transporter talk

Transcription

transporter talk

TRANSPORTER TALK
ISSUE 121
JANUARY-FEBRUARY 2013
THE DRIVING FORCE
President & Interim Chairman - Robin Taylor
Strawberry Fields, Springhill As above Mob. 07 836 - 537 722
Editor & Technical Editor - Nigel A. Skeet
The Castle Gatehouse, Devizes, Wiltshire, SN10 1HL
2a, Sydervelt Road, Canvey Island, Essex, SS8 9EG
Tel. 01 380 723 927
Tel. 01 268 - 683 380 (between 10:00 AM and 10:00 PM)
E-mail: [email protected]
Club Secretary - Margaret Ward
General Committee - Jon Dyer
The Millstone, Waterside, London Colney, St. Albans, Hertfordshire, AL2 1RB
Swindon, Wiltshire
Tel. 01 727 - 825 319 and Mob. 07 946 - 272 441
Tel. 01 793 - 874 794
Events Co-ordinator - Bob Ward
General Committee - Alan Malone
The Millstone, Waterside, As above
12, Helena Court, South Woodham Ferrers,
Chelmsford, CM3 5LZ
Treasurer - Matthew “Taff” Hart
1 Victoria Drive, Sale Moor, Cheshire, M33 3HZ
Tel. 01 61 283 8770
Membership Secretary - Ken Brimson
28, Ashley Close, Winchester, Hampshire, SO22 6LR
Tel. 01 962 - 884 146
Camping Co-ordinator & Vice Chairman Christie Leary
Strawberry Fields, Springhill Road, Goring-onThames, Reading, Oxfordshire, RG8 0BY
Tel. 01 491 - 873 990 and Mob. 07 971 - 737 983
Publicity - Derek Leary
Tel. 01 245 - 329 239 and 07 903 - 559 951
(Mobile) - no calls after 8:00 PM please!
General Committee - Malcolm Marchbank
Chesterwood Eardsley, Herefordshire, HR3 6NS
Tel. 01 544 - 327 700
Technical Manager & Valuations Manager Mike Tout
93, Highland Terrace, Uffculme, Cullompton,
Devon, EX15 3EW
Tel. 01 884 - 841 598
General Committee & Valuation Officer Carolyn Tout
As Mike Tout
Transporter Talk No 121
CONTENTS
Editor’s Observations
Daisy Daze
Events - Shows & VWT2OC Camping
2012 AGM Presentations
Membership Matters
New Members
Wee Dubbers’ Birthday Greetings
A New Coat for Marigold - Part 2!
VW Club News from Malta
New Magazine - Volkswagen International
Event Report - Autumn 2012, Revesby Waxoyl Weekend
The Advantages of Simple-Technology Vehicles
Advertising Curios - VW Transporters in Financial Services
Updating 1971 VW Type 2 Brake Calipers
Test Report - 1979 Jurgens Autovilla Coachbuilt Motorcaravan
Behind the Iron Curtain in a Type 2
Valuation Matters
New Multi-Buy Discount Scheme at Just Kampers
Members’ Advertisements
Registered Address: Volkswagen Type 2 Owners’ Club
The Millstone, Waterside, London Colney, St Albans
Herts AL2 1RB
1
EDITOR’S OBSERVATIONS
A
s mentioned a few months ago (see TT118, Pages 5 & 10 and TT120,
Pages 5, 6 & 8 ), I have consented to take over the role of magazine editor,
in addition to my existing role as technical editor, which I have now held, for
approximately 3½ years. Provided that I continue to enjoy the members’ support,
I intend that my editorship, should be a long-term role, rather than merely acting
in a caretaker capacity.
For several years, Carol Jarvis, had used her own relatively modern, 32 bit,
desktop computer, to compile and edit the magazine, so sometime prior to
the AGM in September, when she stepped-down as editor, it was decided to
purchase a new portable laptop computer, which would be dedicated to the task of
magazine production, by the new editor.
However, owing to some unforeseen technical glitches (i.e. the desktop
publishing software, Quark Xpress 6, which had been the Club’s mainstay, of
magazine production for several years, proved to be incompatible, with both
the new editorial, 64 bit, laptop computer & Microsoft Windows 7, and my
own ancient, third-hand desktop computer & Microsoft Windows 98), it wasn’t
possible for me to compile Issue 120 of the magazine. Fortunately, Philip Taylor
(editor of Issues 115 & 116) kindly offered to complete preparation, of Issue 120,
on my behalf, by other means.
Sadly, this didn’t go entirely to plan; resulting in some material being omitted, most
of which, has hopefully been included in this issue!
Philip’s article, entitled “A New Coat for Marigold”,
about his 1971 VW 1600 Type 2 campervan, was
mysteriously cut off in mid flow, so to preserve
continuity, I have published the complete article in
this issue, including the single page, which previously
appeared in TT120.
Some of you might be wondering, what has become,
of the third & final instalment, of “Helmut my
Bay”, about the restoration and remodelling, of
Clive Horlor’s 1972 VW “1600” Type 2 “Devon”
campervan. Regretably, it was one of the casualties, of the problems experienced,
with preparing TT120, which I had hoped to include in this issue. Although parts 1 &
2 of this article (see TT118 & TT119), were mostly based upon, completely unedited
material, downloaded from Clive’s website, I have after careful consideration, elected
to substantially restructure the source material for the third instalment.
2
I feel this is necessary, both to make the format more appropriate, for magazine
publication, and to clarify, as far as I am able (in consulation with Clive’s widow
Lorraine, and some of the VW campervan-parts suppliers), some of the important
technical details. If members would like to read, the unedited source material, it can
be accessed on Clive’s website, at the following links:
http://www.helmutmybay.co.uk/camper-rebuild/electrics/
http://www.helmutmybay.co.uk/camper-rebuild/pop-roof/
http://www.helmutmybay.co.uk/camper-rebuild/interiors/
In addition to publishing items, which were omitted from earlier issues, this issue
includes some radically new material, of which a five-page test report, about the
unusual South African “bay-window” Jurgens Autovilla, coachbuilt motorcaravan,
is but one example. Also included, as a first for this magazine, are some archived
advertisements, pertaining to financial services, in which images of VW Transporters,
are also included, for whatever reason. There will be a selection of others, grouped
under related categories, published in future issues.
During the past few years, I have noticed on various TV channels, and in
newspapers, magazines & leaflets, the increasing use of VW Transporters, to
advertise and promote, non-VW related products and services. So far, these have
included, financial services (e.g. loans, credit cards & insurance), Internet broadband,
television rental, clothing fashions, sportswear, cut-price petrol, personalised vehicleregistration numbers, music festivals & performing artists, domestic water supplies,
television programmes and radio stations.
VW Transporters, also feature quite prominently, in several non-automotive books
(both fictional & factual), TV programmes and films. I was surprised to discover one,
in a recently published childrens’ book, which had learned to fly! Another, features
in a series, of light-hearted, serious MATHEMATICS text books, which are equally
suitable for children, adolescents and adults alike. VW Transporters seem to be
ubiquitous, so please notify me, of any similar material known to you, which I might
possibly have missed.
Other new features, will be introduced to the magazine, but how frequently, will
depend upon the availability of suitable material. Hopefully, in the next issue,
or the following one, I shall publish the inspirational tale, of a recently formed
(i.e. probably less than five years ago), low-budget tour company, who use three
refurbished & customised, 1976~79 VW Type 2 Kombis, for tours of varying
duration, around the diverse regions of Uganda, which was once described
by Sir Winston Churchill, as “the pearl of Africa”. I am currently exchanging
correspondence with the company founders, to collect and assimilate, all the relevant
3
information and pictures.
I am pleased to report, that I recently received articles, from two further Club
members, which I intend to publish in the next issue. One is from Clive Calvert,
about his 1989 VW 1900 Type 25 AUTOMATIC, called “Gertie”, which experienced
reversing-light switch problems, for which the Haynes manual, seemingly gave him
little useful guidance! In response to Ian Crawford’s earlier article, about repairing
his 1971 VW Type 2 sliding-door seal, Mike Hobson has submitted a description,
of how he recently replaced his own 1972 VW Type 2 sliding-door seal, without
needing to either cut the new seal, or completely remove the sliding door.
During recent telephone conversations, with two other Club members, all sorts
of intriguing facts came to light, about their respective vehicles, so I hope that
in the coming months, when they have some spare moments, they will get busy
scribbling some articles or tips for the magazine, so that we may all benefit from their
experiences and observations.
One seemingly insignificant fact, was that the “early-bay-window” VW Type 2,
belonging to one Club member’s daughter, had two twin-nozzle windscreen washers,
rather than two single-nozzle washers, which I normally associate with 1968~79 VW
Type 2s. Upgrading front & rear, windscreen wipers & washers, for these vehicles,
are one of several important safety features, about which I have previously written
extensively, and will continue to update, as I learn more.
Many people regard as trivial, their own observations, experiences and achievements,
taking them for granted, but collectively, they can significantly contribute, to the
total body of knowledge and expertise. Transporter Talk, has the potential, to become
a World-class magazine, but it cannot be achieved, without your help and support.
Besides which, I know you will only grumble, if most of the non-routine content, is
exclusively written by me, but the solution is largely in your own hands!
During the past 17¼ years, that I have been a member of the VWT2OC, some of the
few fellow members, with whom I have engaged in conversation, about magazine
articles, have remarked, that they had previously submitted material, for possible
publication in the magazine, but they had neither received any feedback nor seen
their contribution published, which I too would find frustrating, and be likely to
discourage me, from submitting further contributions. ALL contributors, deserve
some form of feedback, irrespective of whether their material is published or not!
Hence, I promise to acknowledge all contributions, which I receive for the magazine.
Given that some Royal Mail letters and e-mail messages, sometimes get lost
or otherwise go astray, it is preferable to telephone me in advance, to forewarn
me. It also affords us the opportunity, to discuss the content and layout, of the
4
proposed submission, plus other possible contributions, for later publication. If no
acknowledgement is received, within one week of submission, it would be wise to
telephone me, to determine what has transpired.
I acknowledge, that many members might feel, that they lack the language skills,
to contribute material to the magazine, but this need not pose a major problem. If I
am provided with the main details, in brief note form, together with any supporting
photographs, sketches or other illustrations, we can discuss by telephone and/or
e-mail, how a coherent article might be written, as a co-operative effort.
If sending material, by e-mail or e-mail attachments, please send any pictures, as
separate file attachments; including their descriptions and file names, in the main
body of the narrative (TXT, RTF or DOC format), so that I will know what it is, and
its relevance to the narrative.
Over the past years, previous editors have worked hard, to fill the magazine with
interesting material, which is pertinent to VW Transporter use, maintenance,
refurbishment and ownership, but which in some respects, has been hampered, by
the lack of contributions, from the majority of members. Despite various attempts
to elicit feedback from the membership, about their likes and dislikes, regarding
magazine content, the overall response rate has been poor.
Hence, if this continues to be the norm, the content of the magazine, is likely to be
dictated, by what I consider appropriate, and which I surmise, might be of interest
to other members; keeping in mind, that in the last survey, the majority appeared
to own, either VW Transporter T2s or T3s, plus a relatively modest number of T1s,
T4s and T5s. Provided I can legally circumvent, the supposed strictures, of the
Data Protection Act, I shall endeavour to review each year, the changing relative
frequency, of T1s, T2s, T3s, T4s and T5s within the Club, so that magazine content,
can be varied accordingly; dependent upon the availability of suitable material for
publication.
At the moment, there are no committee members or appointed officers, specifically
dealing with the mobile Club shop or the Wee Dubbers page of the magazine.
As Robin Taylor, has recently indicated (see TT120, Page 6), the shop is likely to
continue, for the foreseeable future, in the guise of a mail-order service. Unless
someone comes forward, to prepare child-orientated material, I envisage the Wee
Dubbers page fizzling out, because my knowledge, understanding and experience
of young children, is virtually non-existent; having no offspring myself and being a
tutor of mostly older teenagers and young adults!
Constructive criticism of this editor and other committee members, will be published,
but I will exercise my editorial prerogative, to excise any abusive or inflammatory
5
comments, made about any person, whether living or deceased! Remember the
maxim, “Don’t just grumble, complain!”. If we are unaware of peoples’ discontent
and the reason for that discontent, we are unable to do anything about it!
Given that membership of the Club’s elected management committee (including
myself), changed radically in September 2012, at the last AGM, it will take a little
while, for us all to settle into our new roles, so don’t be too surprised, if there are
still a few hiccups during the next few months. To quote the early radio & television
announcers, “normal service will be resumed, as soon as possible, but in the
meantime, please do not adjust your set”.
Regards. Nigel A. Skeet, Editor & Technical Editor
DAISY DAZE
A
belated happy new year to you all. I hope you are all suitably rested and eager
for the new camping season, to get under way. Hopefully, 2013 will bring better
weather, for this year’s events.The VWT2OC, have booked camping areas, within the
three MMM shows, which are listed in the camping and events area of this magazine.
If you need to book on-line, look for the icon that will take you to clubs, and follow
the link.
Preparations are also in hand, to camp with fellow members at Camperjam and
Busfest. Likewise, look for the links, on their respective websites. Derek and I, will
be taking a small club shop to Stonor rally, on Sunday, 2nd June and Beach Buggin,
on Sunday, 11th August. With a depleted committee, it is unlikely that the Club, can
attend as many shows, as it has in the past.
VWT2OC member, Laura Hart, will be running a camp again this summer. At the
time of going to print, a venue had not yet been chosen. However, it will be running
for one week, from Friday, 26th July until Friday, 2nd August. Telephone Laura, on
07 917 - 714 338, for more details. Please support her if you can, for at least part, if
not the whole week. To keep upto date between magazines, don’t forget to use the
Club web site http://vwt2oc.co.uk and/or the Facebook page http://www.facebook.
com/groups/VWT2OF/ and/or the VW Happy Campers page http://www.facebook.
com/groups/242336989180114/?ref=ts
Please note, that the Club website, can no longer be entered via the vwt2oc.com URL
Happy Camping to you all, Derek & Christie Leary
6
CAMPING & EVENTS
The VW Type 2 Owners Club have booked camping areas with the following
shows.
5th-7th July 2013: Camperjam, Westonpark, Shropshire. http://www.camperjam.com/
6th-8th September 2013: Busfest, Three Counties Show Ground, Malvern. http://www.busfest.org/
MMM Magazine Shows.
I9th-21st April 2013 National Motorhome Show - max 4 nights; £47.00;
Peterborough Arena, East Of England Showground, Peterborough, PE2 6XE.
17th-19th May 2013 The Southern Motorcaravan Show - max 4 nights; £38.00;
Newbury Showground, Newbury, Berkshire.
16th-18th August 2013 The Western Motorhome Show - max 4 nights; £52.00;
Three Counties Showground, Malvern.
Book all of these MMM shows on-line, at http://www.outandaboutlive.co.uk/
click the link to clubs and look for VWT2OC.
*
Laura’s Magical Mystery Camp Friday 26th July to Friday 2nd August Tel Laura on 07917714338 for details
7
TITLE:
EASTER EGGSPERIENCE
WHEN:
Thursday 28th- Tuesday 2nd April
WHERE:
Church Farm, Sixpenny Handley, Salisbury, Wilts. SP5 5ND
WEBSITE:
www.churchfarmcandcpark.co.uk
HOW MUCH: £12.50 with electric. £9.50 without electric.
FACILITIES: Full facilities
CONTACT:
Christie Leary 01491 873990
DETAILS:
Pets welcome. Minimum stay Friday, Saturday, Sunday
nights. Bookings taken now.,
TITLE:
SEASIDE SUMMER SOLTICE RALLY
WHEN:
Saturday 15th – Sat 22ndJune
WHERE:
Camping Caradon, Trelawne, Looe, Cornwall, PL13 2NA ,
WEBSITE:
www.campingcaradon.co.uk
HOW MUCH: £12.50 per night with electric. £10.00 without
FACILITIES: Full facilities
8
CONTACT:
DETAILS:
Pets welcome. Shop , bar, restaurant on site. local bus service. Limited spaces available.
TITLE:
BLOXHAM STEAM RALLY
WHEN:
Thursday 27th – Saturday 29th June 2013
WHERE:
Milton Road, Bloxham, Banbury, Oxfordshire. OX15 4HD
WEBSITE:
www.banburyrally.com
HOW MUCH: £30.00 includes entry and camping for 2 adults and 3
children.
FACILITIES: Portaloos only, no showers
CONTACT:
DETAILS:
Please check for further details when booking.
VWT2OC 2012 AGM PRESENTATIONS
P
resentations were made by Robin Taylor, Club President & Acting Chairman,
to Peter Thomas, who won the 2012 Best Van award (as chosen by those
members, present at the AGM), plus Albert & Mary Parmenter, who gained the
award, for travelling the furthest distance to the AGM.
9
MEMBERSHIP MATTERS
H
ello Members. We hope you had a great Christmas and New Year. We spent
our New Year in a muddy field down in Somerset and had a great time.
Now is the time to be thinking, of all the small or large jobs that need doing on
your pride and joy, before the start of the new season. We have already booked for
the Easter meet at Sixpenny Handley, and the Summer Camp at Looe in Cornwall.
Since the AGM in September, we have had a new treasurer, Matthew “Taff”
Hart, whom some of you will already know, as part of the valuation team. We are
hopeful, that when he is in full control of the banking, we can properly investigate
different ways of paying your membership, to make it easier for you. There will
be more information about this, in the magazine or on the website, as and when it
becomes available.
The old website, is still causing problems with membership renewal, as it will
not let you log-on, to pay on-line. We are doing our best to resolve this, but in the
meantime, please renew you membership, by sending me a cheque. To contact me,
for membership renewal or help with same, my postal address and other details, are
in the front of the magazine.
For those whose membership renewal, was scheduled for the end of December
2012, your belated renewal notice, should accompany this issue of the magazine. I
have also included renewal reminders, for the end of February. Be aware that your
renewal form, is on the back of the magazine’s address label, so don’t throw it
away.
Ken Brimson, Membership Secretary
10
Welcome to New Members
Ella Pountney
Andrew & Catherine Evison
Philip Ackroyd
Lara Thorns
Mathew Lewis
Harvey & Doreen Hanson
Kenneth Thompson
Ken & Maureen Bailey
Sarah Cotman
Peter & Lesley Churchill
Guillame Buat-Menard
Conrad
18 December
WEE DUBBER’S
BIRTHDAYS
Drew
14 December
Asha
30 November
Jessica
30 January
Evelyn
30 January
Maria
9 January
Jack
29 November
Joseph
25 November
Hannah
20 November
Daniel
18 November
Ava
12 November
Holly
15 December
Sophie
06 December
Ethan
12 December
Isobel
28 January
Jordan
04 December
Matt
26 January
Michael
24 December
Olivia
25 November
Jonathan
10 December
Arabella
07 November
Harry
22 January
Tom 10 December
Ellie
31 January
Jess
02 December
11
A New Coat For Marigold Part 2
By Philip J. Taylor
F
inally, after twelve months of ifs and buts, followed by will-its and won’t-its, we
have completed the restoration, of our ‘sold as seen’ Early Bay, that we bought
at Vanfest in 2007. Although the van was basically quite sound and had since needed
only superficial remedial work, it became increasingly clear, as it approached its
40th birthday, that causes for concern were emerging. It deserved a new dress for the
party, but where does one start?
First we had to decide, to whom we should entrust the project, but here in the Peak
District, there are no VW specialists within easy reach, so we scoured the Internet
and rang around for quotes. They ranged between £5k and £10k, but it was difficult
to know exactly what the quotes included. Finally, we opted for Sickleholme Service
Station, my local garage, situated only 50 yards across the car park, from my
business workshop, in the knowledge that we would be able to follow progress, every
step of the way.
Within three weeks, as it was stripped, the van became un-recognisable, and we then
realised, the extent to which age had affected the parts, which were previously hidden
from view. We began to plan, for what was in effect, a partial rebuild. It was time to
set up a good working relationship, with Alan Schofield’s in Glossop, who were able
to supply, all the panels and missing pieces we would need. They did not let us down.
The decision was taken, to start from the front and work backwards, so as not to
leave bare metal exposed for unnecessarily long periods; stripping
and replacing where required, and
priming before moving to the next
section. Starting at the front, we
soon came across the first problem!
The new front wheel arches did not
fit; one being too long and the other
too short, but why should this be! It
did not take long to realise, that the
van had been involved in a major
collision, as signs of buckling in
the chassis and front panels were
uncovered; confirmed by the vast
amount of body filler, that came off
the front panels.
12
Everything had to come off, before the new front gradually took shape. Evidently,
replacement pre-1973 front panels are rare, so we opted for the later-style panels,
with the high-level, direction-indicator lamp apertures, which we chose to have welded over, and new apertures cut into the lower position, typical of “early-bay” vans.
Internally, we found gaping holes in the floor pan, and the seat-belt mountings, would
not have held either, had we ever been unlucky enough to need them.
After three months, the middle section of the van was complete. New lower side
panels were fitted, and nearly all the window flanges (upon which the window rubbers are seated), plus most of the roof guttering were replaced. About half a dozen
sizeable pieces of floor were also repaired, where earlier attempts at repair, showed
panels which had been sealed together with putty, instead of being welded.
Eventually, the work progressed towards the rear of the van, where again, there were
noticeable signs of decay, requiring most of the corner panels to be replaced and
repaired. The accompanying picture, shows the nearside, rear-quarter panel in primer,
together with its offside counterpart, awaiting commencement of remedial work;
the dark area close to the roof line, being typical of the areas affected by the rust,
which were cut out, and new sections of replacement, sheet-steel cut to shape. The
bottom, right-hand corner below the light, was also well beyond repair and had to be
replaced.
It was clear that any hope of completing the van, in time for a summer’s season of
camping, was going to be in vain, as we had already been delayed, and had yet to
start the interior work. We eventually delivered the van to SJH Joinery, who over
the following weeks, put together most of the new interior; the work eventually
13
being completed by Ben Armitt
Joinery in the Hope Valley. The
transformation was easily apparent;
the natural-wood work-surfaces, coordinating perfectly with the green
upholstery, that we had fitted a few
years earlier. The van had to be
functional, and the new units have
given us more storage, together with
a high quality hob and sink unit.
We were able to have the van
useable, for a few occasions during
the summer; the main event being our
two week trip to Spain and France, during
which, we were able to lay to rest, any
lingering doubts about reliability and
performance. However, we did return
with a ‘need to do’ list, for the garage, as
we kept finding things that did not work
as they should. Those items are being
dealt with, during the 2012/13 winter
season.
We have yet to mention, the garage
concerned with the restoration, but I
would recommend them, to anyone
seeking their high quality of work,
so long as they are prepared to be
patient, and work with John and
Alex, to get their van just as they
would wish. All the work was
completed on site, and at what I
consider to be a fair price, for all
the work involved. Ours, was their
first experience of VW restoration
work, and I feel they have
learned valuable lessons from this
project; the main one being, that
although these vehicles are very basic in design and build, they have enough built-in
idiosyncrasies, to test even the most experienced mechanics. All we can do now, is
look forward to many more years of touring the UK and Europe, and hopefully we
14
will still be the owners, when it’s time to celebrate the next big birthday, in 2021.
Useful Addresses
Sickleholme Service Station, Vincent Works, Brough near Bradwell, Hope Valley,
Derbyshire, S33 9HG.
Tel: 01 433 - 651 173
Website: http://www.sickleholmeservicestation.co.uk
News from Malta
Hi, hope you guys are all well. It’s been a while since we caught up.
I’m glad to report that we as a club, have recently returned from our first foray
beyond our shores. Over the long weekend, of 29th June to 2nd of July, nineteen of
us, in nine cars, managed to spend a wonderful time in Sicily, camping each night in
a different town or village.
We swam a lot, ate and drank to our hearts content. And the VWs? Well, most of
them behaved as they normally do, but we did have a few minor issues with some
of them, plus a major issue with another. None of these can be attributed to the cars
themselves, but rather lack of preparedness on the part of the respective owners. A
1200 Beetle from 1960, had a fuel pump failure, soon after we landed in Sicily, but
then went on to be totally reliable, after the errant pump was replaced.
Another ‘Dub, a 1302 Bug, had to have its timing reset on the road, as in spite of
being ‘professionally’ serviced days before our departure, it was some 30 degrees
away from where it should have been. It too, went on to perform faultlessly
thereafter. A third mishap was caused by a faulty plug lead, in a Renegade buggy,
which also suffered a faulty starter. After the lead was replaced, we only had to pushstart the car, once or twice a day, for the last two days.
A ’71 Camper, had to have its points set and timed twice along the way, whilst a
15
third bus, a ’68 proved to be problematic three times. The problem, was that the
owner had pulled the engine out, to partially rebuild it, four or five weeks before
the trip, and only managed to get it back, in two days before we left. It overheated
three times along the way, and eventually a bearing failed, causing the bus to be
towed, the final 30 kilometres to the ferry.
Summer has been very hot so far - we heard you had some very bad spells this
year. If you want some sun, you know where to find it!
From Karl Ciarlo in Malta.
Editor’s note: This item was mysteriously omitted from TT120.
For those with an interest in ancient and/or modern history, Malta, a group of
three islands, roughly mid-way between Italy and Libya (hence, a vital British
military base, which was pivotal, in the defeat of Italy and Germany, during World
War 2; Malta having been awarded the George Cross medal by King George VI,
in recognition of their stoicism, enduring intense bombing, near-starvation and
disease), is well worth a visit, but I hope the standard of driving has improved,
since I was there in October 1967; when as I recall, all of the lorries and publictransport buses, were festooned with icons and other religious artefacts, in the hope
of gaining Divine protection from danger.
For more than 3,500 years, Malta was ruled, in succession, by Phoenicians,
Carthaginians, Romans, Arabs, Normans, The Knights of Malta, France and
Britain. Napoleon Bonaparte, seized Malta by treachery, in 1798, but the French
were ousted by Maltese insurrection, assisted by Britain, and in 1814 (one
year before the Battle of Waterloo - the final French defeat, of the Napoleonic
Wars), Malta of its own free will, became part of the British Empire; obtaining
full independence, in September 1964, but electing to remain within the British
Commonwealth. Until 1971, Malta previously used the normal British coinage
and until at least 1913, there were also one-third farthing coins - 1/12 of a predecimal penny = £1/2880 or £0·0003472, which were unique to Malta. In parallel
with British decimalisation, in 1971, Malta also adopted its own decimal monetary
system, of pounds, mils & cents; which in recent years, has been superceded by the
Euro.
16
Judging from Karl’s report, the present frequency and standard, of VW
maintenance in Malta, is probably no better than that in Great Britain, which
would be a good excuse, to attend one or more of the VWT2OC weekend technical
events. I don’t remember seeing any VWs, during my 1967 holiday in Malta
(my father then owned, a 1964 VW 1200 Beetle), but locally assembled Triumph
Heralds, bearing a Maltese-Cross emblem, were much in evidence, and some still
remain to this day!
RECENTLY INTRODUCED, VOLKSWAGEN MAGAZINE
O
n Tuesday, 11th September 2012, the Club learned that a new monthly,
downloadable, general Volkswagen magazine, aimed at iPad users, had been
launched the previous week, by Assignment Media Ltd; priced at £1·49 for the
first issue and £1·99 per issue, for subsequent issues, or
14·99 for 12 issues. Details of the magazine, can be found
via the following Internet links, but for those who don’t
readily have access, I append the summary description, as
given on the Assignment Media website:
http://www.assignment-media.co.uk/
http://www.facebook.com/volkswageninternational
http://itunes.apple.com/gb/app/volkswagen-internationalmagazine/id545597011?mt=8
« Volkswagen International is the independent magazine for VW owners and
enthusiasts worldwide. It’s the only Volkswagen magazine designed specifically for
the iPad, with full clickable links throughout. You decide how to view it on screen,
with a choice of simple page-turning and navigation options. Produced by top
motoring journalists and VW enthusiasts alike, it brings together top engineering
knowledge, great photography and clear, entertaining writing, with stories about
Volkswagens from every corner of the world. While most magazines only talk
about one country, VW International is truly global! »
« Volkswagen International is the place to come for stories of adventure travel and
unique insights into the history of the world’s most fascinating car maker. Whether
you restore classic Beetles or modify modern Golfs, want to see the world in a
camper or just drive a VW as your everyday car, this is the magazine for you!
What’s more, due to its nature as a magazine created for the iPad, you’ll find VW
International is much better value than most other Volkswagen magazines. »
17
REVESBY WAXOYL WEEKEND
T
he planned Waxoyl weekend, was a great success and 19 vehicles were given a
thorough coating of Waxoyl to their underbody nooks and crannies.
Friday 19th October, turned out to be a wet and miserable day in the East Midlands,
but the brave campers congregated at the National Bubble Car Museum campsite,
most arrived after dark and battened down the hatches. By morning however, the
mist had cleared, to reveal a dry autumn day. The first 2 or 3 vans, that were raised
on the vehicle lift, at Revesby Garage, were dried with a blast of air that also served
to clean off, any mud lurking in the corners of wheel arches, etc.
Cav, the owner of the garage, examined the underside of each vehicle, to check for
any areas that might need repair, before he and his apprentice, set about spraying
the underbody wax. By Saturday lunch time, his apprentice had to leave, so I
took over as a second sprayer. The underside, of all the vans that we treated, were
in good condition; including one or two that were in mint condition, having the
original paint and no evident rust.
18
To undo the securing bolt, for the underbody spare-wheel tray, of one VW
Transporter T3 (aka Type 25), required more than gentle pursuasion to free it. This
done, it became apparent, that the spare tyre was completely deflated. Had one
previously needed, to substitute the spare wheel, at the side of the road, it would have
been almost impossible, so the owner was grateful, that the securing bolt had been
unsiezed and the tyre reinflated. This was a salutary reminder, to anyone having a
similar underbody spare-wheel carrier, to periodically remove the spare wheel, to
check the tyre’s overall condition and inflation pressure.
On Saturday night, those who were camping, were able to use the café area of the
Bubble Car museum, for a fish and chip supper and one of Carol’s quizzes. It also
gave a chance, for people to make or renew friendships and have a chat about their
vans.
Sunday started with a low cloud mist, that had made everything wet, but once the sun
shone through, it was another dry autumn day. The Waxoyl sessions started again at
09.30 am, and the first couple of vans needed the air blast, to dry off under the wheel
arches again.
Some interesting statistics for the day - 100 litres of Waxoyl was sprayed onto 17
vans, one Beetle and the underside of my Eriba caravan, which equates to more than
one can per vehicle. When Cav and I cleared up after the session, we had collected
about 3 buckets of dirt and mud, that came from beneath the vehicles. Approximately
3 gallons (circa 13½ litres) of degreaser, was needed to clean the garage floor,
together with a good half hour’s scrubbing and rinsing with water. Hopefully,
this dried off in time, to let Cav get on with his normal business, on the following
Monday morning.
Cav and I felt, that the week-end had been a great success, but it was very tiring for
19
us, and if we do this again, we will allow for some time to take in some fresh air,
between each spray session.
It was a great experience for me, and it was very clear, that keeping the underside
of your van free of mud, and treating the exposed areas with a wax based underseal, pays dividends in preserving the steel. It is important, that our cherished
vehicles are given attention underneath, and the effort to clean and protect them is
well worth while.
I would like to thank Cav, for giving up his time for the weekend, and for his
expert advice to everyone, that had questions about their vehicles. A special thanks
also, to his wife and family, for putting up with the club, taking over their lives for
another weekend.
Paul Jarvis
Editor’s note - When in use, vehicle tyre pressures should be checked regularly;
which I interpret to mean daily, when on high-mileage touring holidays, but
otherwise weekly, for typical low-mileage useage. If practical, the spare wheel
should ideally be checked, at weekly intervals, but for the VW Transporter T3,
having an underbody spare-wheel carrier, monthly would probably be acceptable.
Given its exposed position, I would be inclined to replace the factory-fitted, sparewheel tray’s securing bolt, with one made of stainless steel; coating the threads
with copper grease, or some other anti-sieze compound.
In the late-1970s, when I first used Finnigan’s Waxoyl, it was only available
by mail order, direct from Finnigan’s Speciality Paints Ltd, in Prudhoe,
Northumberland, who were also the original manufacturers of Hammerite paint. I
have long used both products, to good effect, on both my 1973 VW “1600” Type
2 Westfalia Continental campervan and 1974 Triumph Toledo, which have been in
my family, since 1975.
20
IN PRAISE OF OLDER, SIMPLER-TECHNOLOGY VEHICLES &
SELECTIVE UPGRADING
Compiled & Written by Nigel A. Skeet
U
ltra-modern cars are becoming excessively large & heavy, plus probably
being far too complex & sophisticated, to be maintained and repaired; even
by professional mechanics, yet alone the DIY mechanic, as highlighted by the
following recent article, in the general-interest journal, of the Institute of Electrical
& Electronic Engineers:
Robert N. Charette (IEEE Spectrum), “This Car Runs on Code”, Discovery News,
Friday 5th February 2010.
http://news.discovery.com/tech/toyota-recall-software-code.html
« Roughly one-third of all the software in cars is devoted just to diagnostics,
according to a former automotive engineer I spoke to. But even with all that
diagnostic information produced, car mechanics often cannot determine the exact
cause of the trouble. »
« Broy told me that more than 50 percent of the ECUs that mechanics replace
in cars are technically error free: They exhibit neither a hardware nor a software
problem. Mechanics replace the ECUs simply because they don’t have a better way
to fix them, he says. “The garages and the maintenance people are really at a point
where repairing a car is too complex and demanding [for them]”, says Broy. »
« Remote diagnostics and repair are likely to render mechanics obsolete for many
tasks. In the not-so-distant future, says Broy, when you have a problem with the
computer system in your car, you will go to your garage, where your car will be
21
connected to a network so that off-site OEM specialists can download data, do the
analysis and then upload a software correction. »
These cars, might be generally more reliable, than their much older counterparts,
but remote from the main centres of population and their state-of-the-art, motorvehicle workshops, it is sometimes better, to retain simpler-technology vehicles,
which can be repaired by the side of the road, using relatively basic tools and
diagnostic instruments. Besides which, it is possible to improve the durability &
reliability of older vehicles, using modern developments, but without significantly
increasing the overall complexity of critical systems; some of which, I have
already discussed, in previous issues of Transporter Talk.
In an article published six years ago, in the Australian on-line motoring magazine,
Autospeed, Julian Edgar reviewed the relative merits of cars, manufactured during
the past forty or fifty years; of which the following, are some of his observations.
Julian Edgar, “Where’s Car Design Going?”, Special Features Section, Autospeed,
Issue 420, 27th February 2007
http://www.autospeed.com/cms/A_108225/article.html
« So what’s good and what’s bad about today’s cars? »
« Current cars are near universally appalling in occupant vision. Hugely thick,
heavily inclined A-pillars are far thicker than the distance between a driver’s eyes
- meaning that you will always have a blind spot unless you physically move your
head laterally. »
« And then there are the C-pillars. Some cars - a good example is the Astra Coupe have pillars so thick that rear three-quarter vision isn’t just lacking... its damn-near
non-existent. And all done just for styling.... »
« With very few exceptions, current cars ride miserably. They pitch, they bounce
and they have lateral jerks. There’s been an incremental firming-up of suspensions
over the last three or four decades, a move that’s accelerated in the last ten years. »
When occasionally travelling, in the rear seat, of my friend’s unmodified
2003 SEAT Arosa, I commonly experience painful jarring of my spine, when
negotiating potholes (an increasing blight on our roads) or speed humps (aka
“sleeping policemen”); even at circa walking speed. This is something which has
commonly been reported, by front-cab occupants, of VW Transporter T1s & T2s,
with radically-lowered suspensions and low-profile tyres; one of several topics, I
shall be discussing in detail, in a future multi-instalment series of articles, entitled
22
“Kombi Customisation Catastrophes”.
When my father first bought, his second-hand, 2004 SEAT Leon Cupra 20VT
hatchback, in November 2007, from a local SEAT (a marque of the Volkswagen
Group) dealership, it wasn’t many months, before things started going wrong,
as indicated by illumination of the engine-functions’ warning light; the constant
illumination of which, now constitutes an MOT failure. Various components were
replaced in turn, including the oxygen sensor, before the problem was finally
resolved. So much for the improved reliability, of modern cars!
Much to my regret, I was unable to service my father’s SEAT, partly owing to
its mechanical & electronic systems’ complexity, but also because the ground
clearance was so low, that it was impossible to drive it onto DIY-service ramps or
use my trolley jack, which would not fit beneath the body skirts or spoilers. This
meant, that I could not even perform, the simple tasks of changing the oil & oil
filter, or examining the general condition, of things like the steering & drive-shaft
gaiters or the exhaust system.
Changing the engine’s dynamo or alternator drive belts, on either my 1974
Triumph Toledo or the VW Type 1 & 4 style air-cooled engines, found in 1968~79
VW 1600 & 17/18/2000 Type 2s, is a straight-forward job, requiring relatively
little time. However, to even gain access to the SEAT’s serpentine drive belt, from
within the engine compartment, seemed virtually impossible, and I suspect that one
would need to remove the front, offside road-wheel, together some sort of access
panel, inside the wheel arch, in order to tension or replace the drive belt.
On the one occasion, that I drove my father’s SEAT, I found the all-around
visibility, to be extremely poor, especially when reversing. When braking, I also
had to be especially gentle, when depressing the brake pedal, to avoid initiating
full-on emergency braking. Had the vehicle, not been equipped with an anti-lock
braking system, I would have been fearful, of locking-up the wheels during normal
braking, even on a dry road surface.
Christie Leary, the VWT2OC’s long-standing Camping Co-ordinator, recently
remarked to me, that their 2009 VW Transporter T5, “Dusty”, required a faulty
starter motor to be replaced, after less than 3,000 miles from new! Had this not
been replaced under warranty, she later learned that it would have cost, circa
£300 for parts and labour. Despite having travelled so far, only 6,000 miles or
thereabouts, “Dusty” is scheduled for a cam-belt change, at the first four-year
anniversary, in 2013; the cost of which, Christie & Derek are dreading. I suspect,
that they are already beginning to question, the wisdom of modern-vehicle
purchase!
23
There has also been further, recent depressing news as follows, in the Guardian and
Observer newspapers, regarding the escalating costs of running modern vehicles:
Heather Connon, “£200 to change a car headlamp bulb? It›s no joke», The
Observer, Sunday, 1st November 2009
http://www.guardian.co.uk/money/2009/nov/01/car-motoring-headlight-bulbrenault?INTCMP=ILCNETTXT3487
« Modern vehicles are so complex that even seemingly trivial DIY repairs involve
a trip to the garage and a minimum charge. How many pounds does it take to
change a light bulb? This variation of the old joke is not at all funny: if the bulb
in question is in your car, the punchline could be “£200 or more”. In modern cars,
changing light bulbs can be all but impossible without a trip to the garage - and,
thanks to minimum charges, the cost can soar to many times the £5 or so for the
actual spare. »
« I have had to make two trips to my local garage with my Audi A4 after a
headlight, and then an indicator, bulb failed; each trip cost almost £90. And Audis
are not unique: George Marshall-Thornhill, a senior motoring researcher with
Which?, cites the Renault Mégane, where a similar procedure can cost £200. »
Miles Brignall, “Warning lights flash over tougher MoT rules”, The Guardian,
Friday, 6th January 2012
http://www.guardian.co.uk/money/2012/jan/06/tougher-motrules?INTCMP=ILCNETTXT3487
« Thousands of cars face being scrapped as a result of tougher MoT rules that
have just come into force to include safety checks on a raft of electronics that have
been introduced in recent years. In many cases the cost of repairing an expensive
electrical problem on an older vehicle will be more than the car’s value, leaving the
owner with little choice but to take it to the scrapyard. . . . . . »
« . . . . . The move will mostly affect the owners of older cars, typically those
dating back to the late 90s and onwards which feature airbags and the like but are
only worth three figures. Owners of some newer cars will face big bills to get their
vehicle through the new MoT. »
24
ADVERTISING CURIOS
VOLKSWAGEN TRANSPORTERS IN FINANCIAL SERVICES
ADVERTISING
A
t around the time, Tony Blair, the former British, “New-Labour” prime
minister, indicated that he was stepping down from office, in favour of Gordon
Brown, the then chancellor of the exchequer, an advertisement for Norwich Union
Direct, Motor Insurance, appeared in the 27th June 2007 edition of the Daily Mail
newspaper. The advertisement, supposedly depicts a scene outside 10 Downing
Street, showing what appear to be, the front section of a dark-coloured, ministerial
Daimler limousine and the rear section, of a white & yellow, 1974~79 VW Type 2,
with towing bracket. This was accompanied by the legend, « Lost the use of your
company car? Up to 5 years no-claims discount for ex-company car drivers when
you call us FREE on 0800 068 3966 ». I wonder whether that VW Type 2, actually
belonged to Tony Blair, or was the advertisement, simply poking fun at someone!?!
Just over 16 months ago, in my local Sainsbury’s supermarket, I came across two
large 1490 mm x 970 mm posters (one of which I scrounged, from the assistant
manager, on behalf of the VWT2OC), featuring a picture, of a white & light-blue,
1974~79 VW Type 2 Westfalia campervan, promoting the Sainsbury’s Shopper
Reward Loan, from Sainsbury’s Finance, commencing on 4th October 2011. A
smaller sized leaflet, featured the same picture. Within weeks of this find, I also
discovered at my local branch of National Westminster Bank, a financial loans
25
leaflet, featuring a white & red, “split-screen”, pre-1968 VW Type 2.
Just a few months ago, I saw a green & white, circa 1965/66, “split-screen”,
VW Type 2 (registration number JKE 365 D), featuring in a TV advertisement,
for six-month loans, from a company called Lending Stream. Their website also
shows, in one of their alternating banner headings, a camping scene with people
and tent, plus a fleeting glimpse, of the nearside rear quarter, of this or a similar
vehicle. At the time of writing, their quoted interest rate was 3378·1% APR (i.e.
nearly three thousand, four hundred percent - on a one-year loan, one would pay in
interest, nearly thirty four times as much, as one had borrowed!), so in my opinion,
anyone choosing to borrow money under these terms, seriously needs their head
examining! http://www.lendingstream.co.uk
Whilst recently trawling through archived literature, on The Samba forum website,
I stumbled upon some more advertisements, incorporating circa 1970 VW Type
2 imagery, one of which, of unknown vintage, was for Credit Union credit cards,
in North America (as indicated by the vehicle’s rectangular side-marker light &
reflector); in which it states, « Weighed Down With Too Many Credit Cards?
Lighten Your Load! By consolidating your high-interest balances to your Credit
Union credit card, you’ll replace all those bills with just one easy payment. Even
better, you’ll save every month with our competitive rates and fewer fees. Call us
today for more information on how we can help you lighten you load.
Please note, that the terms and conditions outlined, in the accompanying
promotional leaflets and press advertisement, should be regarded as being, no longer applicable!
(Please see further pictures on page 43)
FAULTY BATTERY EARTH STRAP ADDENDUM
E
ditor’s note - Ian Crawford’s
photograph, showing the serious
fracture, in his three-year old batteryearth strap from Just Kampers, was
mysteriously omitted from TT120, so here it is finally, for your information.
26
UPDATING 1971 VW TYPE 2 BRAKE CALIPERS
by Ian Crawford
A
t the end of October 2012, I had my Bay serviced, and “put to bed” for the
winter. One of the jobs, I asked the workshop to do, was to change the brake
fluid; a task I have done every three years. On inspection, they said they couldn’t do
it, because the front callipers were “sticking” and would either have to be replaced,
or refurbished.
My Bay, is a 1971 model, and I know from previous articles, that the 1971~72
model-years, have callipers which are no longer available! It was suggested, that I
leave my van with the garage, for them to remove the callipers, which they would
send away to be refurbished. This might take a few weeks, I was told.
So, I decided to try JK (i.e. Just Kampers), whom I discovered, now offer a Full
Conversion Kit (part No. J12624), for £209·00 plus £15·00 postage & packing.
The purpose of this kit, is to fit the later-style 1973~79 brake callipers, onto the
1971~72 VW Type 2s, whilst retaining the original 1971~72 pattern front brake
discs. All friction-pads, brackets, nuts & bolts, are included. The JK “Bundle
Kit” consists of three items: (a) callipers; (b) conversion kit (part No. J12816)
comprising nuts & bolts; and (c) top & bottom bush set (part No. J12627).
I phoned my workshop, asking them to order a kit for me and to inform me when
it arrived, so that I could make an appointment for them to do the work. That was
in mid-October 2012. Well, two of the items arrived the following day, but the top
& bottom bush set, was not delivered intil mid-January 2013, approximately three
months later! Both myself and the workshop, repeatedly telephoned JK, and were
given various promises, as to when they would be delivered, and whereabouts in
the World, they were at the present moment.
Eventually, I wrote to Mark Reynolds (MD of JK and also a VWT2OC member),
and miraculously, within a week, JK telephoned me to say, that they now had the
parts in stock, made by a local UK firm, and that they were being despatched to my
workshop “immediately”. My workshop (i.e. Francis Tuthill Ltd), fitted the new
callipers on 16th January 2013, for a total cost of £369·94 (including £209·00 +
£15·00, for the JK “Bundle Kit”), and all seems okay so far.
27
When I mentioned at the workshop, that my van would be under cover in my
garage, for the next five months, they remarked that, “callipers do NOT like,
NOT being used, and that was probably why mine had seized. Every two weeks,
during the winter lay-up period, I normally start the engine and run it for about five
minutes, so out of consideration for the brake callipers, I shall in the future, drive
the van out of the garage, apply the brakes, then reverse back into the garage, and
again apply the brakes. Hopefully, this will prevent recurrence of calliper-piston
sticking or seizure.
As these old style callipers are no longer made, I’m hoping to sell the original ones
from my van, back to JK or another supplier, for them to refurbished and sold on.
This should help to reduce, my overall nett replacement cost.
Useful Addresses
Francis Tuthill Ltd., Judges, Wardington, Oxfordshire, OX17 1RY
Tel. 01 295 750 514
Website: http://www.francistuthill.co.uk/
Editor’s note - From what I have been able to determine so far, no fitting
instructions (ideally including exploded diagrams), were provided with the kit. It
is also yet unclear, whether the 1971~72 or 1973~79 (the latter, I suspect!) style
friction pads, were used with this conversion; a piece of information which will
be critical, when the recently fitted, new friction pads, require replacement in the
future. Just Kampers take note!
28
CAMPERVAN TEST REPORT
SOUTH AFRICAN JURGENS AUTOVILLA
T
he following five-page test report (originally published in a South African
motoring magazine - Test: Jurgens Autovilla motorised caravan, CAR,
November 1979, Pages 72~74 & 77~78), is about the unusual “bay-window”, 1979
VW 2000 Type 2, Jurgens Autovilla, coachbuilt motorcaravan, which were locally
produced in South Africa, by Jurgens Caravans, in Kempton Park, Transvaal,
which traditionally, had previously manufactured trailer caravans.
When reading this report, keep in mind, that for many years, the South Africans
have mostly used the metric system, so distances, speeds, fuel & water capacities,
fuel-consumption rates, power and torque, are quoted in kilometres, kilometres per
hour, litres, litres per 100 kilometres, kilowatts and Newton metres respectively;
which are the norm for mainland Europe. It’s interesting to note, that the 0~96
km/h (i.e. 0~60 mph) acceleration time on level ground, is approximately 35
seconds, and that the 111·5 km/h (i.e. virtually 70 mph) maximum speed, is
attainable in a mere 50 seconds!
In 1979, the list price of these vehicles, was quoted as 9,200 Rand. I visited
South Africa, in March & April 1980, and to the best of my recall, one pound
Sterling, was then equivalent, to approximately four Rand, so it would have been
remarkably cheap, by British standards!
I encountered one of these, on a coastal campsite, at Richardsbaai (n.b. Richard’s
Bay, in English), north of Durban, in Natal, South Africa. It was quite luxurious
inside, with what seemed like most, if not all of the modern conveniences, but with
its tall, wide, lightweight coachwork, I wondered how stable it would be, when
driving during gusty winds on a motorway, or negotiating hairpin bends, with
adverse camber, on mountain roads, as experienced in Great Britain and mainland
Europe.
These coachbuilt motorcaravans, were also built under licence by Karmann (who
also built the VW Type 1 & Type 3 Karmann Ghia cars), in both Germany and
Brazil. Significant numbers, of these second-hand, Jurgens and Karmann built
vehicles, have already been imported into the United Kingdom, and there are likely
to be even more in the future.
29
30
31
32
33
34
TOURING CZECHOSLOVAKIA, BEHIND THE ‘IRON CURTAIN’,
IN A VOLKSWAGEN CAMPERVAN
A
lthough during the previous 25 years, we had visited other ‘Iron Curtain’
countries, such as Albania, Bulgaria, Rumania, Yugoslavia and East Germany,
on package holidays and toured Hungary in our 1973 VW 1600 Type 2 Westfalia
Continental, two years earlier in 1985, our June 1987 holiday in Czechoslovakia,
was to be our first independent tour, of what was then perceived, as a hardline communist country (prior to the demolition of the Berlin Wall, in 1989).
My parents had previously visited Czechoslovakia, on a two-person, package
holiday, with Balkan Tours, in 1972 (as a 16 year old, I had opted to stay with my
grandparents and take a car maintenance & pre-driving course at school, following
my GCE ‘O’ Level exams) and had since wanted to make a return visit.
We also wanted to tour Poland and East Germany at some stage, but my father was
wary of crossing borders, separating two Eastern Bloc countries. The restrictions
imposed by East German requirements, for either tourist or transit visas were
particularly onerous; requiring one not only to specify the dates of entry and exit,
but also the border crossings. Transit visas also required one to specify the precise
route, using only certain designated major highways, off which one must not stray;
necessitating exemplary navigation & language skills! I can no longer reliably
remember the details, but I vaguely recall that a tourist visa, restricted one to enter
from and exit to, the same country; possibly via the same border crossing.
During the outward journey to Czechoslovakia, through West Germany, our
Minnow Fish carburettor flooded, which it had done a few times before in the past;
this time in the pouring rain, following a short break, late one afternoon, in the
small town of Schwandorf, about 25 miles north of Regensburg, on Route 85. The
weather was too wet to work on the van, so we found over-night accommodation,
not far from our parking place in the town square.
The following morning, when it had stopped raining, I removed the carburettor
float chamber, but found no sign of dirt or debris, which might have caused it
to flood on this occasion. The brass float was intact; the soldered repair, made
five years earlier (whilst on holiday in Sweden), having worked well. The float
chamber was replaced and the engine turned over on the starter, until it fired.
35
Thereafter, there were no more flooding problems that I can recall, and it remains
a mystery as to why it flooded at all. Thankfully, the VW behaved itself whilst in
Czechoslovakia, which was fortunate, because it might have been very difficult to
obtain any necessary spare parts behind the ‘Iron Curtain’.
I also noted that few people, seemed to comprehend my German, and even fewer
spoke English, so even if spares were not needed, obtaining technical assistance,
would have been far from straight forward, despite having a copy of the AA Car
Components Guide, in twelve languages. This included Serbo Croat, but not
Czech! The AA guide, makes no reference to air-cooled engines, so when the
opportunity arose some years later, I obtained copies of the official 1968~79 VW
Type 2 Replacement Parts Catalogue & Microfiche. Notwithstanding the language
difficulties, navigation in Czechoslovakia, was at times challenging, owing to
our unfamiliarity with the Cyrillic alphabet (not half as difficult as the Singhalese
characters, we encountered in Ceylon - Sri Lanka!), which was used for the road
signs.
Crossing the border from Bayerisch Eisenstein, in West Germany, to Zelezná Ruda,
in Czechoslovakia, was less arduous than we had anticipated; being first in a queue
of two, at about 8.00 AM one morning. The formalities involved a declaration of
foreign currency, Czech currency exchange vouchers, luxury goods (e.g. cameras,
radios, general electrical appliances, tea, coffee, gifts for Czech citizens, etc.),
followed by a token search of the van, to ensure that we were not importing
contraband, for sale on the black market. The serial numbers on my various items
of camera equipment, were also recorded, for possible future reference. In total,
this all took less than half an hour, despite being conducted, in my less than fluent
German.
Travellers to Czechoslovakia, from the Western Bloc, were obliged to change
into Czech currency, the equivalent of £12 per person, for each day of their stay
in the country. This could either be exchanged at the border or converted into
redeemable currency vouchers, at a Czech embassy, when one applied for a tourist
visa. All of this money had to be spent or otherwise left behind, by the end of
one’s visit. Not wishing to carry large sums of cash, my parents and I had currency
vouchers, but my friend Kjell, opted to exchange currency, at the border, which
proved to be less straight forward than we anticipated, owing to their unfamiliarity
with the Swedish Kroner.
Only Cedoc offices (the state run tourist agency) were authorised to exchange our
currency vouchers for currency, but these were found only in large towns and had
very limited opening hours, as we later discovered. It also transpired, at the one we
visited, that they had very little currency, readily to hand and we had to wait a long
36
time, whilst someone went to the bank. Not knowing how much money we would
need to spend during our holiday, we had purchased the maximum permissible
quantity of concessionary petrol vouchers, which gave a substantial discount on the
cost of fuel.
In common with Hungary, which we toured in 1985, I noticed that 83 RON petrol
was then widely available (and might still be!) in Czechoslovakia; presumably for
two-stroke engined Trabants and Wartburgs, which were widespread at that time.
Recalling that our 1600 engine ran on a minimum of 91 RON petrol (British 2 star
petrol was a minimum of 92 RON), I was always careful to read the octane rating
labels, on the petrol station pumps.
In some countries, petrol is merely classified as Regular, Premium, Super or
otherwise, whose octane ratings are not universally defined, which could easily
lead to one’s engine, receiving a fatal dose of ultra low-octane petrol. It was this I
suspect, which contributed to Jonathan & Theresa Hewat’s 1972 VW 1700 Type 2
(also designed to run on a minimum of 91 RON petrol), sustaining severe engine
damage (necessitating an immediate engine rebuild!), as a result of detonation and/
or pre-ignition, following a single fill-up, with low-octane petrol in South America.
As we proceeded east of Prague, towards the border with the Ukraine (then part of
the USSR), there were few if any Western European vehicles to be seen, and our
15 year old VW campervan attracted much attention from the local inhabitants.
Often when we parked the van in town squares, to go sightseeing or shop for daily
provisions, we would return to find a crowd of people gathered around, peering in
through the windows, pointing at things inside and exclaiming to their companions,
in Czech.
Trailer caravans were relatively common in Eastern Europe and there were many
in Czechoslovakia that summer, from Hungary, Poland and East Germany, but I
never once saw another campervan, whilst we were there. Whether it was the fact
that our VW was a campervan, or the perception of it being the ultimate, in modern
automotive technology (compared to the outdated Wartburgs, Trabants, Ladas and
Skodas, etc.), which excited such curiosity, we will never know!
Although registering at modest hotels, presented no difficulties (contrary to our
expectations!), our arrival at a small holiday camp, near Poprad, in the Tatra
Mountain region, of North Eastern Czechoslovakia, caused some consternation,
because they had never previously received guests, from outside the ‘Iron Curtain’
countries and were uncertain about how to complete the police registration forms.
It also transpired that although they were vaguely aware of Great Britain, no one in
reception, had heard of Sweden, much to the incredulity of my friend Kjell.
37
After nearly an hour of good humoured discussion, in a mixture of their basic
English and my very rusty German, we finally sorted out the forms and other
registration formalities. The two bed roomed chalet which we rented, was clean,
spacious and very cheap, so we decided to stay another night, for which reregistration, took only a few minutes! This region boasts some famous caves,
wherein the year round temperature remains sufficiently cold, for ice formations,
resembling stalactites and stalagmites, to remain largely unthawed.
Despite still being under tight communist control (since the demise of André
Dubczek in the late-1960s, when the Russian tanks rolled in), I didn’t feel
noticeably restricted by officialdom, during our stay in Czechoslovakia. However,
recalling my parents’ tales of their package holiday in 1972, there were things of
which we needed to be careful; most of which were highlighted in the then current
travel guides. It was forbidden to photograph, anything associated with military
installations (including civilian airports, from which military aircraft may operate),
equipment or personnel, plus transport links (particularly railway junctions and
stations) and communications.
On an almost daily basis, during our stay, we saw military lorries pulled up on
the grass verge, with their bonnets raised, which I would dearly have loved to
photograph, but was inhibited from doing so. Many Soviet Bloc military vehicles
and battle tanks, had air-cooled diesel engines, which are better suited to both the
extremes of hot and cold climates, than their water-cooled counterparts. Tatra, the
Czech truck, bus and car manufacturer, is well known for its air-cooled petrol and
diesel engines. Steyr-Daimler-Puch in Austria, has also used air-cooled engines, in
their Haflinger Mk.1 and Pinzgauer off-road vehicles.
Even with a 1:1 ratio water-glycol mixture, which gives the lowest possible
freezing point and highest possible boiling point (pure glycol antifreeze actually
freezes at a higher temperature and boils at a lower temperature than this mixture
- see topics re ‘freezing point depression’ and ‘boiling point elevation’, in physicalchemistry text books), the engine coolant would freeze, during winter conditions in
many Soviet Bloc territories.
Involvement in blackmarket currency exchanges, could also have serious
consequences. In common with that of all ‘Iron Curtain’ countries, at that time,
Czech currency was worthless beyond the national borders. Consequently, black
market currency exchange, for Sterling and other ‘hard’ currencies, was still rife;
Western Bloc tourists being accosted in the street and offered Czech currency at
exceedingly favourable rates of exchange. I can recall having been approached
on several occasions and being asked whether I would like to exchange currency.
During their earlier holiday, my parents had unwittingly participated, in a black
38
market currency exchange, as an adjunct to the purchase of goods; only realising
later, what had transpired.
In those days, fresh fruit and vegetables were scarce in Czechoslovakia and what
produce was available in the green grocers, tended to be so limp and shrivelled,
that at home it would have been consigned to the compost heap. Being fond of
bananas, I invariably kept a lookout , whenever we went shopping, but the one
time I did see any, they were both expensive and well past their best. However,
in the mini-supermarkets there was an astonishing variety of pickles, tinned fish
or meat, preserves, bottled fruit and dry goods; all produce originating from the
various communist countries, including rice and tea from Vietnam, plus coffee
from Cuba.
The pickles and bottled fruit were nice, but the tinned meat was fatty and the
Russian tinned fish, contained innumerable, randomly distributed, fragmented
bones. Out in the countryside, things were somewhat better, where we were able
to buy fresh eggs and other items at roadside farm stalls. Exceptionally, in one
large town, we were able to buy some fresh cherries, at a market stall, costing the
equivalent of about 50p per kilogram. In that same town, we began to understand
why there was little if any unemployment in Czechoslovakia, in those days;
having witnessed three road sweepers, taking turns to use the shared broom!
Returning westwards towards Prague, we decided to pay a visit to the small town
of Humpolec, where my parents had spent part of their package holiday, back in
1972. At that time, they were overheard in their hotel, conversing in English, which
resulted in an executive from one of the major Hollywood film studios, introducing
himself to my parents. It transpired that he was of Czech origin and was visiting
relatives in Humpolec, whose family name was Prinz. This chance introduction,
led to various activities, involving the Prinz family and annual exchanges of
Christmas cards, ever since.
Having registered at the local hotel, my father borrowed a town plan, so that we
could go in search of the Prinz family home, which turned out to be less than a
10 minute walk away. Knocking on the front door, we were greeted with a look
of both pleasure and surprise, as Mrs. Prinz recognised my mother’s face, after an
absence of 15 years. All four of us were quickly ushered into the parlour, as tea and
home-baked cake were hurriedly prepared.
Even with the relatively expensive petrol (after our concessionary vouchers ran
out), modest bed & breakfast accommodation, food, museum fees and sundry
items, we four (my parents, myself and my friend Kjell), had on average,
collectively spent, significantly less than £48 (i.e. 4 x £12) per day, so we
39
somehow needed to spend the residue of our Czech money before leaving the
country. When travelling abroad, we seldom buy presents (unless they are unique
to the country and we know that the specific items, would be appreciated), because
of the problem of storage and/or risk of breakage.
With possibly one exception, there was nothing available in Czechoslovakia
that we wanted for ourselves. Several years earlier, my father had bought Czech,
leather sandals, with fully enclosed backs and open toes, of unsurpassed quality,
sold under the Lotus brand-name in Britain. We had (and still have) always
found difficulty in obtaining sandals of this type, so on our penultimate day in
Czechoslovakia, we made a pilgrimage to the nearest large town, where we found a
major multi-storey shoe-shop and each bought several pairs, which at about £8 per
pair, were less than a quarter of the price, paid in Britain.
As we approached the Czech-West German border, on the final day, we still had a
little money left and so topped-up the petrol tank and visited a small, dingy villageshop, to spend the last of it and supplement our food provisions. When our eyes
adjusted to the gloom, we were faced with wall-to-wall, floor-to-ceiling shelves,
stacked with packets, tins, jars and bottles, reminiscent of the corner shop, featured
in the television comedy series, “Open all hours”, starring Ronnie Barker. As I
examined the shelves’ contents, exchanged comments in English with Kjell and
totted up prices on my pocket calculator, the shop keeper gave us a quizzical look,
as though questioning what was going on.
Finally, we managed to find some provisions, which experience had taught us,
would be reasonably palatable and spent all but two small denomination coins. At
the border, between Pomezi nad Ohri and Schirnding, the Czech customs officers
simply laughed, when I declared the two Czech coins and made only a cursory
search of the van (including the engine compartment), to ensure that we were not
helping any Eastern European citizens, to escape the yoke of communism. Two
years later, as people streamed across the recently opened Czech border, just a few
months prior to the demolition of the Berlin Wall, on 9th November 1989, I well
remember the cartoon in a British newspaper, whose caption read, “Will the last
person to leave Eastern Europe, please turn out the light!”.
40
Valuation Matters
Please remember these people are not paid to value your van and do it in their own
time. Generally it is not practical to value vans during the winter.
Technical Manager & Valuations Manager - Mike Tout
93, Highland Terrace, Uffculme, Cullompton, Devon, EX15 3EW
Tel. 01 884 - 841 598
Valuation Officers - Jon & Cath Baker Tel. 01 594 - 541 395
Valuation Officer - John Welsh Tel. 01 91 - 383 1560
Valuation Officer - Keith Miller Tel. 01 279 - 303 456
41
JUST KAMPERS MULTI-BUY DISCOUNTS
I
n mid-January 2013, the VWT2OC received a direct notification from Just
Kampers, that they have introduced a “Group Buying” discount, for clubs and
forums, whereby groups of people, collaborating to order multiples of the same
product, could be entitled to a bulk-purchase discount.
However, in order to qualify for this discount, the bulk order would need to be
placed and paid for, by one individual representing the group, who would then take
delivery of the goods, at just a single location. Members of the group, would then
need to make their own arrangements, regarding collection or onward distribution,
of their individual purchases.
No precise details of the scheme were given, but further information is obtainable from Just Kampers’ Sales Manager, Shaun Kirvan-Cranfield (e-mail: [email protected]), whom it is said, will
determine an applicable group price.
42
Pictures from Advertising Curios Page 26
43
MEMBERS’ FOR-SALE ADVERTS
FOR SALE @ £12,000: Factory-standard, white & blue, RHD, 1974 VW 1800
Type 2 AUTOMATIC, 8-seater, Microbus or Deluxe Microbus (believed to be the
latter). Two former registered keepers: 1976~2003 (vendor’s father) and 1974~76
(unspecified). Valid road tax & MOT until mid-2013. Documented DIY service
history, with parts receipts, since 1976. Retro-fitted with Clarion radio-cassette.
Call Stephanie in Warwickshire, on 01926 - 813462
For Sale.
Tow Bar for Bay ‘Crossover’ model. Brand new, never fitted and I have now sold
the vehicle. Complete with Electrics socket. Cost £172 from JK. £110.00 plus
carriage or you collect from Crewe
Tow Bar for Late Bay - was removed from an ‘N’ Reg by my son who put a beefy
exhaust on his!! £60.00 plus carriage or you collect from Crewe.
Westfalia Cab Bunk for Bay. Excellent condition. £50 plus carriage or collect as
above.
1971 Bay Handbook - £20 incl p+p;
Split Autobooks Workshop Manual- £18 incl p+p;
Bay Haynes Workshop Manual- £15 incl p+p;
Many Books - please ask - tell me what you are looking for - mostly Bay.
Front seats - standard Bay from circa 1971 - for re-covering / back to originality.
Offers?? Collection only.
Richard Robinson. tel 01270 589882. email: [email protected]
44
Glynwood
Insurance Services Ltd
Glynwood Insurance Services Ltd recommend
The Family Camper Scheme
Agreed Values
Camping equipment in or on the camper up to £2000
Unlimited mileage
May be “Garaged” in the open
Superb cover and good service
Flat rated - no need to lose N.C. Bonus from your car
Designed Around the needs of the VWT2OC
We now give discounts for a range of annual mileage
limitations and can accomadate a range of modifications.
We can also offer cover for Type 2 Caravelle’s, Pickup’s
Ambulances, Hearses - If the club accepts it so do we.
VWT2OC Members get 10% discount off the rates.
Despie Concentrating on good cover and hassle free service,
our rates are competittive. We have 3 schemes dedicated tp
campers and also offer standard car and home insurance at
competitive rates.
Contacact Our Redditch Branch at:8 Mount Pleasant, Redditch, B97 4JB
Tel: 01527 591057; Fax 01527 595115
or e-mail robert, robert@glynwood insurance.co.uk
SHOP
FOR PARTS
Beetle
T2 Split
T2 Bay
T25
T4
T5
New T2 Bay
Camping
Call our friendly sales team on 0845 1204713 or visit justkampers.com
There’s no better time to restore
your VW for the new season
100’s of repair panels
hand crafted in the
UK exclusively
MADE IN THE UK
for Just Kampers
We stock a vast range of genuine, hand crafted
and reproduction repair panels for Beetles and
VW Transporters from 1946 onwards.
Why not take advantage of Just Kampers
0% finance on orders over £500
Buy now and spread the
payments over 12 months
Interest FREE!
12 months
0%
Finance*
*Terms and conditions apply
Beetle 1946-2003
Type 2 1950-2013
Type 25 1979-1991
T4 1991-2003
Visit justkampers.com to view our full body panel range
...and SAVE money on your insurance too!
Whichever Volkswagen
you own we offer quality
insurance cover at a
competitive price
Plus we’ll give you £20**
if we’re not the cheapest.
If your VW is off the road
why not take advantage of
our ‘laid up’ cover this winter?
Go online for a 60 second quote
or call us on 0845 1256257
justkampersinsurance.com
**£20 supplied in JK vouchers. Price promise may not be equivalent policy terms of the other quote. Proof of the alternative quote may be required. Terms and conditions apply.

transporter talk

Transcription

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