Cars of Branch Members and their Stories

VOLUME 16, NUMBER 1
INSIDE THIS ISSUE
Austin J4 Van Update
Alpine Gets a New Lease On Life
Mike Smith
British Car Specialty Bits
World’s Fastest Sunbeam
Branch Minutes/ICBC Report
Autojumble/At The Wheel
5
7
9
9
10
11
12
UPCOMING EVENTS
Feb. 12– Hearts and Tarts runcontact Steve Blake at 604-943-6416
Cars of Branch Members
and their Stories
By Walter Reynolds
The Car Collection of Steve Hutchens
Jan-Feb 2011
or [email protected] if you plan on
April 17—St. George’s Day car show
attending (Steve must know numbers put on by the L.A.M.B. car club.
Contact Bence or register at
for restaurant booking)
www.lambscarclub.com
Mar. 1—Monthly meeting at Confed- May 21-Vancouver ABFM
eration Park—film ―Vancouver Hon- June 11-June 27 -California Cruisin’
eymoon‖ 1961 BC Tourism promo
-Drive to California organized by the
film featuring a Sunbeam Alpine.
Central Island Branch, contact Marge
at 250-753-9168 or
April 10—Fort Langley Run (contact
[email protected] for more
Walter for more info )
info.
My lust for English sports cars, however, started six or
seven years earlier when I had a high school art teacher
with a red Austin Healey 100-6. His girlfriend had a
baby blue Austin Healey Sprite and I thought they were
the two coolest people on the planet. The lust was finally satisfied In 1965 when I saw a red 1960 Austin
Healey 3000 BT7 with a “for sale” sign.
My Volvo interest co-existed with my English car interest, and late in ‟65 the ‟62 Volvo was traded for a ‟66
Volvo 122-S. Facing service in the US Air Force in the
fall of 1966 called for realigning my fledgling auto collection so a series of rapid transactions saw the ‟66
Volvo 122-S traded for a ‟60 Volvo 122-S (to get rid of
car payments), then, just before entering the Air Force,
the ‟60 was traded for the ‟64 Volvo 544 that I still own.
I also sold the Healey, a transaction I have often regretted.
Air Force service introduced me to the Pacific North-
Writing on the windshield of the Reynolds’ Rover. 2009 west at McChord AFB in Tacoma where a sergeant I
Fort Langley Run. (Walter photo)
worked for loaned me his ‟66 Austin Healey Sprite for a
Time-Speed-Distance rally sponsored by the Tacoma
This month we tell the story of Steve’s collection of cars.
Rally and Competition Klub (TRACK) which my wife
The story even includes a spot of romance. While the emand I won. I joined TRACK and became their first newsphasis is on British vehicles, Steve also tells us about his
letter editor. My lust for English sports cars continued
collection of European cars.
and in March 1969, soon after getting out of the USAF,
I bought the 1962 Morgan Plus-4 4-Seater that we still
Here then is Steve’s story:
own. I wanted a 4-seater to ensure room for our first
I bought my first car, a 1962 B16-powered Volvo 544, in child.
1964 when I graduated from the University of Arkansas.
1962 Volvo 544 + Steve with hair! (Steve photo)
4 Seater before restoration and colour change.
(Steve photo)
The need for a newer car prompted the addition of a
new SAAB 99 in 1970. It used the same engine as the
Triumph TR7 and, though fun to drive, proved less than
reliable. The front wheel drive 99 had the engine installed longitudinally behind the drive axle with the
front of the engine facing the firewall. To replace the
timing chain, which happened twice during my brief
ownership, required pulling the engine. The SAAB was
so bad that I wholesaled it to a dealer in Kansas City,
Missouri, and took a bus back home to Aurora. Needing
a “daily driver” led me to buy a 1972 BMW Bavaria in
the fall of 1972. The Bavaria was probably the best car
I‟ve ever owned, and, as an ancestor of the current
BMW 5-series, was capable of at least twice the federally imposed “double-nickel” speed limit (55 mph nation-wide). (For anyone who is counting, there were four
cars in the stable at this time.)
On December 6th, 1998, I went to morning church service at Unity of Tacoma. I had arrived at the church
towards the start of the service and found a place to sit
that wouldn‟t disturb anyone. This was an aisle seat.
The next seat was vacant and in the seat beyond that
was a tall woman. When it came time to use the hymnal, I realized that there wasn‟t one in front of me.
However, the woman two seats over shared hers with
me. She was Celia. Our eyes met and that was that. We
were the last people to leave the church that morning.
“Close the door behind you,” was the church Elder‟s
parting comment to us!
July 1999 was a big month for me. I accepted an early
retirement deal from Creighton University and Celia
and I were married. We had no permanent home at that
point so we travelled around the United States in my
motor home looking for places where we would like to
Sometime in 1977 I sold the BMW to a local mechanic, settle down. One of the stops was Tulsa, Oklahoma,
six months before the engine blew up. To provide tem- where my son lives. There we found a 1959 Morgan
porary family transport I bought a 1965 Volvo 122S sta- Plus 4 4-Seater for sale. I needed a retirement project so
tion wagon. It looked awful but
we found the owner. He had an
ran great so I used it for over four
import cars parts store with a colyears including my time in grad
lection of eight to ten sports cars
school. The fall of 1981 found me
at the rear of the store. During the
teaching in Omaha, Nebraska. My
70s and 80s, he bought these tired
dad thought the Volvo was too
sports cars at the bottom of their
tatty for a fledgling professor so
value curve and stashed them
he found a 1978 Peugeot 504 Dieaway. The Morgan was in a room
sel station wagon for me to buy.
about 8‟x28‟ with an Austin
The Peugeot turned out to be a
Healey 100-4. The walls were
very nice car, lacking in power
stacked with stuff on both sides
perhaps, but excelling in every Morgan 4+4 at 2009 Fort Langley Run. such that it was difficult to walk
(Walter photo)
other measure. I‟d still own it if it
around the Morgan. There was
hadn‟t rusted away and yielded
only one light bulb in the centre of
its garage space to a 1988 Jeep Cherokee Laredo, the the room and everything was covered in dust.
only North American car I‟ve ever owned.
The owner didn‟t want to pull the car out into the dayFast forward to the fall of 1998: I was on sabbatical do- light for a proper inspection, but as it was a Morgan
ing marketing research at Mount Rainier National and he was willing to sell we said we would get back to
Park, living in the park headquarters compound. My him. A month later and while we were still traveling we
Morgan was living in a trailer behind my motor home finalized the deal through my son, Mike. He transand I had a connection to the Morgan community ported the car to his home to store for me beside my ‟64
through my membership in MOGNW that I joined the Volvo 544.
previous spring before leaving Omaha. That connection
led me to the Portland ABFM that September where I A story that a friend told me about a restoration shop in
met Ken and Pat Miles, Bob McDiarmid, Les Indiana planted the seed for a restoration saga that
Burkholder, Ron Theroux and several other MOGNW lead to another Morgan. The shop restored cars in
members. Ken invited me to join them on the Whistler batches of four or five cars of the same make and model
Run three weeks hence so I drove the Morgan to North (a batch of TR3s, MGAs, etc.). This way, the first car
Vancouver to join them. As we progressed toward Whis- was used as the guinea pig and the lessons learned
tler along Marine Drive in West Vancouver, I looked at were used on the other cars in the batch, thereby speedthe ocean, the blue sky, the snow-capped mountains ing up the restoration process and reducing the cost to
and the green forests and took in the sight of over a the owners (the owner‟s charges were based on the avdozen Morgans driving together through this scenic erage of the cost to restore all the cars in the batch). I
beauty. I could not figure out how I was going to leave thought that this was an interesting business model,
and telling Celia about it led towards making it my
all this in nine months and return to Nebraska!
own.
VOLUME 16, NUMBER 1
THE ROUNDABOUT
PAGE 2
We were traveling through Ft. Myers in Florida and
stopped at a mall. Coming out of the shopping mall, I
picked up a copy of Hemmings. We drove on north up
Florida‟s west coast and Celia was looking through the
Hemmings. She read me an ad for a Morgan Drophead
Coupe that was for sale in Peoria, Illinois. As the miles
passed by we talked about the Drophead. Celia encouraged me to look into buying the second project car to
pursue economies of scale somewhat like the shop in
Indiana. I phoned the owner and spoke for over an
hour.
Time for another reconciliation: At this point in time we
owned two project Morgans – one stored at my son‟s
place in Tulsa and the second with us on the U-Haul
and in the motor home (it, too, would be stored at his
place). Our Volvo 544 was also stashed there. The original 1962 Morgan Plus 4 4 seater was in a trailer in
Mount Rainier National Park in Washington. That‟s
four collector cars, three in storage in Oklahoma and
one in Washington awaiting our return.
So, come January 2000, with our tour over, we still didn‟t have a permanent home although we did have about
The next day I phoned him back to say we wanted to five areas where we would like to concentrate our
look at the car which, at that point, was three days search. We started looking near Olympia but every
drive away. I offered to wire a deposit to him but he morning we woke up to fog. After several days of fog I
wouldn‟t hear of it. I told him
researched long term weather at
that I was concerned that the car
the local library and found that
might not be there after the
the further north you go on the
three day drive. The owner
west coast, the better the weather.
promised to save the car till we
Bellingham appeared to be the
got there. We arrived at his shop
best location on the U.S. side of
on Friday afternoon. The shop
the border. After several months
was called „914 Ltd‟ and is a Porof searching we found a property
sche 914 garage. The Morgan
in Bellingham that had a home
was bought for his wife and he
and a large pole barn for project
had done a lot of work on it but,
cars and other vehicles.
in the end, found that the chasSPY PHOTO—Steve’s DHC in Panel
Retrieving three cars from Tulsa,
sis needed major work.
Craft’s spray booth, November 23, 2010. Oklahoma, became the next chalAt this point in its life, the Morlenge. Because we go back to
gan had gone through two ownTulsa every year, we decided to
ers intending to restore it but
bring a car back after each visit to
was still largely in boxes. In fact,
save shipping expenses. One by
it was stored around three wareone the cars found their way to
houses which, in turn were in
Washington.
different parts of the city! We
I was now retired and was looking
spent some time looking at what
forward to all the time I could get
he had of the Morgan at 914 Ltd.
to work on the restorations. RealAfter we had finished looking he
ity, however, found me getting
invited us out to dinner with his
involved with car clubs plus part
wife, and if that wasn‟t enough SPY PHOTO: Steve’s DHC wings, freshly
time teaching. Part-time enrollthey offered us a room for the painted but “hidden away” from prying
ment in an auto body course at
night to give us a break from the
eyes. Panel Craft, November 23, 2010.
Bellingham Technical College and
motor home. The next day we
other
life
things
were
slowing my progress with the reswent to the remaining two locations to look over the
torations.
[WR.
I
recall
Steve providing a ‘show and tell’
rest of the Morgan which was all in boxes. By 1 p.m.
session
at
an
OECC
meeting
where he brought in a wing
that afternoon (Saturday) we made the deal and paid
from
one
of
his
Morgans
that
he was working on in the
for the Morgan. We rented a U-Haul trailer and loaded
course.]
Even
by
2009,
progress
on restorations was not
as much of the Morgan on it as we could. The balance of
as
I
would
have
liked
it.
During
August 2009, Les
the car‟s parts were liberally distributed throughout the
Burkholder
called
to
say
that
he‟d
bought a Morgan
motor home. After spending a second, very pleasant
Drophead
Coupe
in
Hawaii.
After
some
discussion Celia
evening and night with the now ex-owner, we headed
and
I
decided
that
it
was
to
our
advantage
to enlist
out on Sunday morning to Missouri to visit with my
some
help
in
finishing
our
ex-Peoria
Morgan
Drophead
parents. The morning after we arrived, I took dad out to
see the “new” Morgan. Dad was always interested in Coupe‟s restoration. I contacted Panel Craft in Langley
cars, but looking at the DHC in boxes he thought it and contracted with Steve Sillett to do the work. As of
writing this, the work is progressing nicely.
looked like an awfully lot of work.
VOLUME 16, NUMBER 1
THE ROUNDABOUT
PAGE 3
Over several years Celia and I talked about buying a
British saloon car to join the Morgans. We looked at lots
of cars and did lots of talking to a lot of people. In September 2009, we went to the Portland ABFM in the ‟62
Morgan. That year, the Morgans were parked next to
the Minis. There was a Mini station wagon in the Mini
group and I spent a lot of time talking to its owner and
decided that the Mini station wagon was a car to investigate further. Thanks to the Internet, we found two
Mini station wagons that we liked – one in the UK and
one in Dallas, Texas. [WR: The story of acquiring and
retrieving the Mini can be found in the May-June 2010
and July-August 2010 issues of the Roundabout.]
Steve and Celia at a rest stop during
BRBC 2010. (Alan photo)
Mini as found, pre-restoration. (Steve photo)
We‟ve been members of the OECC Vancouver Coast
Branch since November 2000. By a fluke of fate, I was
on the organizing committee for the first Brits Round
BC in 2005. The name was penned by Celia after the
event committee‟s name discussions became bogged
down. We completed all of BRBC 2005, 2008, and 2010
and did the first and last days of 2006 Needless to say,
we enjoy BRBC and touring in general. The Mini saw
use on BRBC 2010, and provided space for OECC regalia of which we sold over $800 during the event.
While half of our collection is British, the other half reveal my affinity for vintage Volvos of which we have
three. I still have a weak place in my heart for vintage
Peugeots, SAABs, and the BMW Bavaria.
And there we have this month’s story. The Cars of
Branch Members and their Stories continues in future
issues as follows: April 2011 – Bart Shaw; June 2011 –
Alan Miles; August 2011 – Brian Lees. As this is a section for members, contact me if you want to tell us about
your British vehicles: Otherwise, that phone call you get
may be from me!
Mini under restoration. (Steve photo)
Mini today. (Steve photo)
Gerry Parkinson admires some fine examples of British
automotive engineering (including a regalia stuffed
Mini) at the motel in Valemount during BRBC 2010.
(Alan photo)
VOLUME 16, NUMBER 1
THE ROUNDABOUT
PAGE 4
Austin J4 Van Update
as a reference as the inside structure was removed layer by
layer. We were both amazed by the number of layers of former steel (rust) that comprised the door jamb. At one point
we considered cutting it all out and putting in steel tubThe following article is written by Frank French of the
ing but in the end it was decided to start from the good
Edmonton Classic Sports Car Club. Frank is the current bits and build it back out. Lots of cardboard cereal boxes
owner of this van and is restoring it with other members
were cut up into patterns. and then reconstruction started.
of his club. This is the latest article on the restoration,
Seeing how things went together we left the front jamb to
previous articles can be found online at www.box.net/
the door sill which is a box section with some very tricky
shared/zrdoptmgtm.
curves but one that gives the structure a lot of strength.
OECC members may recall that this van was once
We stopped for the day with the inner panel set up.
owned by Pat Jones and was considered as a restoration
project for our branch at one time.
Special thanks to Les Foster for contributing the article,
Ian Cox for his help in contacting Frank and especially
Frank for his permission to reprint it here
The J4 van has been the test mule for two courses on metal
bending and a lot of progress was made and people have
learned how to do flanges on the brake, how to stretch
metal over a form and other handy metal bending items.
The areas we covered such as rockers and cover panels were
perfect for group courses. However the van had serious
structural problems in the door jambs. I made arrangements with Phil who taught our courses to have him work
on one of the door jambs outside of a course. I asked him
how much more if I came out to help and he was kind
enough to say it would save me some money. So that‟s
what we did. Before the next course I went out and we
started on the passenger side door jamb. Being busy I didn‟t take as many pictures as I should have but to give you
an idea the drivers side pictured was the good side.
The next day was day one of the course and we started
with marking out the inner sill panel for the other side;
as it has to be replaced too. It was a bit different as that
sill panel had less metal than the passengers side. With
that done Phil continued on the door jamb reconstruction.
The group tackled removing the corrosion above the sill on
the drivers side. That involved cutting out part of the
side panel. A bit scary and welding that length could result in a bunch of permanent waves. It had to be done as
the rust had perforated the inside. The floor beneath was
crusty too and so that was cut out and ground flat. That
work was interspersed with helping Phil as he figured
things out on the door jamb. We all found that it all took
After much study we started at the top and cut out all
time and before we knew it it was time to end for the day.
the rot behind the front flange which wasn‟t bad till you
get to the bottom of the windscreen panel Then it was We started back on Sunday and continued with the
grotty to the bottom. Phil made up the little curvy bit work though we managed to get a few more items attended
behind the front hinge and we left the bottom flange front to we did run out of time to get the long panel installed.
VOLUME 16, NUMBER 1
THE ROUNDABOUT
PAGE 5
We did get it made up and joddled (or joggled) and it fit
quite well. It had been decided to give automotive adhesive a chance and so that was what we were working towards before the end of the day. Phil asked me to come
back out on Monday to finish the last bits.
The majority
of the structure had been
made up over
the weekend
but there were
a few complex
pieces to make
up. The problem with the
cap piece in
addition to the multiple folds and flanges was that the
whole unit was curved slightly on the outer edge. That
took some head scratching but as you can see it was finally figured out. We coated it all with weld through
primer which may work but Phil commented a number of
times how it made welding difficult. Not his exact
words. Still it will protect the inside of the panel a bit
better than Factory original.
Once that panel was in and the sill panel was welded to
the inner panel the jamb was complete and the door shut
with a very satisfying clunk. The work completed for a
very reasonable price (there‟s a fee for the course) at shop
rate it would of been about eight times the cost of the van.
The next side shouldn‟t take as long but then things will
have come a long way.
VOLUME 16, NUMBER 1
The passenger side is just about done from the front seam
to the back. We still have to repair the panel above the
back sill and then the nose area will get some attention. I
think Phil will be using the English Wheel for that
panel. Sure Looks a lot different than when we loaded it
on the trailer two years ago. Probably not worth the time
or money poured in but she is kind of cute.
We then turned to the side panel. The outer bit of rusty
floor had been removed and replaced earlier. The replacement panel had been made up and joggled and fitted. All we had to do was plug weld it to the floor. Figure
out a clamping system and apply the panel adhesive. It
took four hours to set and so I didn‟t get to see the end
product but clamped up the metal wasn‟t warped and if
they can glue Audis and Volvos together there‟s no reason
to think it won‟t hold a 68 Austin‟s side panel. Phil phoned
as I was writing this and said the wood came off and
things look good, it‟s primed up and ready to go for the
next course. He was saying that if we keep doing courses
the van will be done and then what will we do... I think
there‟s a lot more to be done but some day... varoom... off
we‟ll go...
THE ROUNDABOUT
PAGE 6
Alpine Gets a New Lease on
Life (Twice!)
By Alan Miles
As some of you may recall from my last Roundabout
article, “2,600 Miles in an Alpine – The Road to SUNI
and (almost) Back” (Sept/Oct. 2009) Mary Lou and I
encountered a bit of a problem on our way home from
South Dakota in the ‟62 Alpine. I thought I would provide a short update on what has happened with the car
since.
Upon our return I had the car towed to the local garage
we have used for many years and it was diagnosed with
several burnt out exhaust valves among other things.
The owner of the garage suggested sending the head out
for rebuilding including new hardened valve seats to
make it compatible with today‟s unleaded fuels. I asked
the shop owner about rebuilding or at least having a
look at the bottom end but
he was adamant this was
not necessary. He reasoned
that it was a waste of money
to rip it down if it had not
given any trouble. I reluctantly agreed as I know he
was just trying to save me
some money and I figured
he was a mechanic and
probably knew better than I
what was best.
Now having decided that this was going to be my plan
of action I then decided that I didn‟t want to pay any
more mechanics. These cars are pretty straightforward
in design and I have helped pull a few engines before so
I figured it was something I could handle myself. Now
when I say myself I knew I would need a couple of helping hands, preferably with a little more experience than
myself. I found two very willing and enthusiastic accomplices in Gerry Parkinson and Les Foster. So enthusiastic that when I said there was no hurry and that I still
had to unhook everything from the engine to get it
ready they said they‟d be over on Saturday which was
only a few days away. When I told them I couldn‟t possibly have it ready to pull by then Gerry informed me it
was no problem, they would help unhook everything.
Saturday arrived and sure enough Messrs. Foster and
Parkinson arrived and fuelled by coffee and cinnamon
buns said engine was removed that day. As we ran into
a few problems and other family obligations had to be
honoured we adjourned for the day. We met again a few
weeks later and installed
the “new” engine. I then proceeded to hook up everything and finally got the engine running in early 2010.
That‟s when the fun began.
As soon as I fired up the reconditioned engine I noticed
the rockers were very noisy.
Nothing unusual I thought
as I hadn‟t adjusted them
yet. After the engine
reached operating temperature I set the valve clearances and to my surprise it
Shortly after the car came
made no difference to the
back Mary Lou and I took it
noise emanating from the
on the AGM tour in September, 2009. I noticed it
engine bay. Gerry came over a few weeks later to help
seemed to be making a slight knocking or rattling noise
me put the hood back on and upon hearing the clatter
from the engine. Upon my return it was diagnosed as
coming from the engine suggested we check the valve
possibly being piston slap. I was advised by the shop not
lash again. I must say doing this job with two people is
to worry about it but again I didn‟t feel completely commuch easier. It was decided that I had indeed set them
fortable with that advice.
a bit loose so I was feeling quite confident that we had
solved the problem. Much to our dismay when we finAfter several months and much thought I decided the
best plan would be to pull the engine and replace it with ished and started the car the noise was still there. At
a used but reconditioned one I had just been given by a that point I assumed it must be a case of badly worn
friend. I would then have the bottom end of the original rockers.
engine rebuilt and put it in my newly re-painted Rapier
After deciding that the rockers might be worn I decided
when it returned from the paint shop (both cars use the
to install a pair that had been on the old Rapier engine
same engine). That way the Rapier would have a comand that I knew were relatively quiet. Once again no
pletely rebuilt engine to go with its new gearbox and
decrease in noise was achieved. Now I realized that
overdrive unit. I was hoping to get a larger 5 bearing
something else must be amiss.
1725cc unit for the Rapier but figured the 3 bearing
1592cc engine I already had would have to do. I was
After consulting with several fellow Rootes Group afiplanning on selling the Alpine eventually so the recon- cionados I was told that perhaps a bent pushrod could
ditioned engine would be fine for it I reasoned.
be the culprit and was told how to check for this. With
VOLUME 16, NUMBER 1
THE ROUNDABOUT
PAGE 7
the engine running and the valve cover off I inserted a
feeler gauge under each rocker in turn to see if any
change or decrease in noise was heard. Once again no
difference was heard. This left one culprit in the mind
of my fellow Rootes friends (and a mechanic I might
add), the camshaft.
Now to say I was disappointed would be an understatement. I knew that putting in a “reconditioned” engine a
friend had gave me was a risk but the friend had told
me he had looked at the bottom end and all looked fine
to him. I couldn‟t really blame him and I didn‟t. As I
said, I knew it was a bit of a risk. On the bright side it
was good experience for me to do an engine swap and I
was quite proud of myself that I got it up and running
(and running quite well I might add save for that damn
rattle!).
There was no way I wanted to get into ripping apart an
engine and with Brits „Round B.C. fast approaching and
the Rapier still in pieces I was wondering what I should
do. Cancelling our participation in BRBC was looking
like the only option. Then a thought occurred to me,
why don‟t I put the original engine out of the Alpine
(now back from the engine rebuilders and awaiting installation into the Rapier) back into the Alpine? Several
advantages occurred to me with this possible solution.
Firstly, I would have a brand new engine in the Alpine
forcing me to keep it for a few more years anyways to
get some enjoyment out of my investment. Having
grown a bit fond of the old crate I was in need of an excuse to keep it other than just as a replacement for the
Rapier while it was out of service. Secondly, we would
have a much more reliable car that we could do BRBC
in. All you folks who saw me constantly break down the
first half of the tour can start laughing now but in my
defence, most of my breakdowns were electrical in nature (damn previous owner!) and the new engine ran
great and had lots of power. The last advantage was I
could now look for a bigger 5 bearing engine for the Rapier as per my original plans.
Disadvantages you say? Well with Brits less than two
months away, a busy work schedule and every weekend
spoken for plus visiting relatives for most of June, there
was no time to do another engine swap. An experienced
type might have been able to handle doing it on the odd
evening here and there but I knew it would take me
awhile judging from how long it took for the first swap.
There was only one option available to me if I wanted to
attend Brits, pay a garage to do it for me. I discussed it
with Mary Lou and being a big fan of BRBC she said to
go for it. Reasoning that the tour is quite a reasonable
holiday expense wise, not like flying overseas or anything, and that these cars are money pits anyways and
should only be looked on as investments in the sense
that they give you back a lot of joy in return.
VOLUME 16, NUMBER 1
Despite the engine and everything mechanical running
great we were still plagued by electrical problems on
BRBC. The alternator and some interesting wiring by
the previous owner were found to be the culprit. After
a fix in Williams Lake the second half of the tour went
well.
Still I wasn‟t totally convinced until a few days later
when I was talking to a fellow branch member (who
shall remain anonymous except for the fact that he
seems to always have big boxes of clothing with him
and a pretty good sales pitch). He mentioned that the
summer season was almost on us and that sometimes
there‟s just too much other stuff going on in life to do it
all yourself, especially if there‟s events you want to participate in. That sealed the deal for me and I decided to
have it done. Being a straight forward re and re of a
small engine the cost wasn‟t too bad really and partaking in BRBC was a lot of fun and I wouldn‟t want to
have missed it. We also participated in several other
events last summer including the AGM tour and
Bence‟s Fall Crawl putting on over two thousand miles
on the Alpine in total. So I guess the investment was
worth it, as we have some really good memories as dividends.
On the way up to Lund on the Fall Crawl in Oct. 2010
(Still sporting BRBC plate)
THE ROUNDABOUT
PAGE 8
As most of you will know by now branch member Mike Smith passed away on Dec. 17, 2010. Mike was a well
liked member of our branch and contributed over the years to the phone committee . He could often be seen at
monthly meetings and on runs with one of his beautiful cars. Whiskey Mike will be missed by all that knew him
and if I may quote Nigel Matthews from a recent e-mail…”Let’s all lift one final tumbler to a real Gentle Man”
The following is an article that Nigel wrote for Homes and Living magazine in 2007. Reprinted here with kind
permission of its author.
Having taken just five weeks vacation over a
15 year period running your own business is
enough to drive anyone to the whiskey bottle!
Mike Smith was first subjected to the taste of
single malt whiskey during a Christmas vacation while staying in a castle in Scotland. The
friends who had arranged the Scottish vacation came to visit British Columbia and
brought with them some more single malt
whiskey (duty free I suspect) and a book called
The Malt Whiskey Almanac by Wallace Milroy,
a 144-page pocket book that became Smith’s
bible!
Having sold his business in 2000 and used to a
hectic lifestyle, it was time for a hobby or
something to occupy his time-this is when
some chaps take up golf! Mike dabbled with
collecting classic cars and nothing but the
best, Rolls-Royce and Bentleys. They are
rather expensive and take up a lot of room and
being British, leak oil! So, it was time to try
something else. Smith decided to see if he could collect a sample from all of the distilleries listed in
Milroy’s book. It kept Mike busy for years and just like the car hobby, he met and became friends
with wonderful people from all over the globe, many of which communicate via the internet. The
collection currently amounts to 604 bottles, only two in the Milroy book were unobtainable as the
distilleries had been closed for many years. The benefits have been tremendous and sharing the
quest and sipping the results of his finds has become a great hobby.
British Car Specialty Bits
(Submitted by Steve Hutchens)
An email crossed my monitor that seemed possibly worthy of passing on. It was a list of small firms that supply
specialty bits for our old English cars, some important, others not so, but generally things that are hard to find.
The website‟s home page which has links to each of these firms states:
This web site showcases products and services developed by enthusiasts for enthusiasts but, being
"cottage industries” or "one man bands" they can’t bear the cost of advertising. Their sales are usually
by word of mouth and so the BCCI website helps the word to spread. The website also lists some products developed by commercial organizations that are considered essential to the British car enthusiast but aren’t generally advertised.
http://www.britcot.com/
VOLUME 16, NUMBER 1
THE ROUNDABOUT
PAGE 9
World’s Fastest Sunbeam
By John Webber
(The following article appeared in the January issue of Classic Motorsports Magazine. It is reprinted by kind permission of its author, John Webber.)
During the Utah Salt Flats Racing Association‟s annual World of Speed event this past September, Larry Mayfield of Pahrump, Nevada, drove his much – modified Sunbeam to a speed of 204.912 mph during a timed mile.
The last time a Sunbeam went nearly that fast was in 1927; the pilot was Sir Henry Segrave, the car was powered by two aircraft engines, and the venue was Daytona Beach, where Segrave set an official unlimited land
speed record of 203.792 mph.
Mayfield‟s goal on this run was not an official Southern California Timing
Association record, but to secure bragging rights as the world‟s fastest Sunbeam. However his time sheet shows he was still accelerating as he flew
through the mile-5 timing trap. His exit speed of 210.729 mph indicates that
he could have a shot at a record 213.176 mph in SCTA‟s C/BFMS class,
where his car is officially assigned.
His trip down the course was not without drama; the faster he drove, the
more the Sunbeam‟s tail squirmed from side to side. He says he drove the
last mile with one hand on the steering wheel and the other on the parachute release. When the mile-5 marker flashed by, he popped the parachute.
The car straightened up and finally stopped about a mile later.
This story, like so many others, was several years in the making. In 1997,
Mayfield bought a rust-riddled 1966 Alpine and decided to turn it into a land
speed racer. His specific aim: break Segrave‟s record.
1000 hp Sunbeam at the
Beaulieu Auto Museum. This
is the car Sir. Henry set his
1927 land speed record in.
He dubbed the car The World‟s Fastest Sunbeam Wannabe, and he‟s been working on it ever since. Help comes
from his wife and crew chief, Cathy, friend and salt flats crewmember Dale Pulju, and a host of other Sunbeam
supporters around the world who have enjoyed his frequent forum threads and website updates.
His Sunbeam is powered by a Ford 306 block fitted with a stock crank and rods plus AFR heads fitted with Inconel exhaust valves. The cam is a custom Comp Cams turbo grind with solid roller lifters and roller rockers. A
Turbonetics HP72 turbocharger blows through an ice water-to-air intercooler. In its current state of tune, the engine produces about 650 horsepower. The transmission is a Performance Automatic-massaged Ford AOD turning
a narrowed Ford 9-inch rear fitted with a 2.5:1 gear ratio set.
The Sunbeam body has been tubbed in the rear and fitted with a substantial roll cage. Other than a front air
dam, rear spoiler/stabilizing fins, and an aluminum tonneau, the body looks remarkably stock.
Mayfield says he wanted the car to be recognizable as a Sunbeam, and indeed it is. However, after this run he‟s
going to have to stop calling it a Wannabe.
Dale, Larry, and Cathy after the run
VOLUME 16, NUMBER 1
Starter (in blue and white shirt) giving final safety
check and talk just before run
THE ROUNDABOUT
PAGE 10
Minutes of the Vancouver Branch of the
Old English Car Club of BC for Jan. 4,
2011
(Submitted by Bill Aaroe)
The meeting was held at the „Chicken Farm‟ home and
car collection of Dave and Rosemary Pollon in Langley.
Fourteen members and two visitors were present.
passed that changed the route for 4 years. Those 4
years ended in 2010, but given border reality it did not
seem feasible to have a cross border trip. Ken Miles
made a motion that the London Brighton Commemorative Run remain an all Canadian routing; there was no
discussion and the motion was passed.
Ken Miles spoke on the Club AGM which will be in
Kamloops on August 27th. He is again planning a run
for the trip there with a stop at the Quilchena Inn near
Merritt. As this facility has only 12 rooms those wanting to stay there will have to commit to the run quickly.
After socializing and touring the collection the meeting
was called to order by Ken Miles in the absence of Steve Lorna Hoare spoke about a possible run to the Britannia Mine with a picnic at Porto Cove. A private tour of
Hutchens at about 8:00 pm.
the mine museum will be arranged for us. She then
Lorna Hoare expressed the gratitude of the club to
went on to ask for thoughts and ideas for future meetDave Pollon for his hospitality; followed by a warm
ings.
round of applause by all.
All business being concluded the meeting was disThe floor was turned over to Ken Miles for the purpose missed at approximately 9:00 pm.
of elections. The following were elected unopposed;
Steve Hutchens as Past Chair, Steve Diggins as chairman, Collin Crabbe as Treasurer, Alan Miles as Editor,
ICBC/AirCare Liaison Report
Lorna Hoare as Events Coordinator and Dave Ballantine as Social Secretary. A call for nominations for
By Fred Bennett
the position of Secretary was made and no nominations
or volunteers came forward. The outgoing Secretary,
Bill Aaroe said he would serve until a replacement
Collector Car Program
could be found.
The meeting was turned over to Steve Diggins.
The Treasurer reported that we were more or less
break even last year on operations and that we have
about $3000 in our bank account.
The acting Secretary reported that 62 had paid their
dues for the year, 23 had not and that one member had
advised that he was dropping out of the club.
Lorna Hoare advised that the next meeting was at
Rainbow Station on Feb 1st and that Dave Ballantine
would be the guest speaker and that the Hearts &
Tarts Valentine Run would be on Sunday Feb 13th
(now Saturday the 12th). Also we have been invited
back to the St. Patrick‟s Day parade, Sunday March
20th, but that an $80 entry fee was required. Some discussion occurred about how this event was good exposure for our club and it was decided that we would ask
for a waiver of the fee as we would be ferrying so dignitaries if our cars were in the parade.
1) A recent concern within the collector car fraternity
regarding apparent delays in processing of collector
status applications by ICBC, has been reported by applicants. A joint decision by the Collector Car Council
and the Specialty Vehicle Association is to collect data
to address this concern. If you have recently applied for
collector car status would you please provide the following information. Privacy will be maintained.
-Owners name
-Make and year of car
-Date of application
-Date of ICBC response (if received)
Please respond to Roundabout editor, Alan Miles,
[email protected] or 604-272-2145 or Fred Bennett,
ICBC/AirCare Liason, ph. 604-939-1773, fax 604-9391753
2) It has been reported by the media that the AirCare
contract has been renewed and will continue into the
future. I have spoken to Dave Gouley, Manager AirCare
Steve Diggins spoke on the plans for the 2011 London
and have been informed that regional recommendations
to Brighton Commemorative Run, that we needed help to TransLink have not been completed and no
to re-organize it as he hoped we could return this to the TransLink request for contract renewal to the ministry
premier club event it used to be. In 2010 we had 30 – 35 has been made at this time. It is anticipated that these
participants. A question was asked about whether or
processes will be complete and in place by 2011 year
not it would ever again be a cross border event and Ken end and that contract renewal will take place. Few, if
Miles reminded everyone that in 2007 we had a motion any, changes are anticipated.
VOLUME 16, NUMBER 1
THE ROUNDABOUT
PAGE 11
AUTOJUMBLE
English Cars & Parts
For Sale and Wanted
See more ads at
oecc.ca/vcb
under the Autojumble menu
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
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]
1963 TR4 rear axle and rad fan : Mike Stout 604 -531-3328
1962 Hillman Minx Series IIIC Saloon: 1592cc 4cyl. ohv engine, rare Easidrive automatic transmission, new carpets and some upholstery work, excellent near original condition, has collector plates, 35,000 miles approx., runs great. $3,500.00, contact Alan Miles at
604-838-2145 or [email protected]
1950 Thames E83W van; original, complete and restorable; has proper papers;
$1500 CDN.
1953 Thames E83W Estate Car; all original and very rare; missing rear seats but
have measurements, photos, etc. for restorer to replicate; have both front seats;
needs complete resto but could be combined with excellent chassis from similar vehicle (restored many years ago but never used) to make restoration much easier.
Has proper papers. $3000 CDN.ncluding second chassis.
1952 Thames E83W chassis; restored and painted in mid-70's but never used;
needs minor attention and new paint but is complete with all running gear except
motor. Motor possibly available at extra cost. Papers available. $1000 CDN.
Thames E83W steel pickup box and cab corners, etc. Make a pickup out of your van? Rare- $500 CDN.
Lifetime collection of Thames E83W and similar upright Enfo parts; all types of items - send your requests.
Les Foster [email protected] 604-999-4936 Vancouver BC Canada area
AT THE WHEEL
Chairperson: Steve Diggins 604-294-6031
Vice-Chairperson: John Chapman
[email protected] 604-590-3749
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 16, NUMBER 1
New memberships and correspondence:
1279 Brand St., Port Coquitlam, BC, V3C
5C4
Immediate Past Chairperson: Steve
Hutchens [email protected] 360 -7333568
Event and Meeting Coordinator:
Lorna Hoare
[email protected] - 604-584-2564
Communications Coordinator: Steve Morris [email protected] 604-574-9833
THE ROUNDABOUT
Roundabout Editor : Alan Miles
[email protected] - 604-272 -2145
Roundabout Distribution: Richard [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
Website Editor: David Austin
'[email protected]' 360-752 2200
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