
Using Unleaded Gasoline
in Vintage Cars
The tetraethyl lead additive in the older
gasoline formula acted as a lubricant for
the inlet and exhaust valves. With unleaded gasoline, the lubrication component
has been removed, and this can result in
valve seat recession (VSR).
Simply put, unleaded gasoline can burn
out the valves and their seats, particularly
on the exhaust side. The rapidity at which
this might happen depends on the amount
and type of motoring and could take many
years before the effect is noticed on a car
that is driven only a few thousand kilometres a season. Some people use lead substitute additives at each gasoline fill up but
the only real permanent solution against
VSR is to install hardened valve seats and
valve guides.
The detergents present in modern unleaded gasoline offers benefits for all cars,
no matter how old. Ignition timing and/or
carburettor adjustment may be required to
deal with changes in gasoline composition
and octane rating.
Ethanol
Ethanol, or ethyl alcohol, has the chemical formula C2H5OH. It is the same alcohol
found in alcoholic beverages, but ethanol
also makes an effective motor fuel. Ethanol
has a lower energy content than gasoline.
That means that about one-third more ethanol is required to travel the same distance
as on gasoline. But other ethanol fuel characteristics, including a high octane rating,
result in increased engine efficiency and
performance. Ethanol does burn cleaner
than gasoline and does reduce the toxicity
of car exhaust but it can also be somewhat
corrosive inside the engine block, fuel system and gas tank.
Ethanol is hygroscopic, meaning that
it readily absorbs water, leading to phase
separation and water contamination. It is
also an excellent solvent not only capable
of dissolving plastic, rubber, fibreglass and
other materials and compounds, potential-
ly leading to the premature destruction of
fuel lines, pumps, gaskets, O-rings, rubber
seals and diaphragms but can take sludge
and other varnish like material from the
bottom of a gas tank into solution allowing them to be ingested further down the
combustion chain.
Currently, research is being conducted
at the University of Kettering, in Flint, MI
to compare the use of E10 and E0 fuels in
classic cars. Preliminary results of the study,
published in Hagerty Insurance Agency’s
magazine found that fuel lines didn’t leak,
carburettors didn’t disintegrate and fuel
pumps did not fail with E10 fuels. However,
there was minor build-up and corrosion in
the carburettors and fuel pumps when using
E10 as opposed to gasoline with no ethanol.
The preliminary conclusion is that E10
can be used in older vehicles, although
the owner is likely to be faced with additional costs associated with sealing fuel
tanks and cleaning and rebuilding fuel
systems more frequently than previously.
Minor updates and maintenance should
include draining fuel out of the carburettor fuel bowls and changing fuel filters
more frequently and ensuring that the fuel
tank is completely clean with no sediment
or sludge. It may also be wise to consider
replacing seals, gaskets and fuel lines with
modern replacement materials since older
fuel system components are often incompatible with ethanol blended fuels.
The federal government expects the
regulations to lead to a total reduction of
greenhouse gas (GHG) emissions of 23.8
Joerg Hess
P.O Box 633
Mount Forest, Ontario
Canada N0G 2L0
British
Classics
Global Parts & Car Logistics
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Tel:
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Fax:
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905-953-0052
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table Page 50) but in order to maintain the
5% (E5) brand average, the ethanol content
of Regular grade gasoline could be as high
as 10% (E10). The introduction of E15 fuel
may not be far off, although many of the
largest car makers have cautioned drivers
that filling up with E15 fuel could void their
new vehicle’s warranty. The ethanol content of gas can also vary by region within
the Province, allowing some consumers,
depending on their location, to have access to E0 regular gasoline and up to E10 in
some Premium gasolines.
Gas stations selling ethanol-blended
gasoline are supposed to place a label on
the pump indicating which grades of gasoline may contain up to 10% of ethanol. In
practise this labelling does not seem to
be uniformly adopted. Despite its higher
octane rating, Petro-Canada’s Ultra 94 (formerly Sunoco Ultra 94) is an E10 gasoline.
Consequently, those Petro-Canada gas stations selling Ultra 94 will have some ethanol in all their gas grades.
ream
rD
u
o
Mt over 25 years, or an average annual reduction of 0.99 Mt. To put this estimated
reduction in perspective, the average annual reduction is about 0.13% of Canada’s
annual GHG emissions in 2008 - a very
“small step for mankind.”
Octane Rating
The octane rating is a measure of a fuel’s resistance to knocking. Knock, also known as
‘pinking’, occurs during combustion when
the fuel-air mixture detonates ahead of
the compression stroke rather than burning smoothly (pre-ignition), thus causing
a knocking noise. Using a method established in 1929, gasoline is rated on a scale
of 0 -100. In the 1920s gasoline had an octane rating of around 50 to 60. Octane rating does not relate to the energy content
of the fuel. It is only a measure of the fuel’s
tendency to burn in a controlled manner,
Premium Gas Brands
Octane
Ethanol
Comments
(Ontario)
(R+M/2)(%)
Shell V-Power Premium
91
None
Beaver Premium
91
None
Same as Shell
Husky Premium
91
≤10%
All Husky gas grades in Ontario contain ethanol
Pioneer Platinum
91
?
Pioneer did not respond to query for information
Petro-Canada SuperClean
91
None to 10% at Petro-Canada branded gas stations from Windsor to Beleville and north
to Muskoka, not selling Ultra 94, the Premium 91 Octane gasoline does not
contain ethanol. In Northern Ontario, North Bay, Sudbury, S.S. Marie,
Timmins, Thunder Bay areas and in Eastern Ontario for the Ottawa area,
including Pembroke, Cornwall and Brockville, both Regular and Premium
gasoline currently do not contain any ethanol. When Ultra 94 is sold then
ALL gas grades contain ethanol, including Premium.
Sunoco Super
91
≤10%
All Sunoco gas grades contain ethanol
Esso Supreme
91
None
Canadian Tire Premium
91
None
Ultramar Supreme
91
None
Data in table is based on information received from the oil companies and/or from internet sources and is believed to be correct as at July
31, 2011. Readers are advised to check pump stickers or confirm with the station manager for the actual ethanol content of a selected fuel.
rather than exploding in an uncontrolled
manner. Where the octane number is
raised by blending with ethanol, energy
content per volume is reduced.
The most common type of octane rating worldwide is the Research Octane
Number (RON). RON is determined by running the fuel in a test engine with a variable compression ratio under controlled
conditions, and comparing the results
with those for mixtures of iso-octane and
n-heptane. There is another type of octane rating, called Motor Octane Number
(MON), or the aviation lean octane rating,
which is a better measure of how the fuel
behaves when under load, as it is determined at 900 rpm engine speed, instead
of the 600 rpm for RON. MON testing uses
a similar test engine to that used in RON
testing, but with a preheated fuel mixture,
higher engine speed, and variable ignition
timing to further stress the fuel’s knock resistance. Depending on the composition
of the fuel, the MON of a modern gasoline
will be about 8 to 10 points lower than the
RON, however there is no direct link between RON and MON. Normally, fuel specifications require both a minimum RON
and a minimum MON and it is important
to note that the octane rating displayed at
the pump for a particular gasoline in North
America, is the average of the two octane
ratings (i.e., (R+M)/2).
Gasoline grades available in Ontario
have the following octane ratings:
Super Premium 94 (only Petro-Canada
or Sunoco Ultra)
Premium91
Mix/Blend89
Regular87
The fuel recommended in the Triumph
Handbook for use in TR6s is a 97 octane
rating. This refers to the RON method used
in the United Kingdom and was meant for
the higher compression PI engines delivered there. The recommended fuel grade
for the lower compression, carburettor
models exported to North America was 91
RON. These octane ratings were equivalent to the old British 4-Star and 2-Star
Phone: 416-822-0096 or 905-616-0421
Toll Free: 1-866-532-3630
Web: http://www.a-professional-appraisal.ca
50
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• Diesel Engines
• Gasoline Engines
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petrol grades. Today, premium gasoline in
Canada has a minimum octane rating of
91 while regular gasoline has a minimum
octane rating of 87, which would be the
equivalent of about a 96 RON and a 91 RON
rating respectively. In effect, therefore, if
it wasn’t for the ethanol issue, our North
American TRs should be quite comfortable
running on regular gasoline – unless that
is, you have increased the compression ratio of your motor! ragtop
1 Environmental Protection Act Ontario - Regulation
535/05 - Ethanol in gasoline
2 Canadian Refining and Oil Security November 2008 –
Natural Resources Canada - www.nrcan.gc.ca/eneene/
sources/petpet/refstrarafsur-eng.php
3 Hagerty Insurance - http://www.hagerty.com/lifestyle/hobby_article.aspx?id=55960
4 Canada’s Federal Renewable Fuels Regulations: An
example of poor decision making. Wood.J., Fraser Forum March/April 2011
5 Repair Operation Manual, Triumph Motors British
Leyland UK Limited, Pub. Part. No. 545277/E2
• Parts Store
• Complete Engine Machine Shop
• Gasoline Injector Service
• Engine Balancing & Blue Printing
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Winslow Delaney | Creative Solutions
416.871.2358
9 Forster Park Drive
Oakville, Ontario Canada L6K 1Y5
[email protected]
www.winslowdelaney.com
2338 Wyecroft Rd., Unit K5-7, Oakville, Ontario L6L 6L4
Tel: 905-825-2045 Fax: 905-825-0208
Your source for all your repairs
bits & pieces
I
TireFor Sizing
the TR6
recently checked the date of manufacture of the tires on my 73 Six – one pair
was 9 years old while the other was ten.
Despite having lots of tread wear remaining, it was nevertheless, time to consider a
change of rubber as, after careful inspection, I had noticed some cracks had developed in the sidewalls, particularly on the
inside walls, hidden from normal view.
There is a great deal of comment on
various on-line forums, regarding the correct size of replacement tires for our classic
cars. Leaving aside, for the moment, any
considerations relating to aesthetics, tread
pattern, quality of ride or ground clearance, it is a relatively simple exercise to calculate which modern tire size most closely
resembles the 185SR-15 Michelin-X Redlines or Goodyear G800s that came as stock
on North American TR6 deliveries back in
the 1970s. They were a very good looking
tire when fitted on the TR6 and by all accounts provided a smooth ride. Because of
the relatively high aspect ratio and the narrow section width, these tires were of little
use as performance tires. The 165HR-15s
fitted as standard to the 150bhp PI British
Michelin
52
models would have been even worse from
a performance perspective.
Current tire sizes are based on an alphanumeric code which is generally moulded
into the sidewall of the tire. This code specifies the dimensions of the tire, and some
of its key limitations, such as load-bearing
ability and maximum speed. Sometimes
the inner sidewall contains information
not included on the outer sidewall, and
vice versa. The code has grown in complexity over the years, as is evident from the
mix of metric and imperial units, and adhoc extensions to lettering and numbering schemes. Most tires sizes currently are
given using the ISO Metric sizing system
which consists of a string of letters and
numbers, as listed in the sidebar.
Although not specifically required under the Ontario Highway Traffic Act, the
MTO Safety Standards Certificate seems to
require that tires not be older than six or
seven years at the time the inspection is
carried out. This seems a reasonably sound
decision and appears to be in keeping with
recommendations by some manufacturer’s
not to use a “new” tire that has been sitting on the shelf for more than five
or six years. Tire life is shortened by
exposure to UV light as well as to improper inflation, long-term storage,
driving habits and a myriad of road
hazards. As Glen Donaldson1 wisely
recommended in an earlier Ragtop
article on this subject, “when they
start to go hard, it is game over.”
The type and size of the wheel
rim will have a considerable impact
on the size and type of tire that can
be considered. Other considerations
include the overall ground clearance,
gearing and aesthetics. A 50% aspect
ratio tire might be a great choice for
Coker 185R15 Classic
Redlines
Nexen
205/70R-15s
by Terence
McKillen
high speed cornering but regular driving
would be more hazardous as potholes,
speed bumps, kerbs, etc. would become
potential hazards and the improved performance would be offset by a harsher ride.
The low profile tires would also alter the final gear ratio of the car, making highway
driving more tedious. On the other hand,
acceleration would be greatly improved.
On the 5.5 inch wide J-type steel rims
fitted as standard on North American Sixes
(I believe UK cars may have had a 6J wheel
option), the maximum tire width is probably limited to a P205 radial. Some people
do report fitting up to a P215 (i.e. 215/70R15) on standard rims but the side wall will
bulge out considerably as this tire is better
suited to a 6 to 7.5 inch rim. The combination of rim size and tire size/profile chosen
will also have an impact on the accuracy of
ISO Metric Sizing Codes
• An optional letter (or letters) indicating the intended use or vehicle class for the
tire:
P: Passenger Car
LT: Light Truck
ST: Special Trailer
T: Temporary (restricted usage for “Space-Saver” spare wheels)
Use of the letter P indicates that the tire is engineered to Tire and Rim Association
(TRA) standards and absence of a letter indicates that the tire is engineered to The
European Tire and Rim Technical Organisation (ETRTO) standards. In practice, the
standards of the two organizations have evolved together and are virtually interchangeable.
3 digit number: The “nominal section width” of the tire in millimetres; the widest
point from both outer edges.
/: Slash character for character separation.
2 or 3 digit number: The “aspect ratio” of the sidewall height to the total width of
the tire, as a percentage.
An optional letter indicating construction of the fabric carcass of the tire:
B: bias belt
D: diagonal
R: radial
if omitted, then it is a cross ply tire
2 digit number: Diameter in inches of the wheel that the tires are designed to fit.
2 or 3 digit number: Load index.
1 or 2 digit/letter combo: Speed rating.
Additional marks: Including DOT marks with date of manufacture (two digits for
week of the year plus two digits for year; or two digits for week of the year plus one
digit for year for tires made prior to 2000).
After: Wikipedia – the Free Encyclopedia - //en.wikipedia.org/wiki/Tire_code
•
•
•
•
•
•
•
•
Ragtop
I F I 2011
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Andrew Grace’s Modern Redlines,
with white lines painted red
the speedometer and odometer.
The OEM Goodyear G800 or Michelin-X
Redline 185-15 tires were known as 70 or 80
series profile tires, which is to say that the
sidewalls were roughly 80% of the width of
the tire (actually 78-82%). The aspect ratio
was not recorded on the sidewalls of pre1990 tires. The dimensions of the original
tires were 185mm in width or 7.28 inches
(section width) and a sidewall height of
5.68 inches (7.28 x 0.78). With a rim diameter of 15 inches this resulted in an overall
wheel diameter of 26.36 inches (2 x 5.68 +
15), a circumference of 82.82 inches (π x
26.36) and a total of 765 wheel revolutions
per mile (63,360 ÷ 82.82). There may have
been some minor variations in dimensions
between different manufacturers for the
same size of tire.
There are three tire sizes in the 15 inch
diameter range that are almost perfect
as replacements for the original TR6 tires.
These are 195/75R-15, 205/70R-15 and
205/75R-15. All have an overall diameter
that is very close to the original which will
ensure that the speedometer/odometer
remains reasonably accurate (within +2%).
A 205 will provide a greater amount of
rubber footprint on the road over a 195
with its narrower profile. The 205/70R-15
has a sidewall height of 5.65 inches, a total diameter of 26.30 inches (-0.24%), a
circumference of 82.62 inches and 767
revolutions per mile (+0.24%) while the
195/75R-15 has a sidewall height of 5.76
inches, a total diameter of 26.52 inches
(+0.58%), a circumference of 83.30 inches
and 761 revolutions per mile (-0.58%). The
205/75R-15 has the highest sidewall height
of the trio, at 6.05 inches, a total diameter
of 27.11 inches (+2.82%), a circumference
Ragtop
I F I 2011
all
Pirelli 205/75R-15s - a lot of rubber in the wheel arches
of 85.16 inches and 744 revolutions per
mile (-2.75%).
If you are after high performance tires,
one option is to consider changing to a
larger diameter wheel rim, to 16 inches for
example, and fitting lower profile tires in
order to maintain the same overall wheel
diameter. However, changing rim size leads
to other considerations such as rim width,
wheel offset and issues such as suspension
and wheel-well clearances, but does open
up the possibility of using higher performance tires such as a 205/60-16,2 although
Type
Width
(mm)
this particular combination will lower the
ground clearance and slightly change the
overall gear ratio.
Some enthusiasts3 have recreated a good
approximation to the original Michelin X
Redline look using modern Michelin Symmetry White Stripes (not available in Canada) and hand painting/spraying the white
stripe with red vinyl paint.
Finally, some aesthetics need to be
considered. Assuming the car is equipped
with standard suspension, the 205/75R-15
with its higher sidewall will fill up the entire wheel well and will look, as some have
observed, somewhat like a dune buggy.
On my particular car this translated into a
clearance between the fender edge and
the tread of the tire (freeboard) of between
3
/4 inch (19mm) at the front to 11/4 inches
(31mm) at the rear. The 195/75R-15 will
look more authentic, closely matching the
look of the original G800/Redlines. Some
people are happy with a 205/65R-15 tire
and like the aesthetic appearance, but
with a diameter almost one inch less than
the original, the ground clearance will suf-
Section Section Aspect Sidewall Rim Total Difference Circumference Rev Difference
Width Ratio Height Diameter Diameter (%)
(in.)
/Mile
(%)
(in.)
(%)
(in.)
(in.)
(in.)
185-15185
7.28
785.6815
26.360
205/70-15 205 8.07 70
5.65
15 26.30 -0.24
205/75-15 205 8.07 75
6.05
15 27.11 +2.82
195/75-15 195 7.68 75
5.76
15 26.52 +0.58
215/70-15 215 8.46 70
5.93
15 26.85 +1.85
205/65-15 205 8.07 65
5.25
15 25.49 -3.30
205/60-16 205 8.07 60
4.84
16 25.68 -2.90
www.TorontoTriumph.com 82.82765 0
82.62
767 +0.24
85.16
744
-2.75
83.20
761
-0.58
84.35
752
-1.82
80.09
791 +3.41
80.68
785 +2.55
53
Y O U PA I D H O W M U C H ?
Panasport, Minilite or KN replicas make excellent
replacements for TR6 or Spitfire wheel rims
A Toyo 205/70R-15
fer. The 215/70R-15 tire is also a possibility
with an excellent match in terms of total diameter, but it is pushing beyond the limit
for a 5.5 inch wheel rim.
As far as driveability is concerned, using a 205/70R-15, the overall gear ratio
changes only very slightly. To figure out
new overall gear ratios and speedometer
readings after changing tires, the following
formula can be used: - highway speed at
a given RPM (say 3,000 rpm) = overall tire
circumference (inches) times engine rpm
times 60 (# minutes in an hour) divided by
the differential gear ratio (3.7) times the
selected gear ratio (4th gear is 1.0) times
63,360 (#inches in a mile).
The Buckeye Triumph Club website contains an Excel spreadsheet calculator pre-
pared by Dan Masters4 which will calculate
and graph road speed vs. engine speed
data, for any car model. Be sure to input the
appropriate gear ratios, final drive ratio as
well as your tire details.
I inherited the 205/75R-15s on my Six
but I didn’t like the full-rubber look of the
wheel wells. My money has recently gone
on a set of five 205/70R-15s which provide
a nice balance between the traditional
look but giving a little more freeboard gap
of about 2.5 inches (63mm) while providing an excellent footprint and minimal
change to the speedometer and odometer settings. This choice is confirmed in an
informal survey of owners conducted by
triumphowners.com5 suggesting 25% of
respondents had chosen the same tire size
as a replacement for their Sixes.
Now that the choices in tire size are
clearer, you are free to select the tire of
your choice based on manufacturer, tread
If you don’t mind paying too much
for your parts, there is no need to
read any further. If you would like
pattern, speed rating, comfort of ride,
availability, wearability, performance rating, redline, white sidewall, black, for summer driving or all season, or just plain value
for money. ragtop
to buy your parts at the best prices
in Canada, read on. Drakes’ British
Motors can supply any part from
1 Tired Tires. Glen Donaldson, Ragtop | Winter 2010
2 Tire & Wheel Plus Sizing. Kelvin Dodd, Moss Motors British Motoring, Winter 2005
3 Modern Michelin Redlines. Andrew Grace, Ragtop |
Fall 2009
4 www.buckeyetriumphs.org/technical/Calculator/road_
speed_vs_engine_speed_calcu.htm
5 www.triumphowners.com
the Moss catalogs at the most
reasonable cost to you. But, don’t
take our word for this. The next
time you need something, send
us an email for a quote. We will
27 Erinville Dr.
Erin
Ontario
Canada
N0B 1T0
Telephone: (519) 833-COAT (2628)
Fax: (519) 940-9798
www.fireballcoatings.com
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Winslow Delaney | Creative Solutions
416.871.2358
get right back to you with a price.
9 Forster Park Drive
Oakville, Ontario Canada L6K 1Y5
[email protected]
www.winslowdelaney.com
2338 Wyecroft Rd., Unit K5-7, Oakville, Ontario L6L 6L4
Tel: 905-825-2045 Fax: 905-825-0208
Many TTC members are already
Your source for all your repairs
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1974 Triumph TR6
Southern California car,
only a few miles since a
complete bare shell restoration by us. Finished
in high quality Pimento
red paint on a nice,
straight, rust-free, body.
All of the body rubbers,
soft trim, and most of the chrome was replaced, the engine and overdrive
transmission, the suspension, brakes and all other mechanical systems were
rebuilt. Falcon SS exhaust to original TR6 design. Chestnut brown interior was
all replaced. This is a stunning car that is show and driver ready. $21,600
1974 Triumph TR6
Californian TR6. No accidents, no rust, paint is nice
with only minor defects, on a
beautiful, straight body. New
front & rear bumpers, stainless trim rings and tires. Tan
interior has new seats, panel
kit, dashtop, sunvisors, tan
Robbins top, retractor seatbelts and windshield and
seals. Engine is strong with electronic ignition and the overdrive transmission was rebuilt two years ago. 4 tip Ansa exhaust system. Front end rebuild
including bushings, ball joints, tie rod ends, and steering rack boots & at
the rear new differential mounts and trailing arm bushings. Hydraulics all redone with new clutch and brake master, slave cylinder and hoses. $16,600.
1973 TR6
California car in good
shape, the paint is
older, but still looks
good. Comes with
factory hard & soft
tops. Engine runs well,
brakes redone, all
suspension bushings
replaced and new tires
fitted. The interior is
in good serviceable
condition and a new door panel kit has just been installed. Drive and enjoy a clean
bodied car at a reasonable price. Reduced $8,900
Drakes’ British Motors Inc.
(250)763-0883 Ph., (250)861-8051 Fax, email [email protected]
2286 K.L.O. Road, Kelowna, B.C., V1W 3Z7
WWW.DRAKESBRITISHMOTORS.COM

British Car Day Programme - The Toronto Triumph Club

Transcription

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