The Healey Elliott Saloon

VOLUME 15, NUMBER 5
Sept -Oct 2010
Autojumble / At The Wheel
INSIDE THIS ISSUE
14 at this event, more info to follow.
UPCOMING EVENTS
What Was I Thinking? Part X
6
Cars of Branch Members
Tues. Oct. 5th - VCB Meeting—
Rainbow Station, Bby. (Nigel
10
Mathews Speaker) 7 PM
11
Sat. Oct. 23rd—British Heritage
12 Festival at Cloverdale Rodeo Show
13 Barn (VCB members free admission if you bring your old English
14 Car) VCB might have an info table
Monterey Historic Races
Monterey Auction News
VCB Meeting Minutes
Scuttlebutt
X-Mas Party
The Healey Elliott Saloon
Part 1 - The Exploits of 1502, the Second
Chassis
By Walter Reynolds (in part from an article written by Clive Randall for Marqueart.com)
This little project arose from my research into the answer to “Identify This Car” in the June 2009 issue of
the Fraser Valley British Motor Club‟s “The Highway
Hooter” newsletter. The car shown was the Healey Elliott saloon, license GWD 42, and I was the first person
to respond with the correct answer. I found so much
information about the car that I decided to write an article on it. The story requires two parts: The first part,
this article, covers the making of the Healey Elliott prototype and its recent restoration, and the second part
details the history of Healey Elliott GWD 42, chassis
B1649, and its rallying career.
7
Tues. Nov. 12th—VCB Meeting—
Location TBA
Sunday, Nov. 7th—London Brighton Commemorative Run starting
at Delta Town and Country Inn
Tues. Dec. 7th—VCB Christmas
Party—Delta Hotel, Richmond (see
page 14 for more details)
Chassis 1501 was the first chassis and the test “car”
and was designed to be a tourer. However, its life was
short; it was never registered or even had a properly
finished body made. Surviving photos show a body designed to give the line of a roadster, but without details
like door handles. The car, if it could be called that, was
simply a test bed and photos show it as a bare chassis
with a horn, headlight and seat for driving on a test
track. Chassis 1501 was always known as, “The Horror”.
Chassis 1501, “The Horror” in Healey‟s shop, 1948.
(Healey archives photo.)
No published road tests were made using this car and
the chassis was broken up by the factory in 1948.
Chassis 1502 was a different matter: Still a prototype
but showing most of the details of 1501‟s chassis, only a
relatively mature one. This car was bodied, was good
In 1946, Donald Healey started his car company in the enough to sell and to be registered on the road – but not
yard of a firm making concrete mixers. He didn‟t have before it made history.
enough money to buy the chassis and components he
needed to start production. Even so, he announced that The manufacturer of the body was Sam Elliott & Sons
the company would have two forms of a high perform- of Reading (pronounced „Reding‟), England.
ance sports car. The early brochures only had artist‟s
Donald Healey had a problem: Even though the comdrawings of the car.
pany had orders coming in, he needed to prove his
The first chassis they assembled for testing had all claim that the Healey was a very high performance car.
sorts of problems and needed regular sessions with a More than that, he wanted his car to be the fastest prowelder to keep it together. For the inquisitive, they also duction car in the World. This would firm up the orders,
had a wooden model of the saloon.
but would also provide the incentive for suppliers to be
flexible with their invoice terms in order to be associHealey Badge
ated with such a car. Indeed, great lengths had been On Saturday, November 2nd, 1946 the Healey and the
taken to make the Healey a serious contender for the two Riley 2½ litre saloons (FDU 741 and HXC 440) set
“fastest production car in the World” accolade.
off on the Milan-Como Autostrada. This was one of
Mussolini‟s first motor roads. The lack of maintenance
Chassis 1502 was a streamlined saloon, tested in a and age, plus the fact the road was still open to normal
wind tunnel. The only window glass was the wind- traffic made Healey feel that even higher speeds could
shield; all other windows were Plexiglas to save weight. have been obtainable. The Milan Autoclub agreed to
The seat frames were aluminum (purported to be from scrutinize the tests.
an airplane), leather covered bucket seats in front,
bench seat in rear. The body was an aluminum alloy
over an ash and plywood frame. The suspension was
coil springs all round (much lighter than leaf springs).
As petrol was scarce, the petrol cap was located inside
the boot. The boot could only be opened using a pull
switch on the front of the rear seat armrest.
Healey‟s target was to produce a car that had 100bhp
and weighed a ton. What he managed was 104bhp and
just over a ton. The car used a tweaked Riley 2½ litre
engine with twin S.U. carbs and Riley gearbox and rear
axle. Compared to the Riley 2½ litre saloons using the
same running gear and weighing 3,192 lb, the Healey
saloon weighed 2,520 lb and was a real lightweight. The
104bhp was 14 greater than the Riley car.
„The Motor‟ magazine photo, 1946.
All cars performed well. The Healey achieved 104.14
mph mean speed in tests and an average standing start
kilometer of 17.8 seconds giving 1502, and the Healey
marque the title of “Fastest Production Car in the
World”. History had been made and a reputation for a
marque was being established.
According to the story written up in articles and books,
the famous number plate VVV 214 given to the car (and
on at least one photograph of the prototype Westland)
was simply made up from a pile of numbers lying
around in the factory. When in Italy, she sported black
Healey Elliott, Unknown Chassis Number on aucand red trade plates 199 NX, but when she was offition in 2010.
cially registered her number was GAC 506.
(Wouter & Pieter Melissen photo.)
The next step was to stage an event to test the car. In
Britain it was believed that there were no long high
speed roads capable of properly testing the car. Healey
also wanted to cover some mountain roads in the test.
The Editor of „The Motor‟, Christopher Jennings, who
had initially discussed the trial with Healey, owned one
of the new Riley 2½ litre saloons and mentioned the
idea to Victor Leverett, the Sales Manager for Riley.
The upshot was on October 29th, 1946 two Riley 2½ litre
saloons and the Elliott left Folkestone en-route to Italy
for the speed trial to test to see whether the Elliott
could do what the calculations said were possible. In
other words, achieve an average speed on test of
100mph.
VOLUME 15, NUMBER 5
„The Motor‟ magazine photo, 1946.
THE ROUNDABOUT
PAGE 2
Because the company desperately needed funds, 1502
was sold, but not until August 1947. Until that time she
was too useful for testing and public relations. As she
was still a prototype she was sold with some considerable differences to her successors, thinner chassis steel,
numerous riveted rather than welded brackets, and a
number of other detail differences.
and the cloth/leather interior with the idea of building a
fiberglass body. As with many such projects, nothing
happened and now he needed space. Mr. Walters had
owned 1502 since 1959 and it is suspected that the car
had fallen into disrepair and neglect long before then.
One of her siblings (GWD 42, the subject of Part 2) in
1947 ran at 111 mph in Belgium confirming what were
then some sensational performance figures, but 1502‟s
history book appeared to have been closed. However,
thanks to the work of a chap called Jack Ogden in the
1960‟s and Bryan Spiers (Healey Elliott club historian
at that time) more is now known.
Other variations of this Healey were made over the duration of production, but with different names. Other
names include Healey Westland (roadster), and Healey
Tickford. As in the Healey Elliott, the name which followed Healey represents the name of the body builder.
1502 when it was “found”. (Classic Restorations
photo.)
Ogden was in urgent need for an engine for the
Tickford, and so the rolling chassis, interior woodwork,
etc. were stored and the engine transplanted. Just
about this time, Bryan Spiers tracked down the car and
told Ogden what she was. However, in the 1960s it was
unthinkable to restore 1502 in that condition. Indeed,
the poor quality steel chassis problems of 1501, “The
Horror”, were probably also in 1502. With 1501‟s early
aluminum body panel problems, it is likely that 1502
started to deteriorate quite quickly in her life.
Healey Westland roadster.
(Date, location and photographer unknown.)
Years passed and the chassis of 1502 was stored in
damp conditions and deteriorated still further; the
parts were in dry storage, and the Tickford was happily
using the engine. Ogden noted at that time that the
engine was surprisingly standard for a speed trial car.
Even the inlet valves were small. The only change
seemed to be the light type of flywheel and the Lucas
special equipment dynamo and starter.
In October 1950, the Elliott and Westland models were
replaced by the Tickford and Abbot. The Tickford was
the saloon, while the Abbot was the drophead/roadster.
101 Elliotts were built along with 64 Westlands, 222
Tickfords and 71 Abbots. The Tickford and Abbot were
built between 1950 and 1954. The Healey Silverstone By the time Ogden passed away, his complete cars (a
very late Elliott C type and the Tickford) both needed
followed thereafter.
restoring. His son, Dave, decided to fully restore the
Elliott C type (it was the car his mother learned to
1502‟s Recent History:
drive in) and sell the Tickford. John Japp of the Healey
In 1961, Jack Ogden bought 1502 as a complete rolling Association bought the Tickford and started the long
chassis. He bought it from a Mr. Leslie Walters of Brid- restoration process.
gend, Wales. At this time spares were becoming hard to
find. Jack already owned a Healey Tickford plus a Dave contracted with Classic Restorations of BedfordHealey Elliott so he was keen to secure a source of shire, England to restore his Elliott C Type. He also
told Classic about 1502 and the Company realized that,
parts, hence the purchase of 1502.
although in very poor condition, parts of the chassis
1502 represented the usual sad story, the ash frame could be saved and other replacement sections fabrihad rotted and so Mr. Walters had scrapped the panels cated, if only the engine and other parts could be loVOLUME 15, NUMBER 5
THE ROUNDABOUT
PAGE 3
cated. Dave indicated he thought John Japp‟s Tickford
might be fitted with the engine and the other parts
would be in his garage.
Japp was approached over the engine in his Tickford,
and as luck would have it the engine was out of the car
and awaiting restoration. It also turned out his original
Tickford engine was in Dave‟s garage, so a happy Japp
was re-united with the correct engine for the Tickford
and 1502, now a viable restoration project, will receive
its original engine. The number of surviving parts of
1502 were surprising, all mechanical components, instruments and even much of the interior woodwork –
even the dashboard. This was all thanks to the care the
Ogdens had taken with their storage.
As with any historically significant restoration project,
it was important to validate that the chassis was indeed
1502. The engine was simple, as the numbers matched.
The other parts came from the rolling chassis, so if the
chassis was correct, they would be too. The local police
were enlisted to check the chassis using the same techniques they use to identify stolen vehicles number
stamps. Apparently any number stamped on a car
leaves a bruise deep below the impression, so even if a
number is angle-ground off and a new number stamped
in its place, the original number will show up under
analysis. The challenge with 1502 was all the layers of
rust on the chassis. The technicians were not told of the
number sequence that they were looking for. The analysts report stated they had found a 15, a curved bottom
number and a 2, that is, „15?2‟. So, 1502, 1532, 1552
or..... Luckily, from vehicle identification number data
of surviving cars, the chassis numbers were maturedquickly. Indeed, the chassis of 1502 is the only one to
ever be seen with rivets and plates where others have
welds – all of which align it with its prototype status.
1502 back on four wheels. (Classic Restorations
photo.)
In my research for this Roundabout article one writer
noted that it was hoped that the restoration would be
finished in time for the 60th anniversary to re-enact its
record breaking „The Motor‟ road test when it achieved
104.14 mph on the Milan – Como Autostrada.
Classic Restorations carried out the restoration, some
photos of which are shown on this page:
1502‟s completed chassis. (Classic Restorations
photo.)
Front of 1502‟s chassis. (Classic Restorations
photo.)
VOLUME 15, NUMBER 5
I contacted Classic Restorations to get more information on the restoration because their on-line photos
show only the chassis work. I also wanted to find out if
1502 actually did get to the 60th anniversary of its Milan – Como run. The information that I received from
Warren Kennedy, Classic Restoration‟s owner is very
enlightening and adds a current interest twist to this
article. Here‟s what he told me:
THE ROUNDABOUT
PAGE 4
“I now own 1502. I acquired the car from Dave Ogden
at the same time I was restoring his car UTO 3 (Elliott
C Type).
Restoration on 1502 is still ongoing. I am still researching the final details as 1502 is very different to the production cars. The rolling chassis is finished and the
original engine and gearbox are now installed. We have
started on the body work and the ash frame is completed. I have not set myself a completion date or time
scale as the car has to be correct and I am getting no
end of offers for it. So, if I don‟t complete it, I will not be
persuaded to sell it.
Also we have been very busy restoring most of the historic Healeys over the last three years. Cars including:
Elliott GWD 42: Purchased in 1948 by Nick Haines
The Healey Woody restored and ready for paint.
and Works-supported in the 1948 Mille Miglia (DNF);
(Classic Restorations photo.)
entered the first race at Goodwood in September, 1948;
entered the Spar 24 hour race in 1948 and the Monthery – Paris 12 hour race also in September, 1948. The We are also currently restoring two other Westlands,
car has been restored and entered the Mille Miglia in two Abbots and six Healey Silverstones.”
2008 and 2010. We currently have the car for sale. [See
And so, 1502 is alive, almost well, but certainly living.
more details of GWD 42 in Part Two. W.]
In the near future it will once again grace the roads on
Westland GWD 43: Donald Healey‟s own car, it was which it travels and bring its new owner lots of enjoycampaigned extensively in 1948 and 1949, finishing in ment (assuming, that is, that Warren Kennedy will
the top 10 in the Mille Miglia in both years. It also com- want to sell it after all his hard work).
peted in the Monte Carlo, Monthery and Alpine to mention a few, winning its class in most events. [See more
Next up is Part Two which details the exploits of Healey
details of GWD 43 in Part Two. W.]
Elliott GWD 42. Part Two will include a sidebar on
Elliott GUE 722: Works car driven by Count Lurrani Donald Healey’s personal car, the Healey Westland.
in the Targa Floria finishing 13th overall, then driven
directly to the Mille Miglia, changed a head gasket and
again finished 13th overall. These two events were the
only times this car raced and it was sold into private Sources:
hands. It has been off the road and garaged since 1965. www.marqueart.com
It is now under restoration.
Warren Kennedy, Classic Restorations
Elliott JGO 7: Owned and raced extensively by Ken
Warton from new to the mid-50s.
Clive Randall
Healey Elliott Woodie estate car: We recently fin- Clive Randall‟s sources:
ished this restoration. [See photos below.W.]
The Healey Story – Geoff Healey
Riley, the Legendary RMs by John Price Williams
The Motor, November 20, 1946
The Motor, December 4, 1946
Safety Fast „The Very First Healey‟, May 1967
The Healey Association
A Healey Woody photo used for the restoration.
(Classic Restorations photo.)
VOLUME 15, NUMBER 5
THE ROUNDABOUT
PAGE 5
WHAT WAS I THINKING?
Or, the restoration of a demon Sunbeam Imp. Part X
By John Chapman
Everything went to plan! At last, it‟s painted. It returned from the paint shop at the end of August resplendent in bright new shiny blue paint. Probably a
better paint finish than when it left the factory some 44
years ago. And no doubt, the panels probably fit better
as well. So, now the real fun begins, putting it all back
together again. Unfortunately, due to one of the earlier
bodywork cowboys, I have to remove the front and rear
suspension because they didn‟t mask them off when
spraying the body with primer. So, subsequently, I have
a mist of grey primer all over my nicely painted suspension parts. So that‟s a one step back before I can go forward.
that radiator. I spent a couple of hours going through a
box of lights and lenses that I bought on Ebay a couple
of years ago and brought over from England when we
came back from a vacation. Sorted out a good set of
rears, cleaned them up and fitted them on. I only managed to spend a couple of hours each evening on the car
this week.
Week three: Bad news. I started fitting the front sidelights on. The driver‟s side fitted perfectly but the passenger side, where the car had had an accident, didn‟t
fit at all. Not even close. On closer inspection I found
that the raised boss on the fender that the light sits on
One week later. The back suspension was removed,
is not flat. It looks ok at a quick glance but when you
cleaned up, repainted and then refitted. While it was off put the light fitting to it you can see that it‟s almost ¼”
I took the opportunity to clean up and touch up the un- out on one corner. I tried to push it out with a hydraulic
derseal. All new back brake pipes where then fitted.
spreader but it only cracked the new paint. So once the
The next step is to fit new brake and clutch master cyl- car is near completion I will have to take it back to the
inders so that I can run all the pipes from front to back. body shop for rectification. If that‟s the only problem I
I managed to work on the car all day Saturday and
get I will be a very happy little boy. It‟s been quite a
Sunday that weekend. I found it very therapeutic. All
task looking for the little odds and ends like special rivwork and business worries gone for a whole two days.
ets for the headlamp seals, semi blind rubber grommets
This is fun. Quite a difference from a couple of years
for the wiring harness and heater hoses. I visited many
ago when all I seemed to do was fight rust day in and
car spares stores, hardware stores and electrical retailday out getting totally demoralized and filthy dirty. The ers and wholesalers for semi blind grommets. None was
most enjoyable time was spent that weekend sorting
to be found. Eventually I found a web site of a company
through all the boxes of new and restored parts looking in England that had quite a good selection so I placed
for items that could be fitted on. It was like Christmas
my order. I haven‟t started looking for the plastic clips
morning opening up my presents only this time I was
for the chrome trim yet. I expect that to be time conunwrapping car parts and not socks or underwear. I
suming.
remember thinking on several occasions “oh yea! I can
fit this on right now!” So far I am missing the radiator, Week four. End of September: The grommets arrived
which I know I have somewhere as I remember paying from England. I now have enough blind grommets to
$200 to get it fixed and tested. I think? Mind you it was last me many, many years. Life is good. I have mana couple of years ago. It could have been a different car. aged to acquire all remaining brake, clutch and fuel
I make a habit of not keeping receipts in case I have, or lines for the car and hope to fit them on this weekend.
Once this is done I can fit the gear linkage, the hand
my wife has a desire to total up the total cost of this
brake and the underside protection plate. This week I
restoration. That could lead to suicide or murder, dealso found time to clean up the wiring harness in the
pends on who‟s doing the adding up. I‟m also missing
car and in the engine bay. During the course of cleaning
the small pivot pins that join the master cylinders to
the wiring I found two wires that had the insulation
the pedals.
burned off. These where replaced along with some bulWeek two: I managed to thread the heater hose through let terminals that had deteriorated. I can now look at
the rockers. There is one each side that run from the
fitting the petrol tank. Sorry, fuel tank and heater asengine and water pump to the heater up front. This is
sembly. The job that I‟m not looking forward to is fitno mean feat as there are restrictions inside the rockting the new headlining which has to be done before the
ers. It took only three attempts on the driver‟s side and windows go in. I‟ve never done this before so that could
two attempts on the passenger side. I found those pivot be quite an experience.
pins that I had lost. So both master cylinders are on
and connected along with the pedal box. Still can‟t find To be continued….
VOLUME 15, NUMBER 5
THE ROUNDABOUT
PAGE 6
Cars of Branch Members
and their Stories
1953 Mk 1 Ford Zephyr:
“This car has a 2.2 litre 6cylinder engine with a standard-shift 3-speed gearbox. I
By Walter Reynolds
found this car advertised for
sale in Tsawwassen in about
1989. The owner did not
give the car a very good reThe Car Collection of Bill Grant
port saying that it had
Generally, this article covers Bill’s old British cars pur- dents, rust and was really
chased over the last ten years and describes Ford Zeph- slow. Because of his descripyrs and Zodiacs, Morris Minors, a Vauxhall UTE and, tion, I took no action on the
for good measure, a Jaguar XJ6, bought 21 years ago.
car.
This, then, is Bill’s story:
Many months later I was in
the Tsawwassen area and At the Historic Stew1964 Mk 3 Ford Zodiac: “This was my first foray into
again contacted the owner. art Farm OECC PicBritish Fords in Canada, but sadly, not the last.
He still had the car for sale
nic, August 2009.
and agreed to show it. When
I saw the car I thought that
(Walter photo.)
this couldn‟t be the same car
because the car I was looking at was not as he had described it in the first phone conversation. This car had
no rust at all, had really low miles and only had one
previous owner. I bought the car on the spot and drove
it home.
The car got a fair bit of use and still has the original
engine, paint and upholstery. The only change to the
car is an upgrade to a Mk 2 Zephyr differential with a
3.9 ratio to help reduce engine wear and revs at highway speed.”
(Walter’s Note: About 6 years ago, I was following Bill
and his ’53 Zephyr while we were on a run organized by
Les Hetherington to the B.C Railway Museum. We had
taken a break at Britannia and were leaving the restauMk.3 Ford Zodiac (steamcar.net photo)
rant, driving back onto the Sea to Sky Highway. It was
While on a motorcycle tour of the east coast of Australia raining – hard! All of a sudden from the front of Bill’s
in 1985, we spotted this Zodiac on the side of the road
car flew this long black thing which landed behind my
in Brisbane. After a short conversation and a major
car. It turns out that the Zephyr had shed a wiper blade.
lapse of reason, I now owned a right-hand drive 1964
I was able to tell Bill where it landed so he was then
Ford Zodiac, having given very little (if any) thought to able to retrieve it and put it back onto the car.)
the fact that we were on bikes 1,500 miles from our
Melbourne base and 9,000 miles from home. The previ- 1960 Morris Minor 2-door: “I found this car by accious owner agreed to take the car to the Brisbane docks dent in Victoria around 1993.
for shipping to Vancouver. After about six weeks, and to
my pleasant surprise, the car arrived in good condition My son had been living in Victoria and asked if I would
come over to look at an Oldsmobile he wanted to buy. It
at the Surrey docks.
turned out that the Olds was a pile of junk. However,
on the way back I spotted the Morris at the top of a
I kept the car stock for a number of years but found it
not quite fast enough so in went a slightly worked Ford driveway. No one was home at the house but I left a
note asking if the car was for sale. The owner called a
302 V8, with a 4-speed “top loader” gear box. A couple
of runs at Mission drag strip produced some reasonable few days later to say the car was not for sale but if that
changed, he would call me.
times, despite the announcer having no idea what the
car was. I later sold the Zodiac to a fellow in AbbotsAbout a year later he did call to say that the Morris was
ford, who, I believe, still owns it.”
now for sale. The following weekend I headed over to
Victoria by ferry, as a foot passenger. While test driving
VOLUME 15, NUMBER 5
THE ROUNDABOUT
PAGE 7
the car I had to drive down the steep driveway onto the now a driver (even passed Air Care). The „57 Zodiac is
road but found although there was a hard pedal, there still a project.
were no brakes, causing me to make a very rapid turn
onto the road. Thankfully it was a quiet road at that
time and I met no other vehicle. It appeared that the
owner had been driving the car to UVIC every day and
would do it “carefully” by timing the lights and not using the brakes!
I was able to free-up the brakes enough in his driveway
to be able to drive the car home on a permit. At home
the complete brake system was overhauled. Approximately two years later, I gave the car a mechanical
make-over with complete MG Midget running gear
(direct bolt-in) and disc brakes.
The Morris has had the most use of all the cars and has
been to Reno, Nevada, and to the Portland ABFM three
times. It has also gone on two OECC „Brits Around
B.C.‟ trips. The car is a summer daily driver and will
happily cruise at 70 mph all day.”
Bill‟s 1959 MK2 Zephyr at the 2010 ABFM
(Alan Miles photo)
While on the subject of Zephrys, when I lived in Australia, I owned a 1962 Mk 3 Zephyr and my dad owned a
‟54 Mk 1 Zephyr. He could not understand or didn‟t
want to know why I wanted to use his old car for the
drive-in theatre when I had a much nicer and newer car
of my own. The secret? His car had a fully reclining
back seat!”
1969 Series I Jaguar XJ6 sedan: “I have owned this
car since about 1998, used it for about a year and then
stored it for the next 19 years. The car has the original
high-output 245 hp engine and runs very strongly but
needs a full restoration and is for sale. Over the years I
(Walter Reynolds photo)
have owned a number of Jags: Two Series 1 XJ6s with
Chevy V8 engines (1969 and 1971); a Series 2 XJ6C
(Walter’s Note: I’ve seen the Morris’ get-up-and-go. A few Coupe (1977); a Series 2 XJ6 sedan (1974), and a Series
years ago, after an OECC meeting, I was behind Bill 2 XJS V12 2-door (1975).”
and his Morris at a set of lights on Marine Way in Burnaby. The Morris was first car in line. Along side the 1950 Morris Minor: “I‟ve owned this car for about five
Morris pulled up a BMW. When the lights turned green, years having saved it from the crusher. The previous
off went the Morris. The BMW driver tried to drag the owner contacted a friend of mine to say that the car was
Morris, but was no match and the Morris pulled away free but had to be removed from the property that day
leaving the BMW in the weak glow of its Lucas rear as the garage that it was in was being torn down. Naturally I was over there in a flash. However, the garage
lights.)
swing-up door had not been opened for 40 years and the
ground had grown over the base of the door to a depth
1957 Mk 2 Ford Zodiac and a 1959 Mk 2 Zephyr. “A of six inches. I was able to get into the garage through a
friend told me about these two cars for sale in a field in small side door but found that, over the years, a few
Langley. On contacting the owner, he refused to sell the parts had been liberated from the car. Gone were the
cars individually so as I needed more projects (not), I engine, gearbox, both bumpers, headlights, tail lights,
bought both! The ‟57 Zodiac is quite rare in this country instrument cluster and the complete left front hub asbeing the first year the Mk 2 came here. This car had sembly. I went back home to get a shovel and hub asall the windows smashed but was mechanically very sembly. At the garage and after an hour of digging, I
good. The ‟59 Zephyr was very complete but had a was able to get the garage door open. Next came the
seized engine. This has been repaired and the car is hub assembly installation and the car was towed out of
VOLUME 15, NUMBER 5
THE ROUNDABOUT
PAGE 8
the garage using my old faithful Mazda truck to where
the tow truck could pick it up. As I recall, the last time
the car was on the road was in 1962. It is now back together and runs and is a totally rust-free car.”
A friend in Olympia, Washington told me about the car
in Portland, Oregon and, true to form, I raced down to
take a look. The car looked in very poor shape as it had
been in the open for a number of years with a ripped
top and, as a result, the car was full of muddy, smelly
1953 Vauxhall Velox UTE (Australian pick-up water. The whole interior was totally shot and the entruck): “This ute is believed to be one of four known to gine was seized. The good news was that the outer body
exist in running condition.
looked good except for rust and dents in the front of
both fenders. I bought the car on the spot and left a deposit. A few weeks later a friend and I went down to get
the Ford. To my dismay, it appeared that to move the
car, they had pushed it with a truck and had smashed
both rear lights, and dented the trunk lid and bumper.
When the water was drained out of the car, we found
the floor to be completely solid with no rust at all.
Most of the dents have been repaired and the rusted
bits have been replaced with new metal. The engine has
been rebuilt and is ready to go back in. With any luck,
the convertible will be on the road before I need a
walker!”
1953 Vauxhall Velox UTE on Flicker web site.
(Flicker.com photo.)
While in Australia a number of years ago, I saw this ute
advertised in the Trading Post (like our Buy & Sell). It
caught my eye, so to speak. I had owned a Vauxhall
Wyvern for a short time when I lived in Melbourne. The
Wyvern is the 4-cylinder engine model which was
quickly changed to a 6-cylinder Velox engine. I digress…. I bought the ute and dragged it to my friend‟s
shop where I was able to work on it. The left front
fender, grill and hood were in the truck‟s box as were
all the brake parts. As everything was still available in
Australia, it was only a couple of days and the ute was
running and complete after 20 years of storage. The ute
was then trailered to the shipping company for delivery
to me at home. It arrived a couple of months later and
the only damage was to the gear change linkage by a
heavy-handed tow truck driver at this end.”
“1958 Morris Minor Convertible and 1965 Morris
Minor 2-door:
“The convertible is not at home yet but the idea is to
use the „65 Morris as a donor car being that the convertible is missing everything. It appears that the present owner of the convertible was going to make the car
into a hot rod with a Chevy V6 and an automatic transmission. The worst part is that all the original bits, engine, transmission, suspension, steering and rear end
were all disposed of, hence the need for the donor car.
1958 Morris Minor
Convertible.
(Motorbase.com
photo).
1958 Mk 2 Ford Zodiac Convertible: “Only 1,500 of
With all these projects, it is very hard to focus on any
these cars were made from 1956 to 1962.
one car, but that‟s another story…..”
1958 Mk 2 Ford
Zodiac Convertible.
(Artofwheels.co.uk
photo.)
VOLUME 15, NUMBER 5
And so, readers, we have come to the end of Bill’s story.
In the next issue of the Roundabout, you will read about
Steve Hutchens’ stable of mighty British vehicles. Till
then, enjoy your cars, and call me to set up a time for
you to tell me your very own car stories.
THE ROUNDABOUT
PAGE 9
Monterey Historic Races - August 2010
By Dennis and Pat Nelson
The Rolex Monterey Motorsports Reunion 2010 vintage
car race was held August 14th and 15th at the 2.238mile, 11-turn Mazda Raceway Laguna Seca in Monterey, California. A field of more than 600 classic race
cars took to the track, grouped into 19 different racing
classifications.
Three days of vintage car races, with action ranging
from the thundering Trans-Ams to the 34 Bugattis in
their own race. The Bugatti race was interesting in that
the cars ranged in value from $300,000 to $3,000,000,
with a likely average of $1m. The top picture below has
16 vintage cars, and a pace car that is worth more. The
race was won by a 1932 Type 51 Bugatti, worth between $1.1M and $3.2m, number 5 (bottom photo.)
Pat and I have attended these races three times, and
much of the enjoyment comes from going through the
pits and trying to decide if you are supposed to know
the people or not. Dan Gurney was honoured this year
and we saw him, but we missed Jay Leno, who was
around for awhile.
At the 1955 Le Mans, a TR2, number 29, placed fifth in
class, and fourteenth overall. If you had asked, you
could probably have sat in the car to get your picture
taken.
Both a pit and a racing side view are shown here, for
one of the three most famous TRs. Those other famous
TR 2s finished fifteenth and nineteenth at Le Mans
that year. This year at Monterey, some Spitfires, and a
TR3 were also racing.
The 1958 Scarab (top picture on the right) went home
in a box. It is not often that these cars get rolled, but
traffic got messed up ahead of the driver and his day
was over, but he was OK.
VOLUME 15, NUMBER 5
THE ROUNDABOUT
PAGE 10
A wide variety of British cars raced in this reunion: Lotus, Elva, Cooper, Lola, Morgan, Lagonda, MG, ERA,
Fraser Nash, Triumph, Jaguar, Jowett, Aston Martin,
Austin Healey, TVR, AC, Austin, and a bunch of specialty names for which I could not remember the country of origin.
A great event once again, and a worthy addition to one‟s
bucket list. Many links will take you to information
and results on this wonderful piece of entertainment.
Pictures below are of a 1961 Aston Martin Zagato DB4,
and a 1984 Jaguar XJR5.
Some small British cars were offered; a 1963 Morris
Minor Traveller Station Wagon sold for $10,450 and a
1951 Triumph Mayflower Saloon sold for $13,200. The
more notable high-end British cars were: 1955 Jaguar
D-Type at $1.9m (below), and 1964 Shelby Cobra
USRRC Roadster for $1.45m (all prices would have a
10% buyer‟s premium added). And of course there were
several Rolls offered, and most sold. The crowd was
very pleased to see a 1948 Tucker sell on the Friday
night for over $1m.
Monterey Auction News
By Dennis and Pat Nelson
Over $66m worth of cars were sold at RM auctions, in
Monterey, during Car Week, making it the largest auction on the peninsula this year. Of the 224 cars offered
for sale, 209 were sold. The most notable no-sales were
the 1958 Ferrari 250 TR racer (bidding stopped at
$10.7m), and the 1913 Silver Ghost, which had its bids
end at $800, 000. My favourite car was the 1938 TalbotLago T150-C Lago Special Teardrop Coupe (top picture,
next column), which tied for high sale at $4.2m.
VOLUME 15, NUMBER 5
This year we spent three evenings at the auctions (Aug.
12th, 13th and 14th). On the last two nights the auctions ran from 6:00pm to midnight, with no food in the
bidding rooms, and no reserved seating for us common
folk. We ate at 6:00pm, arrived at 7:00pm, finding decent seats, and then managed to last until 10:30 or
11:00 each night. Great fun, but it was taxing to do
three auction nights, on top of the two days at the historic race.
THE ROUNDABOUT
PAGE 11
Meeting Minutes Aug. 3, 2010
Meeting Minutes September 7, 2010
The meeting was scheduled to start at 7:00 pm following a no host dinner for those who arrived early at the
The meeting was called to order by Steve Hutchens. No Ocean Park Village Pub in White Rock. Although they
guests were present
had given us an area exclusive for our use the back
ground noise level of the pub was such that a normal
Reports- Ken Miles talked about the run from Horsemeeting was not possible. Steve Hutchens polling a few
shoe Bay to Sunshine coast on Thursday Aug. 12, lunch of the officers decided that he would discuss items of
at Molly's reach, ferry to Powell River. If some members business with the officers and members involved, but
wanted, there would be a show and shine at the A&W
other wise would not hold a formal meeting. He made a
there, others would get the ferry to Comox, dinner in
point of circulating and welcoming all who attended. In
Courtenay. Aug. 13 a drive to Campbell River planned attendance were 25 members and 2 guests; the guests
for 11am. Aug. 14 at 1;30 a run in Comox Valley,
being John and Ninon Tice who were visiting with John
4pm AGM, 6pm Meet and Greet BBQ social. Aug. 15
and Lorna Hoare from the UK.
8;30-3pm AllBritish field meet at the Filberg. At least 8
OECC coastal branch members attending AGM
The secretary would have reported that we had three
members dropped from the roster for non payment of
Bence-announced a run to Lund, overnight in the hotel their 2010 dues; Ron Brasier, Jack Emdall and Robert
there, return next day Oct. 2 and 3 called the Fall
Sproule. Efforts had been made repeatedly over the last
Crawl- call him for info(4 clubs involved in planning).
few months to encourage their renewing, but to no
Dennis announced the Ladner quilt and car show Aug. avail. Our membership now stands at 83. He would also
15, also a Triumph show in Ft. Langley (over 100 cars) have reported on his ongoing efforts to obtain a new
supply of Lordco discount cards. While in Maple Ridge a
on Saturday. He also mentioned the Mt. Baker run
(sunny weather only) Sept. 10-meet at Campbell Valley few weeks ago he stopped by their head office to ask
about them, but could not connect with anyone in auStore 9am.All welcome!!!
thority; however he was given the owner‟s daughter‟s
Lorna mentioned an invite re: an All British Heritage
name, has since written her asking for a supply and
Festival, Cloverdale Oct. 23 at the rodeo groundshopes to have a further update at our meeting in Octowould like a few cars if interested, also British food,
ber.
music, dance etc. A family affair-let Lorna know if you
An executive meeting was set for Tuesday September
are interested, or if you have a talent they are looking
21st at the Hoare‟s home; 7:00 pm.
for you!!! www.britishheritagefestival.com
Location: Stewart Farm, 24 in attendance
th
Also mentioned was the Vancouver-Whistler Run Sept. The next meeting on October 5 will be at Rainbow station in Burnaby and Nigel Mathews will be a guest
18-19- could go for the day, if interested in overnight,
speaker.
call Ken Miles re rooms for $100/night.
Christmas dinner discussed, buffet at Elephant and
Castle (now called Pier 93) versus Roma Hall plated
dinner. Menus read out, voted , majority wanted buffetcost $40 including gratuity, prime rib, salad, soup,
chicken, pasta dish, dessert/cheese tray and coffee and
rolls. Dec. 7th. Club to give $5 each person attending,
toward dinner.
Steve Diggins talked about the picnic at Discovery- well
attended and enjoyed by about 40 people throughout
the day. Having a time limit for BBQ worked well.
Steve Hutchens mentioned the Northwest European
sponsored show in Bellingham Aug.22-downtown Bellingham, interesting cars from Europe. Called Sunday
at the Depot- funds raised to boys and girls club- info at
nweuropean.com
Meeting adjourned, many cars took part in run through
White Rock- Dennis in the lead.
VOLUME 15, NUMBER 5
Meeting minutes submitted by Bill Aaroe
THE ROUNDABOUT
PAGE 12
The AGM is now history and what a great event it was. I‟m now convinced that
the name of the event does it a disservice by connoting the dullness of a meeting
when actually 95% of it was fun.
Scuttlebutt
By Steve Hutchens
On Friday we toured back roads to Campbell River where members of the Campbell River British Car Club joined us for lunch. The Mini Monte on Saturday explored the Cumberland area in a way that was surely new to all of us who don‟t
live in the Comox Valley. At the AGM we elected a new Club treasurer and
passed a revision of our Club Bylaws. The BBQ, in Frank DeCarlo‟s back yard,
far exceeded any restaurant meal and provided a better opportunity for socialization. We were entertained by an improv comedy group from the local high school
that has been successful in competitions all across Canada. The day ended with a
large parking lot party at our motel that lasted late into the night.
The car show at Filberg Park on Sunday capped the weekend in a beautiful setting and hit attendance records.
Now about the disservice of calling this the AGM: No one likes a meeting and the
meeting was the shortest part of the whole weekend. Shouldn‟t the event have a
name that better captures the spirit of British cars and enthusiasts? Almost everyone would find a weekend celebration like this fun and worthwhile. What can
we call it? Send me your ideas!
A member of the Campbell River British Car Club was
at our AGM and asked about the benefits of being a
branch of OECC. It was a good question, and one that
I‟ve thought about. For a branch, there‟s the benefit of
insurance through the Club at a modest cost. Members
of the branch receive the Spanner, a great newsletter,
and our roster. Most important to individual members
is the camaraderie of being part of the largest British
car club in Canada and, perhaps in all of North America. Can anyone refute that?
The revised Bylaws, passed unanimously, make it official: we are the Old English Car Club of British Columbia. Gone are “and Registry” (which in no way precludes
us from maintaining a registry if we so choose) and
“Society” (which was redundant with “Club”). We are
registered with the Province of British Columbia under
Touring the back roads to Campbell River
the Society Act and as such are a society (small “s”) but
we are (and have always been) a British car club. We
Photo by Alan Miles
are one car club (a big club) with six branches (at the
moment) and possibly largest such club in Canada if not in all of North America. Our name says it best: “Old
English Car Club of British Columbia.” Congratulations are due to every member for making this such a fantastic organization!
VCB members‟ cars at the Anco Motel, Courtenay
Photo by David Ballantine
VOLUME 15, NUMBER 5
THE ROUNDABOUT
PAGE 13
AUTOJUMBLE
English Cars & Parts
For Sale and Wanted
VCB CHRISTMAS
PARTY!!
TUESDAY, DEC. 7th
Location: Pier 73
(otherwise known as
the Elephant and
Castle) 3500 Cessna
Drive, Richmond,
B.C. (in the Delta Hotel, same location as
the Van Dusen after
party).
Time: Arrive at 6:30
for cocktails, 7:00 pm
for buffet dinner
Cost: $30.00 each
(please bring cash to the dinner
and Lorna will collect it there).
Please let Lorna know if you
plan on attending at:
[email protected] or
604-584-2564
AT THE WHEEL
Chairperson: Steve Hutchens
[email protected] - 360-733-3568
Vice-Chairperson: Steve Diggins
604-294-6031
Treasurer: Colin Crabbe
[email protected] - 604-590-621
Membership renewals: 864 83 Ave., Delta,
BC V4C 2H5
Secretary: Bill Aaroe 604-942-7746
[email protected]
VOLUME 15, NUMBER 5
See more ads at
oecc.ca/vcb
under the Autojumble menu
1949 MG TC. RHD. Good original (unrestored) condition.
Running. Tools to go with it. A pile of The Sacred Octagon
MG magazines (1976-1994) and other MG magazines, all
in boxes, go with it. $19,900.00 Contact John at 604 584
2564.
More photos are on our website.
1976 Triumph TR6. One owner for the last 20 years,
104,000 miles, mechanically perfect, all bills available, new
tires, collector plates. ICBC agreed value: $15,000.00.
$13,000.00 obo. Peter Henderson 604-682-8290
1964 Austin Healey 3000 Mk.II BJ7, new paint (Healey
Blue and white), stainless exhaust, 72 spoke chrome
wheels, $36,000.00
Contact Barry at 604-943-5399 or [email protected]
20 issues of Collector‟s Car magazine 1979—1981.
This short lived, excellent publication was supported by
Lord Montagu.
Wilkinsons was selling for $12.00 an issue.
$7.00 an issue obo. Call Mike Stout at 604-531-3328
Lesney Dinky Toys from the 1960‟s: Bedford Duple
Luxury Coach,, No.21, Rolls Royce Silver Cloud, No. 44,
Matchbox series red double-decker bus, Austin A50,
No.36, 1 ton Trojan Van with Brooke Bond Tea written
on the side, No. 47, Morris Minor 1000, No. 46, Ford
Anglia, No. 7 $15.00 ea. 604-910-7244
1960 Austin Cambridge original condition, in need of
full restoration, located in Edmonton. Contact Peter for
more info and pictures at [email protected]
1954/1955 Hillman Californian two door hardtop, all
together but needs total restoration, open to offers. Contact
Ron Hoffos 604-576-8967 [email protected]
1970 Triumph Stag Convertible, was show car, new
chrome and interior, great body, 5spd, O/D, RHD. Parting
out, $1.00 and up. Jurgen: 604-737-8065 [email protected]
New memberships and correspondence:
1279 Brand St., Port Coquitlam, BC, V3C
5C4
Immediate Past Chairperson: Ken Miles
[email protected] - 604-576-8036
Event and Meeting Coordinator:
Lorna Hoare
[email protected] - 604-584-2564
Communications Coordinator:
Steve Morris 604-574-9833
[email protected]
THE ROUNDABOUT
Roundabout Editor : Alan Miles
[email protected] - 604-272-2145
Roundabout Distribution: Richard Taylor
[email protected] - 604-298-9346
ICBC/AirCare Liaison: Fred Bennett
604-939-1773 / Fax 604-939-1753
Good & Welfare: David Ballantine
[email protected] - 604-980-4120
PAGE 14