July 2008 VOLUME 47 Number 3
Share the Passion
Sporting Car Club of South Australia, Incorporated
IGNITION
THE SPORTING CAR CLUB OF SOUTH AUSTRALIA, INC. Founded 22nd May, 1934 ABN 67 -853 093 023 51, King William Road Unley, SA 5061 Telephone: 08 8373 4899 Fax: 08 8373 4703 e-mail: sccsa@internode.on.net website: www.sportingcarclubsa.org.au PATRON His Excellency Rear Admiral Kevin Scarce AO CSC RANR Governor of South Australia Office Hours: Wednesday to Friday 9.00 am to 4.00 pm Club General Meeting Historic Racing Register Classic Section HQ Section Vintage Section Veteran Section Vmax Motorsport Section Competition Section
Monthly Meetings: 1st Wednesday 2nd Tuesday 1st Friday 3rd Wednesday 2nd Friday 3rd Friday 4th Friday Meetings held quarterly
Please note: the bar is open only on General Meeting and Section Meeting Nights Eric Rainsford Library hours: Club General Meeting Night (1st Wednesday of the month, excluding January); All designated Section meeting nights; Wednesdays 10.00 am - 4.00 pm Fridays 10.00 am - 12.00 noon Wheelspin Production: Published once every quarter Publishing dates: (1st January, 1st April, 1st July, 1st October) Please submit all articles eight weeks prior to publishing date. Editorial Team: Warren Schirmer, Michael Wapler, Paul Murrell.
All material sent into the office for publishing should be typed in font Arial 9 point. Photographic images must either be paper prints or on CD in 300 d.p.i. quality whenever possible. Please note that older type storage media, e.g. floppy discs or zip-discs are no longer acceptable. It is always appreciated when items submitted for publication will be handed in not later than the above quoted deadlines.
FROM THE BOARDROOM, … A WORD OF THANKS For some years now, I have enjoyed the privilege of sitting on the governing body of our Club. Initially, on the Executive Committee, and later on the Board of Directors. During this time some quite momentous changes did occur, not least the upgrading of our Constitution. Here too, I was privileged to sit on the Committee upgrading our Constitution under the decisive Chairmanship of a very experienced and capable Hedley Bachmann. That I was trusted with two such important roles in our Club as a new kid on the block – after all I had only joined the Club in 1999 – fills me with humility and all I can say is that it was my great pleasure to serve the Club during this time. As many of you will be aware, I will not be standing for re-election as I feel that someone younger should take my place, particularly as the Club must now decide on how to deal with a demanding future. Under the exemplary Presidency of John Burt, we have already made some considerable progress in that planning process but more needs to be done. I therefore appeal to our younger Members to stand for a place on the Board. It is challenging and exciting work with a Board that is fully aware of the demands that lie ahead. I must not fail to thank Warren Schirmer, our most capable and enthusiastic General Manager with whom I had the pleasure to work while sitting on the Board and editing ‘Wheelspin’. We all owe him a great deal. I should like to thank our Members who have elected me and my fellow Board Members, who had to put up with my idiosyncrasies, during my time on the Club’s governing body, a time I thoroughly enjoyed. Together with our very helpful co-editor Paul Murrell, I will continue editing your Club Magazine and so will my work in the Club’s Library, my first ‘home’ in the SCC after joining. Much of the editorial content that you have read over the past years in our magazine has been researched in our great Library and while the magazine can only offer the odd potted story of mice and men, the full works can be explored in this, the most magnificent institution of our Club. You may gauge the depth of field by reading through the obituary of Paul Frère in this issue; there are no less than seven books by this author available for you to borrow. In this regard, I should likewise show my appreciation for those Members, who voiced their approval of ‘Wheelspin’ and have encouraged me to carry on and to my fellow editors who have given me their full support, particularly in the difficult beginning of the now not so ‘new look’ magazine when everything had to be learned from scratch. It is my hope, that you will enjoy reading this issue as you may have enjoyed previous ones. … and finally, please keep on writing in, voicing your opinion. Your editors can only improve things if you let us know where we have failed. Michael Wapler
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Disclaimer: The articles printed in this magazine do not necessarily represent the views of the Sporting Car Club of S.A., Inc. nor the Editorial Team. All opinions, technical tips and methods are the views of the person submitting the article/s, and the Club cannot accept any responsibility for these whatsoever.
CONTENTS
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IGNITION A Word from the Boardroom …………………….…...1 TOOL KIT Names and Addresses of Club Contacts, updated ...…4 UNDER THE BONNET General Manager’s Report …………………………...5 FROM THE ERIC RAINSFORD LIBRARY Answer to “Barry’s Question” for April ….…………..5 “Barry’s Question” for July.. ………………………....5 Successful Library Sale ……………………………….6 Gems discovered – Book Reviews ………………....6,7 An Urban Myth ……………………………………….7 A Special? ……………………………………………..7 Now on the Shelves – Summary of New Books available to Members …...7 Letters to the Editor …………………………………..8 Vale Paul Frère, Racing Driver and Writer …………..8 PETROL FUMES Veteran Section News ……………………….………..9 World’s first V6 engine? ….………………..9 Classic Section News Old Keels and Wheels ………………...10, 11 Vintage Section News Early Bird Run ...………………………….12 Chairman’s Report .........………………….13 The Day I ended up on three Wheels …......13 HRR News Easter Historics, Mallala and Collingrove .....15, 16, 17 Collingrove – Observations from the Sidelines .……19 Competition Section News SA Motor Racing Championships ...………27 HQ News FX Fun at Mallala ….……..……………....28 HQs at March Twilight Meeting …...…28, 29
Where it all starts - the home of the Sporting Car Club in Unley
World’s First V6 Engine? page 9
Old Keels and Wheels – bigger and better than ever before pages 10, 11
SA Motor Racing Championship – Round 1 at Mallala page 27
LADIES’ QUESTION TIME Answer to April’s Ladies’ Question ………………...19 Ladies’ Question for July .…………………………..19 TITLED PLEASURES Michael Gasking’s Aristocratic Racing Personalities ...21 OUT AND ABOUT Michael’s European Column …………………...22, 23 AT THE SHARP END WA Museum lost ………...………………………….25 Even the Cops don’t buy it ...………………………..25 Fuel Foolishness …………………………………….25 The SCC Connection with HMAS Sydney …….…...25
Historics at Collingrove – Classy Motors page 19
MICHAEL GASKING’S RACING SNIPPETS Racing Snippets …………………………….…….8, 29
OUR COVER …shows Vice President Graham Boulter; more on page 28. Graham was driving Rob Southhouse’s FX Holden, photo by Bob Taylor. Many of the images supplied are courtesy of free lance photographer Bob Taylor, who has generously donated a CD with photos from Mallala, Collingrove and Old Keels & Wheels
Travel Plans Anyone? pages 22, 23
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TOOL KIT YOUR CLUB CONTACTS President: John Burt ………… (M) 0418 832 824 john@subnet.net.au Vice Presidents: Peter Bettess. ……….. (H) 08 8278 5034 (M) 0417 217 215 peter@willshire.com.au Graham Boulter …... (M) 0408 277 380 vip.motors@ace.net.au Treasurer:
Sean Whelan ……… (M) 0412 618 122 sean.whelan@maccoul.com.au
Secretary: Colin Bourner ……… (M) 0417 801 381 colinb@picknowl.com.au Board Members: Mark Goldsmith …… (M) 0412 671 671 goldsmithm@banksa.com.au Ben Rainsford …….. (H) 08 8269 6777 (W) 08 8344 3113 bjlr@taskaustralia.com.au Joan Shearer ……… (H) 08 8390 1609 shearers@adam.co.au Michael Wapler …. ... (H) 08 8338 6478 (M) 0414 392 424 miwap@ozemail.com.au CAMS Delegate: John Bryant …… ..… (H) 08 8338 1950 M) 0418 818 998 Classic Car Section: Gordon Taylor (Chair)…...… .(M) 0417 818 556 (H) 08 8278 3242 gjt@pilgrimarts.com Allen Morris (Secretary) …… (H) 08 8263 2485 (M) 0408 826324 Competition Section: Lyndon Punshon (Chair)…… (H) 08 8536 8236 (M) 0417 826 284 lyn@pcreate.com Chris Green (Secretary) … (H) 08 8386 1341
Historic Racing Register: Ann Ozgo(Chairp)……..…… (M) 0417 847 329 (H) 08 8336 6114 aozgo@bigpond.com.au Rodney Gibb (Secretary)… .(M) 0412 835 385 rodney@alarmlogic.com.au Historic Registration Officers: Colin Bourner …………(M) 0417 801 381 colinb@picknowl.com.au Ray Mossop ………………. (H) 08 8258 9295 Rex Howard ………………. (H) 08 8278 5337 John Wien-Smith …(Log Books) (B) 08 8373 4899 HQ Racing Register: Greg Goding (Chair)…………...(M) 0418 807 437 (H) 08 8387 3118 tirepowr@bigpond.net.au Alison Bennett (Secretary) ……(H) 08 8387 3118 alison.bennett@internode.on.net Veteran Car Section: John Ellis (Chairman) …………....(H) 08 8362 3230 Christine Chennells (Secretary)…(H) 08 8278 8465 onelung@chariot.net.au Vintage Car Section: Andrew Christophersen (Chair)……...(H) 08 8370 8115 (M) 0439 286 387 toadhall@adam.com.au Graham Treloar (Secretary)...... (M) 0418 824 768 (M) 0418 824 768 V-MAX Motor Sport: Julian Modra ………………...... (B) 08 8373 4899 scsaevents@internode.on.net Special Events Mallala Office: Julian Modra ………..… (B) 08 8271 5689 Fax 08 8272 5396 scsaevents@internode.on.net (alternative) specevents@internode.on.net General Manager: Warren Schirmer ….……(B) 08 8373 4899 wschirmer@internode.on.net Reception: Sandra Brooker …………(B) 08 8373 4899 sbrooker@internode.on.net
FROM THE ERIC RAINSFORD LIBRARY
UNDER THE BONNET
Answer to ‘BARRY’S QUESTION’ FOR APRIL”
GENERAL MANAGER’S REPORT
The Board has adopted a vision for the future, as we head toward the year 2020. 2020 Vision has been topical in the media recently, with the new Federal Labour Government promoting such a process. Once having established the vision, the next step has been how to achieve our short term goals wihich set the foundation for the long term planning. The board has also adressed the short term issues. One of the first priorities is to generate additional income. In line with this, staff structures are being put in place to support additional activity. Most lClub members would be aware that we are advertising for admisistrative support for the General Manager. Such support will allow the Gerneral Magager to concentrate on Business Development and new income streams. We will also be looking to provide further support for the Events Office. The work load in this area is intense, as Club events fall close to each other. This financial year we will achieve a close to budget result. However, such a result generates little new income. This is now the priority.
In the April issue, Barry asked you “Why did Jochen Rindt win the 1970 British Grand Prix at Brands Hatch when Jack Brabham was comfortably in the lead? ANSWER: Jack Brabham ran out of fuel due to the car’s fuel metering being left on its full-rich setting after the warm up lap. Jack blamed Ron Dennis for his loss, but the real culprit was Nick Goozee who owned up 33 years later.
BARRY’S QUESTION FOR JULY What car which had never been either on a drawing board or existed as a clay model but went on to have a production run of 1.3 million? Barry Catford
Warren Schirmer
Perhaps you do not need to cut out and paste this model to know the answer to Barry’s question?
… a previous model by the same manufacturer may give a clue. In particular, the Veteran Section Members may come to the fore.
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FROM THE ERIC RAINSFORD LIBRARY SUCCESSFUL LIBRARY SALE The Library sale has come and gone and, as quietly expected, it was financially successful. The fresh funds in the Library coffers will assist us in continuing to buy the books and magazines you want to browse and read. As always, we depend so much on your donations of books and magazines for the sale to be attractive, we appeal to you to keep bringing in all this unwanted reading matter for which, perhaps, there is no longer any shelf-space at your home. That the sale was a success was in no small measure due to the many volunteers from Dad’s Army and all Sections of the Club who helped to set up the tables and were faithfully back the following Monday morning to help us to put back on the shelves whatever did not find a buyer this time. So, thank you all who came in to help. Your assistance was much appreciated by the regular library crew who this year, for a number of reasons, were short in numbers
Michael Wapler
̽ Michael Gasking, our Librarian, is on holiday presently
BOOK REVIEWS
AUTOMOBILES TATRA Aerodynamic Cars from Kopřivnice by Miroslav Gomola, Gavin Farmer, Jan Tulis This most lavishly illustrated book centres on the work of, mainly, two engineers, one of whom was one of the first to discover the advantages of aerodynamic styling of motor cars as long ago as the early1920s and the other a very gifted engineer who could clearly think out of the box. They were Paul Jaray and Hans Ledwinka. Some of the very first practical aerodynamic cars came from Tatra of Czechoslovakia, the successor to Nesselsdorfer Wagenfabrik which was, perhaps surprising to Australian, but not Austrian readers, the third oldest car manufacturer in the world (refer to CAD Wheelspin Vol. 45, No. 1). reconstruction As early as September 1921, Paul Jaray of Jaray’s T57 had lodged his patent for aerodynamic prototype car design at the Berlin Patent Office. At
Excerpt from Paul Jaray’s 1921 patent application to the Berlin Patent Office Tatra, Hans Ledwinka began developing the prototype of a streamlined car at around 1930 or 1931 the V570, a car that pre-dated Ferdinand Porsche’s VW beetle by some years. Yet it had all the features of the VW: a flat steel platform with a rigid central steel tube, an aircooled flat two, later flat four engine, and a monocoque body along Jaray’s aerodynamic principles. It is therefore not surprising that the VW company in the 1950s paid several million Deutschmarks in compensation for design and patent infringements in an out-of-court settlement to the Ringhoffer family, former owners of Tatra, by then expropriated and exiled to Vienna. The culmination of the fruitful co-operation of Ledwinka and Jaray were the extraordinarily styled, at least for their time, Tatra T77/T87. Powered by a V8 rear mounted, air cooled, central ohc engine, these cars not only excelled by their dynamic qualities but by their low fuel consumption, much of it imparted by Jarays streamlined design. Just how dramatic aerodynamics influence speed may be gleaned from this example: The Audi Type ‘K’ with a 3½ ltr. engine turning out 50 bhp did, with a standard body, reach a top speed of 95 km/h, a Jaray bodied version, otherwise unchanged, would top 130 km/h. Gavin Farmer who, as our readers may be aware, lives in Adelaide and is a regular visitor to our library has produced a lucidly written and translated book that is a refreshing departure from reading the nth Ferrari or MGB book. Not that this is not interesting either, just different. Automobiles Tatra is an eminently entertaining and most interesting book, it should be in every auto buff’s library (shelf position in our library: 2.4.0319; it was donated and autographed by Gavin). Tatra cars are clearly eclectic and so was their clientele; or what would you make of this collection of humanity: Joseph Stalin, King Farukh of Egypt, John Steinbeck of “Grapes of Wrath” fame, General Erwin Rommel, the “Desert Fox”, or Ernst Heinkel, the maker of the first jet engined fighter plane? To shed a light on such a contrasting bunch, the advice of a psychiatrist may perhaps be in order.
Michael Wapler
T77 (r) and T87 (below). Pre-war T77 is r/h. and post war T87 is l/h control. Czechs drove on the left preWWII.
A couple of featured T77s in the 1935 British scifi film ‘The Transatlantic Tunnel’ (above)
FROM THE ERIC RAINSFORD LIBRARY BRITISH CAR FACTORIES FROM 1896 by Paul Collins and Michael Stratton We can all cite an English car factory that started by building bicycles (or perhaps farming implements before that), progressed to motor cycles and then finally to motor cars. Some had a short life, others staggered on, while others had a sea change and became something else instead. There were so many of them.
been built in Italy by Ghia. All the foregoing is factual. However, you will notice the use of the phrase ‘among other things’ and that is where the myth has grown up over the years since the ship went down. The story is as follows: As well as the Chrysler show car, the ‘Andrea Doria’ was carrying a number of Lancia Aurelia B24 Spider Americas, which were being shipped to New York. Many people have repeated this story with varying losses from seven to twenty. On the face of it, it seems reasonable to accept the story, in view of the fact that Italian manufacturers regularly used the Italian Line ships to take their cars to America. The tale falls apart when the details are examined. No-one has ever received confirmation from Lancia that cars were lost. Odd that … considering that they would have claimed on their insurance – and Aurelia Spiders did not come cheap. Finally, there should be missing chassis numbers and that is not the case; they are all accounted for. End of story… or myth, whichever you prefer. A SPECIAL?
An unlikely setting for a car factory, but of the Military College at Cowley, only the south wing and part of the west wing were completed, to be taken over by Morris in 1912. The authors of this book have done a masterful service to motoring historians. Theirs is an excellent work of research listing 240 factories, delving not into the vehicles that emerged through their doors, but rather the buildings themselves.
… and this was Lord Nuffield’s office within part of the Military College at Cowley The book contains priceless period photographs of the factories while others portray what it was like to work within these walls. Contrasted with the old pictures are present day photographs of many of the same sites – some mere ruins, others disguised by more modern trappings (not necessarily for the better!) while others are hidden, almost cowering, behind today’s buildings. The reader will find this book a most interesting and valuable work of reference and at the same time an enjoyable trip back through times. Ian Smith AN URBAN MYTH When the Italian luxury liner ‘Andrea Doria’ was struck by the Swedish liner ‘Stockholm’ in the North Atlantic Ocean, she sank with, among other things, the Chrysler Norseman – which had
Do you remember the ‘Sabakat’? This was a ‘special’ powered by a Coventry Climax engine at first and later by a Lycoming aircraft engine and was raced by its owner Ern Tadgell. Well … there is a great ‘behind-the-scenes’ story concerning its history (‘special’ in quotes gives a clue) in the current Historic Lotus magazine. Available for perusal on the Periodicals Table in the Library. Ian Smith NOW ON THE SHELVES Automobile Quarterly, Vol. 46 No. 4 Lobethal Motorcycle TT 1937/Victor Harbor GP – Video Nuriootpa Australian Grand Prix 1950 – Video Karl Maybach: His Engines and Automobiles, Harry Niemann* 2.4.00.47 Amilcar (two volumes), Gilles Fournier 2.4.00.77 Thunder at Sunrise, John M. Burns 8.4.0031 Automobile Quarterly, Vol. 47 No. 1 Lotus: The Creative Edge, Russell Hayes 2.3.00.23 Controversy at Caversham, Graeme Cocks 6.1.00.27 Rowley Park Speedway Pictorial 1975 6.1.00.33 Grand Prix [the film] Panavision Metrocolor 2.7.01.96 Brooklands. The Official Centenary History, David Venables 6.1.00.42 Duxford 2007 Air Show, 8/9th September 2.13.00.14 Australian Motorsport Annual 2006 6.4.00.36 Hives and the Merlin, Sir Ian Lloyd and Peter Pugh 2.14.00.05 Knife and Fork Man: Charles Benjamin Redrup, Charles Benjamin 2.14.00.15 Lotus Europa 1966 - 1975: Derivatives and Contempories, Paul Robinshaw and Dave Francis 2.3.02.23 World Cars 1983. Automobile Club of Italy 2.1.01.89.3 World Cars 1972. Automobile Club of Italy 2.1.00.88.1 Redex Round Australia Car Trials – Video Australian Racing Cars 2006 Season Highlights – DVD 113 Bugatti Queen: In Search of a Motor-Racing Legend, Miranda Seymour 4.1.01.61 Motoring in America: The Early Years, Frank Oppel 2.2.00.03 Spotlight on MG Down Under: for owners and/or buyers, Barry Lake 2.3.02.25 Australian Speedway: An Illustrated History 6.1.00.49 * Harry Niemann has recently been awarded the Society of Automotive Historian’s 2008 Award of Distinction (English Language) for his authorship of Karl Maybach: His Engines and Automobiles. The Book is published by Mercedes-Benz Classique Library. Ian Smith
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FROM THE ERIC RAINSFORD LIBRARY FROM THE ERIC RAINSFORD LIBRARY While, strictly speaking, the following is not a letter from one of our readers, it does refer to the letter by Dr. Brian Morley published in our January issue, regarding Coventry Climax engines. Our library historian, Ivan Hoffmann, who is an esteemed collector of motor car badges, provided the photo of the badge of Coventry Climax Engines, showing the spires of Coventry’s three cathedrals as a backdrop. Ivan also provided the cover of a 1941 issue of ‘The Autocar’ advertising Coventry Climax fire pump engines. Very appropriate during the times of ‘The Blitz’ during which Coventry and its citizens suffered very considerably on life and limb. (Wouldn’t it be nice though, to be able to buy a car magazine for sixpence again).
VALE PAUL FRÈRE On 26th February, 2008 well known motoring journalist, writer and racing driver Paul Frère died at the age of 91 in St. Paul-de-Vence, precipitated by a severe motoring accident in 2006 near Nürburgring race track in Germany, suffering a shattered pelvis and a punctured lung. Paul was born of Belgian parents in the Channel city of Le Havre, France. He became a celebrated racing driver and author. One of the high points of his racing career was his 1960 Le Mans win – with Olivier Gendebien – driving a Ferrari 250TR holding an average speed of 175.75 km/h. The first time he drove for Porsche was with Richard von Frankenberg with a 550 Spyder at Le Mans, winning his class. With a 718RSK and co-driver Edgar Barth, he won 4th place and a class win (1500cc class), again at Le Mans, in 1958. But even outside the racing circuit, he was always a fast driver. 50 years after his successful debut, he was back at Nürburgring, aged 86, to test an Audi R8 at the famous race track. Paul Frère worked as a journalist, contributing to many motoring journals. Among others, he was the European voice for the American magazine Road & Track. Multilingual as he was, one of his many TV appearances was his car tests for German TV station ZDF under the title of Telemotor. He was the author of many books, some now out of print. Our members have the opportunity to borrow the following Paul Frère books from the Library: • • • • • • •
Starting Grid to the Chequered Flag (3.1.0051) The Racing Porsches (2.3.0155) Porsche 911 Story (2.3.0207) On the Starting Grid (3.1.0078) Competition Driving (2.9.0029) Mercedes Benz C111 Experimental Cars (13.4.0014) Porsche Boxster Story - The Entire Development (2.3.0208)
As an author, he was well regarded and his books make very interesting reading, whatever their theme. Now is as good an occasion as any, to borrow one or the other of Paul’s books.
MICHAEL GASKINGS RACING SNIPPETS BRMs were never really popular in Australia but one driver finished up buying both works 1960 F1 cars that came out for the 1961 Tasman series. Arnold Glass (Trinkets) of Capitol Motors on Parramatta Road, Sydney, bought one but wrapped it around a light pole at Mallala in August 1961 in practice for his first race with it. By this time the other one had gone back to England but he promptly bought it and raced it at Warwick Farm in November 1961. The next year he re-engined it with an aluminium Buick engine from Woolworth (USA) heir Lance Reventlow’s Tasman Scarab. It was then sold in 1963, less engine, to S.A. buyers Allison and Steele who fitted a Ford V8 engine. Don Frazer bought the BRM engine. Where is it now? Any clues?
Paul Frère/ Olivier Gendebien on their way to the podium at Le Mans in 1960
PETROL FUMES Jan Anderson – 1918 Dodge Brothers; Kevin and Anna Fagan – 1918 Dodge Brothers; Rex Howard – 1924 Bean; Stuart and Claire MacDonald – 1923 Alvis; Rory Hope – 1923 Austin; John Ellis – 1924 Sunbeam; Bo Isberg – 1930s Hansa; John WienSmith – 1950 Morris Minor; Jon and Di Pyle with Andrew and Cecilia – Vauxhall. Geoff and Chris Chennells WORLD’S FIRST V-6 ENGINE? COMING EVENTS June 30-July 2 Kapunda Three Day Rally This is to celebrate the centenary of the departure of the Dutton-Aunger Talbot from Adelaide to Darwin. Entry forms and information sheets are available from SCC office or from Chris (08 8278 8465). All historic vehicles are welcome. Entries close one week before the event. We are staying two nights in Kapunda, book your own accommodation. Monday night dinner is at Sir John Franklin Hotel. There is also a display at the Torrens Parade Ground on Monday, 30th June from 09.30 to approximately 11.00 hrs. You are welcome to join in this display of historic vehicles to farewell the Talbot. October 26-November 2, 2008 National Veteran Rally, Canberra. Come and join the merry band of interesting motorists and their unusual cars for this event. Several S.A. members are already entered. Entry forms available from SCC office. 3-8 May, 2009 National Veteran Rally, Naracoorte. This is being organised by your Club, so join us for the annual veteran rally. 45 expressions of interest so far. Forms available from SCC office or from Chris (08 8278 8465). PAST EVENTS OLD KEELS AND WHEELS This all Club event was very enjoyable with many interesting sailing and motor craft to look at and travel in. The vehicle display was also magnificent and we thank the Club members who organised the day. The Fagans and Chennells drove their 1909 IHC highwheelers from Taperoo and Graham and Orris Lennon attended in their 1916 Overland. We were lucky to be given pride of place on the front lawns by the clubrooms (see Classic Section News page 10). RAA Trophy Day This was a successful day with fifteen historic vehicles out and nine veterans competing for the two trophies. We climbed the hill at the end of Carrick Hill Drive and then proceeded to Urrbrae House for a picnic lunch by the rose garden. The RAA Presidents’ Trophy was won by the Mullin family in their 1908 Talbot and the Anniversary Trophy went to Mike and Helen Poland in their 1912 Argyll. Thanks to those who enjoyed the day and helped with its organisation. It was interesting hearing an animated conversation going on in Swedish with the Isbergs and Cecilia from the Pyle’s entourage. Those attending were: David and Dianne Radloff – 1905 Rover; Geoff Chennells – 1909 IHC Autowagon; Noal, Arthur, Peter Mullins – 1909 Talbot; Chris Schwalm, Lesley and Zac – 1917 Dodge Brothers; Andrew Mitchell and Alex – 1913 Humber; Mike and Dorothy Pryce – 1910 Talbot; Mike and Helen Poland – 1912 Argyll; Brian and
In the January 2008 newsletter of the Australian Lancia Register there was an article written by Bruce Lindsay, an ex-member of this club, about the World’s First V6 engine. I read this with interest as I have had an interest in V type engines for about 40 years, having owned a Lancia Lambda V4 for that long, and I had never read anything about Nesselsdorf Type S engines being V type engines. The picture reproduced with the article didn’t look like a V engine to me, and I always thought that Lancia produced the first production V6 for the Aurelia in 1950. In his article Bruce says he could not find any mention of the angle of the Nesselsdorf engine V and, when you read the translation below, you will see why. Having undertaken some more research I came across an article from a publication called “Tatra – the history of the Tatra automobiles” published by the International Auto and Motorcyle Museum Bad Oeynhausen (1977) in Germany: The text was computer translated – with corrections by Michael Wapler: ‘The Nesselsdorf S 4 (16/20 HP) was a successor to the car type D, which Nesselsdorfer Wagenbau-Fabriks-Gesellschaft launched in 1906. The car had a forward mounted four-cylinder in-line OHC engine with 3306 cc producing 20 hp (15 kW). This completely new engine with camshaft drive by bevel gear was developed by Hans Ledwinka. lt had magneto ignition and instead of previously used surface evaporation carburation, featured an updraught carburetor. The top speed of the car, weighing 1600kg, was given as 80 km/h. There were different 4-seater bodies, e.g. Touring, a Landau, a 2-seater sports car with seating behind a horizontal petrol tank. In 1910 the Nesselsdorf S 4 (20/30 HP) was re-launched with the same technical specifications, but with power output increased to 30 hp (22 kW). This gave the car a top speed of 80 - 90 km / h. 1912 saw a 2-seater sports car with wire wheels, and after 1914 all models had the then fashionable V-shaped radiator. This car was made until 1916. Launched in 1910 the Nesselsdorf S 6 (40/50 HP) had a sixcylinder in-line engine which was achieved by simply adding 2 additional cylinders to the 4-cyl. engine of the S 4 The engine now had 4959 cc and developed 50 hp (37 kW). The 4-seater touring sedans and saloons reached a top speed of 100 - 110 km / h. For the first time in the company’s history, these cars had the option electric lights and starter motor. The successor of the S4, built from 1914, was the Type T, the S 6 was replaced at the same time by the type U’. As can be seen from this text the engines are In Line type and there were two 4 cylinder engines and one six cylinder version. I have also looked at other places for any reference to these engines being V type and have not found any. Georgano’s encyclopedia does not mention Nesselsdorf V type engines continued on page 21
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PETROL FUMES OLD KEELS AND WHEELS Outer Harbour Vibrating to the Sound of Combustion Engines
The very popular combined showing of old cars and old boats under the patronage of the Royal South Australian Yacht Squadron and the Sporting Car Club of South Australia came roaring up on Sunday, 30th March. The later scheduling in the year meant that the weather might not chip in with the glorious autumn sunshine we had enjoyed in previous years, yet apart from a very early morning shower the day turned out very pleasant with partly cloudy skies and a light, warm breeze. And what a day it turned out to be. On this occasion we were joined by the Gawler Machinery Restorers Club, the Velocette Owners Club of Australia and the Adelaide Radio Controlled Yacht Racing Club, Inc. It meant a beehive of activity before the official opening of the display to the Members of all participating Clubs. The wooden yachts had already been berthed in the days leading up to the event and the first of the landlubbers to arrive were the Radio Controlled Yacht racers and the men with the heavy machinery from Gawler. Shortly thereafter, the Velocettes arrived like a swarm of hornets, engines droning, while the Sporting Car Club Members and their cars started rolling into the grounds in increasingly larger numbers. Not long after, the first hisses and puffs issued from the stationary engines, many of them lovingly restored to a condition which might have made the original makers blanch with envy. One by one, the engines took up their regular, if slow, beat. They were accompanied by partly and fully restored pedal cars and other paraphernalia made of metal. While all this activity went on without any discernible hitch, the radio yachties had already unpacked their vessels from beautifully built special cases and launched their charges into the yacht basin. The breeze just right not to cause any havoc but firm enough to give some of the boats a fair head
of speed. The skill of the operators was remarkable with three or four yachts rounding a buoy in close vicinity but never in collision, then tacking back to another marker buoy only to resume speed on the downwind leg of the journey. The real yachts meanwhile made a beautiful display, their timber decks spotlessly clean and all brightwork sparkling. Timber built yachts are pieces of real artistry with the tradiThis 1909 International Harvester Co. Autowagon, is jointly owned by Geoff and Chris Chennells and Stuart and Haf Griffin. It is so called because the rear seat can be removed to convert the vehicle to a utility. The car was put together by the late Ian Tilbrook of Clare from parts he painstakingly collected. The technical specifications are: air cooled horizontally opposed twin cylinder (fore and aft installation), approximately 3 litre swept volume, trembler coil ignition, two speed and reverse epicyclic transmission with chain drive. Lubrication can only be described as “liberal”, both internal and external. Tyres are solid rubber and are tension-held to the rim by a pair of internal wires. The so-called “speed” is approximately 25 to 30 km/h: most definitely a style of motoring belonging to a bygone era. All components are in general of the “brick out-house” style when it comes to design and construction: everything seems to be at least twice as heavy as necessary: this vehicle is definitely NOT a lightweight! Geoff Chennells
PETROL FUMES Meanwhile most cars had arrived and lined up, double parked, all the way to the end of the yacht basin, making an absolutely splendid display. From the oldest cars, two IHC (International Harvester Company) and a 1916 Overland a cross section of all that enjoys name and fame in the automobile world were there. Splendid Rollers, an Aston Martin Lagonda, a Bristol, Mercedes, Porsches, MGs and Jaguars were just some of the brands that make the car enthusiast’s heart skip a beat. For some members it was their first participation in the event and the variety of vehicles spoke for itself. Sporting Car Club Members have long harboured a most remarkable fleet of historic cars and this event did prove it, if proof was needed. As in previous years, a Dixieland band played on the lawn creating a perfect ambience to saunter over to the Cappucino man, or, if anything more hearty was required, the baked potato stall. Later on, the Squadron’s dining room served excellent meals and drinks from the bar for those who preferred a more formal luncheon to ‘al fresco’ dining. Two artists, one gentleman invited by the Squadron and Jon Pyle from the Sporting Car Club showed off their paintings of boats and cars. The two vessels available for cruising into the outer harbour and along the Adelaide beaches were soon booked solid for the early runs, in fact, there was so much to do and see the day was not long enough to take it all in. The smiling faces said it all: we will come back in two years’ time if the clock of life still ticks and allows us the pleasure. A memorable day had come to a close. Thanks must go to the organ-
Graham Lennon’s beautifully appointed 1916 Overland
David Smoker’s sea and land transport, fine carvel – ketch Balmara (l.) and his 1978 Aston Martin V8 coupé (r.)
tion of how to build a wooden hull and deck going back millennia. What a fine display the Yacht Squadron put on for us. Some of our members even have a foot in either camp and, from his famous collection, David Smoker showed some of his cars and and his absolutely gorgeous carvel ketch ‘Balmara’.
isers of the event, particularly Rod Wells of the Royal South AustralianYacht Squadron and Andy Morgan from the SCC, Mike Seccafien of the Gawler Machinery Restorers Club, Dominic Brown of the Velocette Owners Club of Australia, and John Johnson of the Radio Controlled Yacht Racing Club. You gave all of us not only an insight into your own particular interest, but a tangible feeling of great satisfaction which we were privileged to share with you on the day.
One of the radio controlled yachts in the Royal South Australian Yacht Squadron’s basin (r).
David Stewart’s 1935 Jaguar ‘Ali Special’. Built by Finch & Hocking, it is a recreation of a ‘Special’ that Sir William Lyons built for his son-in-law.
Michael Wapler
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Tom Gilbert’s magnificent 1927 Buick, has many admirers
Early Bird Run This year’s run on 17th February, was organised by Robin and Deirdre Ide, winners of last year’s event. 58 members and guests met at the Clubrooms at 7.15 am. Present was an excellent array of cars as shown in the attached photos – everything from veterans through to classics from the 1970s. Seen for the first time was the magnificent 1927 Buick of Tom Gilbert. This car was sold new by Tom’s ancestral firm (Gilbert Motors) and in recent years repurchased by that firm. I understand this car has only 17,000 miles on the odometer! Members then drove to the Seacliff Hotel where we had breakfast before leaving for home before the 36º heat arrived. After consideration of members’ answers to questions Robin Ide declared Arthur and Noala Clisby to be the winners of the quiz and it now falls on them to organise next year’s event. Members admired the Gilbert Buick – always nice to have a previously unseen car come out from under the covers!
Andrew Christophersen
The front of a fintail Mercedes, a 1973 Holden Monaro, an Essex, a Buick, a Lagonda, a Hansa Sport and, a Model A Ford – just some of the interesting cars present
PETROL FUMES Chairman’s Report -The Was Year That Was
The Day I Ended Up On Three Wheels
My year as chairman is not quite over – but only one event is yet to take place, that being the combined veteran/vintage garage crawl on 1/6/2008. It seemed appropriate to prepare the report for inclusion in the July edition of Wheelspin – thus it will coincide with the end of my term as chairman. Two simple measures may be used to determine the success of our section – the number of members at meetings and vintage cars at outings. The committee has attempted to find interesting speakers and activities for our meetings. Feedback has been positive. Our meetings have been well attended. On two occasions we have had combined meetings with the veteran section and these have been particularly successful. Vintage Collingrove was a great success. Some other events such as the garage crawl in June 2007,drive to Bethany, Christmas party and the Early Bird run (reported on elsewhere in this edition) were successful. However others such as the run to Strathalbyn, Foggy Dew Run and the combined run with the classic section to the Classic Jet Museum, despite being interesting events entirely suitable for vintage cars were not well supported by our section with few vintage cars present. It would be easy to become despondent about the future of vintage motoring. Our membership is aging and our cars seem to many to be less appealing than more modern classic cars. The charm of our cars is sometimes forgotten. The challenge is to entice owners to use and hopefully retain their cars. The VSCC (David Reid) Invitation Run resulted in some eighty vintage cars appearing! This highlighted not only David’s excellent planning and preparation but also the importance of clubs working together to ensure adequate patronage, reward for the organisers and the all-important visible public presence, to promote our section. I have been pleased to receive feedback about our outings. It seems that members prefer simple inexpensive events, in which we travel a moderate distance, in convoy and take our own food (e.g. picnic). Such events do not require a commitment to attend before such variables, as for example the weather, are known. Our Foggy Dew run on 13/7/2008 will be consistent with these criteria. My thanks to the committee members for their considerable efforts during the past year. The committee continues to work hard to offer interesting, inexpensive events that encourage enjoyable vintage motoring. Please support us by attending these events! Andrew Christophersen
We were favourably placed in the main event at Pt. Wakefield, circa 1957, when, influenced by a questionable design of original MG TA stub axles, I had the off-side one break as we were negotiating the sharp right-hand corner at the end of the main straight after a full-flight approach and heavy braking. The departure of the wheel complete with heavy cast-iron brake drum, remainder of the stub axle, nut, bearings and spinner cap choose an unusual path. It came back at me brushing along the off-side of the car towards the rear wheel. I instinctively pushed at it and ruined my fancy string-backed driving glove, after which it proceeded to circle the rear of the car leaving marks of its path on the body work. Apparently from contact with the near side rear wheel it took off at right angles towards interested spectators and their parked cars. At this stage of the incident the concerned driver, with no help from the single system hydraulics, was hauling on the handbrake with minimal retarding effect. Meantime, a largish group of spectators occupying a signposted ‘NO SPECTATORS’ area, where we were heading, began to realise the car was going to end up in their midst. The next sequence is somewhat odd. I have some recollection of the same people crossing my vision twice. I can only guess that a couple standing together decided to take off in opposite directions then reform – hence my seeing them twice in my flight path. Fortunately it did not touch any bodies. The only ‘injury’ I received was on climbing out of the car and, surrounded by numerous people, I failed to see a large strainer post and banged my lip on it. What happened to the runaway wheel you might ask – a bloke rolled up with it and after formal G’days said “you might need this mate”. He reported no contact with spectators or their cars as he had hopped over the strand wire fence and kicked the wheel to the ground. Half my rotten luck. The car was repairable and fitted with a pair of TC model stub-axles. The path of the wheel had been strongly influenced by the weight of the drum and other attached bits. Tom Stevens Tom ‘sans wheel’ ploughing the meadow (below)
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PETROL FUMES EASTER HISTORICS AT MALLALA AND COLLINGROVE Mallala – Besieged but going strong! With over 30 years of Easter racing, initially for Vintage and PVT cars at the Austin 7 race meeting and then Historic, Category 5 cars with the HRR/SCC of SA, one would think that we had earned the right to hold our meeting unopposed. Yes, I know that the Bathurst event wasn’t only for Historic cars, but it did take some of our Group S and N competitors away. Six cars competing in the Group S events was a little disappointing. Then to further make it difficult for us a meeting was scheduled at Calder two weeks after our event. All the more disappointing when one of the key supporters of the event is on the Promoters committee, who are supposed to be helping to protect our key events from being overcrowded! No wonder some of their members get a little frustrated! We in SA know that it is much further to drive to SA than travel away from it – we might tell you about our Magic Carpet one day. We know that the great dollar is no longer so great and competitors need to prioritise their events, but a little consideration for an event that is all about the competitors and their enjoyment would certainly be appreciated. To those of you who travelled over to Mallala, and Collingrove, we hope you had a great time and look forward to welcoming you back next year. For me, this was my first event as Chairperson, and I now fully appreciate the detail and magnitude of work that goes into an event such as this. My sincere congratulations to all of you who have led committees to achieve the wonderful race meetings that have been happening right around Australia for such a long time.
to watch out for. Our second speaker was Allan Tomlinson, who at 92 is the sole surviving pre-war Australian Grand Prix winner. He doesn’t exactly understand what the fuss is all about. Allan had travelled over from Perth to assist with the launch of the Lobethal Grand Carnival event (www.lobethalgrandcarnival. com.au), celebrating the 70th anniversary of Lobethal in October this year, and celebrating Historic Racing in the future years. Tony Parkinson also worked extremely hard to have Black Bess reach us for the weekend, and our thanks also go to Frank Mohr for the loan. Allan shared his clear recollections of the preparation and racing of the MG at Lobethal. Saturday and Sunday were clear, warm days, greatly appreciated after our heat wave, and conducive to great racing. Group K and L wins were split between Fred Greeneklee (Cooper Jap) and John Virgo (Riley Special) with K honors being fiercely battled out between Bruce Hartwig (Chrysler Special) and Mark Woodberry (Dodge Special). Bruce won the DG Fraser trophy, being the first J/K home in Sunday’s race. Bruce also was kind enough to lend his car to John Payne for the remainder of Sunday after John had spent all of Saturday encouraging the MGJ2 to rejoin the event, but to no avail. For me, the highlight was seeing father, Kevin Shearer (Ford Special), return to the track for the first time after his illness. Many thanks to all who sent their greetings to Kevin while he was recuperating. Kevin, Peter Gostelow (MGTC Special) and Bill Schapel (MGTC Special) also had their fair share of dices further down the field. Group M and O competitors were pleased that they had the numbers to form their own races this year and enjoyed some interesting battles. Richard Carter and Laurie Bennett were the lead pair in the scratch races, with the nimbleness of the Elfins making life difficult fir Max Brunninghausen in the beautiful Chevron. Three Formula Juniors were there, Michael Shearer and David Reid in the Cooper T59s and Graham Brown in the Brabham BT2, who had the misfortune of winning the Hard Luck Trophy. In amongst all this was the ongoing battle between Col Haste and Stephen Fryer. Daniel Smith joined the HRR committee last year and quietly asked, “How do the Formula Fords get their own race at Easter?” “Get a good field of cars and you have one, well 5 to be exact.” So he and Mandy did exactly that, and we were treated to a field of 15 Formula Fords, who provided some very close racing. Andrew McInnes (Lola T544), Nick McDonald (Birrana B72), Keith Simpson (Van Dieman RF73) and Nick Bennett (Wren) proved the men to beat, sharing the outright placings across the weekend. The Group Q and R Sports and Racing featured the Elfin ME5 of Trevor Lambert, which was declared the Best Sounding car of the weekend. The fast boys up the front were Sean Whelan (Ralt RT4) and Jamie Larner (Ralt R34), Shane Kuchel in the ex Larry Perkins March 77B and new SA competitor Simon Gardiner in the Lola T450/550. Further entertainment was provided down the fields by the battling Clubmans of Guy Chick (ASP), Keith Williamson (Farrell) and Michael
OK! OK! Yes, there was racing, regularities and hill-climbing, as well as food, guest speakers and lots of talking. We kicked off Thursday night with our annual dinner, at which we were privileged to have 2 guest speakers. Jeremy Burgess, the man behind Wayne Gardner, Mick Doohan and Valentino Rossi, spoke with such humility, crediting the riders with 80% of the success and 20% for the team. He gave us a little insight into the intrigues which go on, particularly when riders are considering changing Laurie Cousin in his Triumph TR2 teams. This will be an autobiography
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clockwise from top left: Mark Woodberry (Dodge Special), Bruce Hartwig (Chrysler GR PK), Peter Hall, Peter Gostelow (MG TC Special), Daryl Sigg and Gordon Crowley, Margaret Hall
all photographs supplied for this article courtesy of Bob Taylor
PETROL FUMES Bass (Welsor). Group N/Historic Touring Cars provided the largest field, the Driver of the Meeting Jason Armstrong (Mini), the Farmer of the Day Kirk Davis (Mazda RX2) and the Best Presented Car Gra-
ham Stewart (Torana XU1 GTR) as well as outstanding racing. The big cars of Graham Jarrett (Chev Camaro) and Brad DeLuca (Falcon Rallye Sprint) didn’t have it all their own way with Graham Stewart (XU1), Rory O’Neill (Porsche) and Ian Gear (XU1) causing them to watch their mirrors. Jason Armstrong’s Mini didn’t quite have the legs but kept them honest, and proved to be the car to watch for fast, clean determined racing. It was the first time out for John Illingworth in the Austin Lancer and he certainly gained some fans. Graham Boulter, of HQ fame, was given the opportunity to run the Holden FX of Rob Southhouse and couldn’t be stopped from smiling. Group S may have been down on numbers but certainly made up for it in rivalries. Long time opponents Michael Byrne (Lotus 7) and Peter Hall (Datsun 260Z) were joined by Stan Adler (Porsche) in the race for line honours. Byrne was able to lower the class record once again, enjoying the conditions of the first race Sunday morning while Hall and Adler scrapped for first. Just as we thought it was all sewn up Hall and Adler attempted to out brake each other, only to out brake themselves and allow Byrne to sneak through in Esses. What a way to start the day. Phillip Simmie in the Alfa sadly had fairly lonely races while Keith Ondarchie (Triumph TR4) and Barrie Pritchett (TR6) kept close company all weekend. The Regularity fields were slightly down this year, but great to see a number of Race Cars competing. The Viskovich N Mustang from WA was shared with Jeffrey Hamilton, Alister Ondarchie shared Keith’s S TR4, and Alan Rosewarne shared the newly acquired N BMW of Carey Weston while Ursula Weidenmüller shared Barrie Pritchett’s S TR6. Committee member Phil Carter took his GT Falcon out for a spin and couldn’t take the smile off his face. Some interesting cars and drivers included Ken Messenger in a very interesting Aston Martin and Garry Brock running father Ian’s Nadger. On Saturday Allan Tomlinson came out to the track and was taken for a few quick laps by Phillip Brady in the MGK3. Black Bess was finally allowed out on the track on Sunday, with Tony Parkinson at the wheel. There is no truth to the rumour that Black Bess is under threat of being kidnapped by renegade South Australians! Monday saw the hardiest of souls competing at Collingrove Hillclimb, in the beautiful Barossa Valley. Non Category 5 cars were invited to join the event
and competed in a Regularity event, run on the same principles as a circuit regularity event. Honours went to Lachlan Emes (Renault), Kym Ninnes (Clemente) was 2nd and Sue Day in the MG took out 3rd place. Group K was contested by Michael and Kevin Shearer, sharing the Ford and Gerard Miller in the Plymouth. Michael broke Kevin’s extremely long standing record to win the class and the West End Trophy for the fastest pre-war car. The new record being set at 38.72. He couldn’t go to work and brag about this one as he works for Cooper’s – we hope Glenn will be kind to him. Bill Schapel (MGTC), Peter Gostelow (MGTC), Fred Neild(MG) and Ian Motley (Austin 7) competed for Group L with Bill Schapel being awarded 1st.Group O saw David Armstrong (Cicada BMC) faster than Peter Goers in the JWF. Cas Galjaardt was the only Formula Ford to attempt the hillclimb. Stan Ward (Elfin) won Group Q ahead of Geoff Redin in the BAE (a new car to the Historic ranks). The following drivers must have frightened away their opposition as they had uncontested wins – Ian Young, Group Q Lola, John Illingworth, Group Na Austin Lancer, and Neil Oatway Group Nc Falcon. The Group S battle continued with Peter Hall (Datsun) using his home ground advantage to defeat Stan Adler (Porsche) and Michael Byrne (Lotus). We were able to finish presentations just as the weather broke. As Chairperson of the HRR of SA, I offer my sincere thanks to all committee members, volunteers and friends who helped to make the weekend a success. I also need to thank my family – Eric and Katie for their patience and Joan and Kevin for offering advice when needed. To all the competitors, crews and families who joined us this Easter, I hope you enjoyed yourselves and we look forward to welcoming you back to the friendliest Historics meeting in Australia! Ann Ozgo
No. 48 , Max Brunninghausen Chevron B8(top) No. 34, Ursula Weidenmüller Triumph TR6 (centre) No. 55, Gerard Miller Plymouth Special (bottom right)
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LADIES QUESTION TIME
EASTER HISTORICS AT COLLINGROVE HILLCLIMB Observations from the Sidelines Even though we were all wishing for rain, it was fortunate that it did not arrive as forecast on Easter Monday for the Easter Historic Collingrove Hillclimb. Instead, we were rewarded with glorious sunshine, a cool crisp morning followed by a warm sunny day, only disturbed by the odd dust devil blowing in from the tinder dry paddocks around us. The drivers with their cars arrived eagerly from early on and soon the smell of burnt engine oil and the rasp of revving engines was in the air. At the usually hectic early stages the timing system – this time Colin Stagg in his Austin Healey Sports, around, the a splendid sight at the Hill old and not so trusted one was pressed into service once more – was set up, and scrutineering started in the shed. After the drivers’ briefing it was time for a practice run to get up the adrenalin of drivers and cars; well, the latter might have preferred an extra squirt of petrol instead. An early start was beneficial to give drivers as many runs as possible and proceedings began at around 9am, with the first car hurtling up and over the brow of the hill, reappearing while braving ‘The Wall’ and disapIt was good to see Kevin Shearer back on the track, pearing again having lost none of his enthusiasm a p p r o a ch i n g the ‘Esses’ near the top of the climb. It is a short but exhilarating run of 600 metres but one not to be trifled with. Remarkably though, there were few spills. One car dying on the hill had to ignominiously creep back down to the starting line. The little Renault Clio driven by Lachlan Emes did not like the exit from “The Wall” and decided to go bush, whereupon everything stopped and the recovery vehicle slowly made its way up the hill to assist. The tow rope turned out to be too short and so, with Ian Motley’s Austin 7 Special much pushin the scrutineering bay ing and shoving, the Renault was persuaded by a posse of helpers to head up the steep hillside and bounce back on the tarmac. Not deterred in the slightest, it was driven hard again next time with an undeterred Lachlan coming up with best time of the day in his category. Another hold-up was caused by a snapped timing cable but continued on page 21
ANSWER TO LADIES’ QUESTION TIME FOR APRIL As Brian Grant correctly submitted, it was Pablo Picasso who was shown sitting in a Mercedes gull-wing 300SL. His anti-war painting Guernica was a response to the horrors of the Spanish Civil War. General Franco, with the help of Hitler’s air-force under the disguise of a free-corps called ‘Legion Condor’, bombed the Republicanheld town of Guernica on 26th April, 1937 in the first instance of aerial carpet bombing, killing a large part of the civilian population. The painting was exhibited around the world but Picasso would not allow it to travel to its final destination, Madrid’s Prado, until Spain became a democracy after the death of General Franco. It was finally returned to Spain in 1981.
Dora Maar (Markovic), was a French photographer and painter whose father came from Zagreb in Croatia, one of five lady companions and wives of the painter. The portrait showing her face both frontal and in profile, one of the painter’s best known works. Dora Maar was Picasso’s companion and muse from 1936 until 1943. After her separation from Picasso, she led a withdrawn life and never took up photography again. She died, aged 89, being bed-ridden for her last three years after a fall in her Paris flat.
LADIES’ QUESTION TIME FOR JULY The man behind the wheel was one of the all-time greats in his chosen sport. Answers please to: Michael Wapler at: miwap@ ozemail. com.au
His success is best described as 49-0. One of his contemporary’s said of him, “he is like a rose sticking out of a rubbish dump”. He was a kind and gentle soul, yet he was the fiercest competitor. He tragically died on his 46th birthday in a small aircraft crash in bad weather. His “management team” in the background appears to have come straight out of Brooklyn or was it perhaps New York’s waterfront?
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PETROL FUMES continued from page 19
the crews from the recovery car and the timing tower were out in no time, a spare cable was laid, secured, and all was reconnected for racing to re-start within minutes. Our hard working starter, Colin Martin, relentlessly released his charges with Colin Martin ready to start off Gerard clockwork preciMiller in his Plymouth Special sion. Meanwhile the hearty fragrance of frying bangers and other delicacies wafted across the pitch signalling lunch break, whereupon the hampers came out, cups of tea and coffee appeared everywhere and, while munching provisions thoughtfully prepared for the day, motortalk and good natured banter would take over. The afternoon started as the morning had begun. Car after car roared up the hill snarling, bellowing and making the sort of noises petrolThomas Klaveniek in his gorgeous heads just love Porsche 356 C to hear. Visitors had arrived from early morning and the car park, as seems to be ‘de rigeur’ with Sporting Car Club events, filled not only with cars but with icons such as Aston Martins, Jaguars and MGs with the odd Mercedes of Classic vintage thrown in. It was one of those magic Collingrove days that everyone enjoys so much. We trust the fair sprinkling of interstate drivers will spread the word and more will join us in the future. We thank them for coming and hope they enjoyed themselves and will be back some time. Behind the scenes, New South Welshman the ever willing volunCas Galjaardt’s Elwyn teers were the ones who made it all happen. Think about the fun just to be there. Make it your business to be a volunteer at the next SCC Collingrove event. You will be richly rewarded by the ambience of the place and the excitement and enthusiasm of the participants. Victorian Stan Adler’s Porsche Carrera Michael Wapler
continued from page 9
The Nesselsdorf S6, 6-cylinder in-line engine nor does Michael Wapler in his potted history of Tatra which he wrote for the Sporting Car Club’s ‘Wheelspin’ magazine so I think I am justified in saying that they are not the world’s first V6 makers. For those members who do not know the history of Nesselsdorfer Wagenbau-Fabriks-Gesellschaft, they became Kopřivnicka Vozovka, Kopřivnice (try to say: Koprzhivnitse) when Bohemia and Moravia became part of Czechoslovakia (the name Nesselsdorf was changed to Kopřivnice) after the First World War and the company name changed to Tatra, after the highest mountain range in the newly created country. This makes Tatra the world’s third oldest motor vehicle manufacturer after Daimler-Benz and Peugeot. My sources are various sites on the World Wide Web, more specifically the Austrian Tatra Club, and Georgano’s encyclopedia and Michael Wapler’s article on Tatra History. W. Denis Basson
MICHAEL GASKING’S ARISTOCRATIC RACING PERSONALITIES Dutch nobleman Carel Godin de Beaufort was one of Grand Prix racing’s last true amateurs. A colourful sportsman purposely wanting to beat the works teams on his own, Carel was a popular figure in the F1 , F2 and sportscar paddocks of the late fifties and early sixties. He usually made his towering presence felt by his practical jokes and sledgehammer wit, but his talent could not be underestimated. Often, his Porsches were seen fighting better cars, events which eventually led to Carel becoming The Netherlands’ first F1 World Championship points scorer. He was respected among his peers, loved by mechanics and adored by the people of his home village of Maarsbergen. His talent was recognized by Porsche’s racing director Fritz Huschke von Hanstein who arranged for him to become a works Porsche sportscar driver. Carel made his works debut in the 1958 Nürburgring 1000km, sharing a 550 Spyder with Edgar Barth and Richard von Frankenberg. It became a huge success, the team finishing 6th overall, taking the 1500cc class win. Hanstein was a partner in Carel’s biggest success, which came early in 1959 in the Sebring 12 Hours. They shared a 356 and together won the 1600cc class, finishing 11th overall. He had grown into one of the safest pair of hands on the circuit so it came as a shock when he was killed during a practice lap for the 1964 German GP, aged only 30.
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TRAVEL BUG Continuing our travel suggestions, the focus in this issue is Italy with all this conjures up of elegance, style, history. Broadly speaking, there are three centres around which Italy’s motor industry is clustered and the first of these is Turin. There, the now mighty F.I.A.T. empire ( Fabbrica Italiana Automobili Torino), was founded in 1899 by Giovanni Agnelli together with other investors. More followed such as Lancia and Pininfarina. For that reason, Turin is a good place to start and there are
some extraordinary sights, not least FIAT’s Lingotto, at the time the largest automotive plant in the world when it opened in 1923. Five floors of manufacturing with raw materials entering on the ground floor and the finished cars emerging on the roof top test track. The plant closed in 1982 and was re-developed by world-famous architect Renzo Piano (have you been to Osaka airport?) into a congress centre, theatres, concert halls, hotel and shopping malls. A must see as an icon in itself. In years gone by one would have been forgiven for thinking the Agnelli family owned Turin, though not any more, they still have a significant shareholding in FIAT as well as owning Juventus Turin (for those who are interested in soccer) and ‘La Stampa’, one of Italy’s quality papers comparable to ‘The Age’ of Melbourne. But on to the museums, with the most famous one the Museo dell’Automobile Carlo Biscaretti di Ruffia. It is Italy’s national motor museum and one of Europe’s most important. While the emphasis is on Italy’s makes of cars, there is a cross section of European cars on display going back to the very early days of motorisation. There is a huge archive and library attached. In the racing car display there is Fangio’s Maserati 250F as well as its competitor, the Mercedes W196. Among the rarest motor cars are the Itala of Peking-Paris fame, an Isotta Fraschini 20/30, a Cisitalia 202, an Alfa Romeo Disco Volante and many more. Here are the details: MUSEO DELL’AUTOMOBILE CARLO BISCARETTI DI RUFFIA Corso Unità d’Italia 40 10126 TORINO, Italy tel. +39 011 677 666 fax + 011 664 7148 www.museoauto.it opening hours: Tue to Sun. 10.00 to 18.30 hrs. Mondays closed catering: cafeteria in house alternatively in Turin: Tre Galline, Piemontese kitchen via Bellezia 37, Torino Zafferano Cafe, speciality fish and seafood dishes via Sant’Agostino 15 b, Torino
OUT AND ABOUT following details: Pininfarina S.p.A. Via Nazionale, 30 10020 Cambiano, Torino
View of the exhibition floor of the Museo dell’Automobile Carlo Biscaretti di Ruffia and a view of the entrance to the museum (left and top). hotel suggestion: Best Western Piemontese, Via Berthollet 21, 10125 Torino (Italy) tel +39 011 66 98 101 fax +39 011 66 90 571 COLLEZIONE PININFARINA One of the most famous of Italy’s specialist car designers is Battista ‘Pinin’ Farina who later changed his name by presidential permission to Pininfarina. The company he founded is now operating world-wide, though still centred on Turin, it is the
company’s collection of their own, often iconic, creations which is very much worth a visit. Pininfarina was one of the stylists who, with inimitable elegance, created trends and set standards for generations of motorcars. One particular vehicle must be mentioned here. It is the Lancia Florida II Coupé, Pininfarina’s design study which remained his personal transport for the rest of his life. It is a picture of timeless elegance.
This is not a museum but a company collection of its historic treasures. The collection is situated in an industrial suburb of Torino. Visits must be arranged through their office as per the
contact should be made by e-mail with Ms. Silvana Appendino Public Relations Manager tel. +39 011 943 8104 e-mail: s.appendino@pininfarina.it www.pininfarina.com There are various price options as you may choose to listen to one of their designers guiding you through a process of a car design or watch videos of their show cars from around the world. You will be enthralled by more than 75 years of car design history. COLLEZIONE VICENZO LANCIA There is a third museum worth visiting in Torino, but it has proved to be a tricky one to track down. It is the famous Vicenzo Lancia Collection. Unfortunately, as FIAT has hesitated for years whether to continue or ditch Lancia as the group’s luxury brand, feeling within the labyrinthine structure of the group was ambivalent toward the brand. At times, requests to visit the collection which is housed in Lancia’s old Torino factory building, were turned down. Following reliable information from Lancia friends in Europe, it is still difficult to obtain permission to visit, but not impossible. During the ownership of the Lancia family and later during Mr. Pesenti’s tenure, Lancia cars were created for their technical excellence and whether they returned a profit or not appeared to be a secondary problem. The resulting cars were at all times exquisite, often technically at the forefront of automotive engineering (first series produced monocoque body, first V6 engine produced on an industrial scale) but often not profitable. FIAT eventually bought the near bankrupt company for 1 Lira in 1969 to avoid it falling into the hands of BMW or Mercedes. Lancia cars offered now are put together from the FIAT parts bin with a dash of luxury added both inside and out. The jury is still out whether that is a recipe for success. The individuality and technical innovation of Lancia is a thing of the past. One more good reason to have a good look at what Lancia created when they were really Lancia. For the more adventurous amongst you, here are the contact details that I was able to find*: Vicenzo Lancia Collection Via Caraglia, 84 10141 Torino tel. +011 003210 *N.B.
Michael Wapler
As more precise information will become available, it will be published in this column.
This photo shows why FIAT probably does not wish to grant public access. It is not a museum but a somewhat lifeless collection of cars under a factory roof. The more’s the pity – there are some of the most desirable cars of all time among this collection (above).
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AT THE SHARP END WA MUSEUM LOST Further to our previous reports about the possible closure of the Fremantle Motor Museum, one of Australia’s greatest car collections open to the public, it has been announced that it closed on April 20. Some cars will be moved to the York Motor Museum, also owned by Peter Briggs while others will be placed in storage. According to Briggs, “We are looking at something in the Swan Valley but it wouldn’t be anywhere near as big as here.” The building hasn’t yet been built so any new museum is years into the future. You have to wonder at the short-sightedness of bodies such as the Fremantle Port Authority. EVEN THE COPS DON’T BUY IT! A recent press release from Victoria points out that 606,000 Victorians were nabbed by mobile speed cameras (and I refuse to use the euphemism, “safety cameras”) in 2007. That equates to an average of 50,500 every month. Taking the 10-25km/h over the posted limit that attracts a $220 fine as the average, that means the Victorian Government pocketed $133 million in additional revenue. On the other side of the coin, road trauma incurs an estimated cost to Victoria of $3 billion each year. Why are we quoting Victorian figures rather than South Australia? Simply because our powers-that-be don’t seem to be quite so willing to be transparent with the numbers. And one final note: according to another survey (probably not conducted by the authorities) quoted in Melbourne’s Sun-Herald, 70 percent of police believe that speed cameras are more about revenue raising than road safety. Yep, even the plods aren’t buying it. FUEL FOOLISHNESS. What is it that’s so difficult about controlling fuel price fluctuations? Imagine if MacDonald’s decided to raise the price of a Big Mac and fries between 5 and 8pm “because that’s the peak period” and then suggested that if fast food buyers wanted to save money they should buy the stuff “at the bottom of the pricing cycle”. It’s a farce. And that brings us to the latest “feel good” solution to a longstanding problem: the recent decision to impose WA’s FuelWatch system across the country. While the current discount cycle is annoying, it does, at least, allow a significant proportion of motorists to exploit it to their own advantage. The new FuelWatch system is promised to deliver savings of between 2 cents and 5 cents per litre, although even the politicians anticipate it being closer to two than five. Maybe I’m naïve (or worse), but if a service station isn’t able to alter its prices (down or up) in any 24-hour period after posting it on a website at 2pm the previous day it will certainly level out the highs and lows in the petrol price cycle, but it also turns a one week cycle into a two week cycle. So where, under the current system, a motorist gets a chance to buy at the bottom of the cycle each week, under the new approach, the opportunity will arise only once a fortnight and the cycle itself will be flatter (the highs may not be as high, but the lows won’t be as low either). Hard cheese if you need to buy fuel every week. The other consequence should be obvious. If servos set their price too low, they could go broke as every motorist in town turned up for the cheap fuel. Conversely, if they set the price too high, they’ll go broke because nobody will buy their fuel all day (and when people aren’t buying fuel, they’re also not buying high-profit items like cigarettes, soft drinks, snacks, newspapers and magazines and all those other things and offset the low margins on fuel). As business writer Terry McCrann comments, the FuelWatch system makes absolutely no difference to the average price of fuel over time and, if properly weighted for sales, it actually increases the price paid. He adds, “…what is absolutely cleariis
that it (will) eliminate the really cheap prices able to be
plucked by the smarties. Which could be all of you.” Terry McCrann has a much better business suggestion. His proposal is for posting prices on a website but instead of locking them in for 24 hours, to enable each individual motorist to lock in a price, but for that motorist and that motorist only. “I’ll take 50 litres at, say, the discounted $1.40 a litre. Click. Out comes a number that can be used to execute the sale within, say, 24 hours.” Terry explains, “(This) doesn’t artificially and unfairly interfere with individual businesses’ right to compete, yet promotes both price transparency and vigorous competition. Pity Governments won’t listen, and I’d bet my next tank of petrol they don’t.
Paul Murrell
A CONNECTION WITH HMAS SYDNEY. The recent discovery of the HMAS Sydney off Geraldton in WA has finally resolved one of Australia’s most baffling wartime maritime mysteries. That so many Australians were directly affected by the loss of the ship is reinforced with the knowledge that a member of the SCCSA was one of the crew. Club member Allen J King was a keen motor sport enthusiast. His sister, Helen Blackburn recalls that she used to go down to Sellecks Beach to watch him compete in his green MG (#13) and that he was a keen hillclimber. For the 1936 Victor Harbour Grand Prix, Alan and three mates decided to enter. They decided who had the best car and was the best driver (it wasn’t Allen!) and created a team, with the three slower mates becoming the pit crew. Sadly their car completed only one lap before retiring with mechanical problems. Allen’s first sports car was a Wolseley converted from a sedan he damaged after running off the road on his way home from an end-of-year Uni Tivoli revue. Allen’s MG was left to his sister who drove it until her family became too large, when it was sold. The family motorsport gene lives on in Helen’s grand son Luke Blackburn, who also competes in hillclimbs, in a car that bears his great uncle’s London MG Car Club badge.
Below is the official listing in the casualties list of the Royal Navy and the Dominion Navies: KING, Allen J, Engineer Sub Lieutenant, RANVR, MPK (missing presumed killed)
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PETROL FUMES SA Motor Racing Championships Round 1 – Mallala Motorsport Park
The opening round of the 2008 championships was held 12 April under the traditional twilight format. With nearly 130 entries the series continues to grow with good fields and quality racing. Formula Vee Jason Ratsch was outright and 1600cc class winner in race 1 with Wes Young 1st 1200cc runner home in 7th. Michael O’Donnell (1600cc) won races 2 and 3 while Paul Sharman (7th race 2) and John Hall (4th race 3) were the 1200cc class winners. Clubman / Historic / MG F
Jim Doig (Historic) won race 1 ahead of Robert Smith (Clubman) with Hamish Gibson the first MG F competitor in 5th. Doig tangled with the MG F of Neil Williams while lapping him in race 2 which eliminated Doig for the rest of the day. Robert Smith won races 2 and 3, each time ahead of the Farrell Clubman of Keith Williamson (Historic) in 2nd. Hamish Gibson made it a clean sweep of MG F with 4th outright in both heats. Formula Ford / Super Sports / Racing Graeme Cook won all three races in a West WR 100 (Super Sports) with the sole “Racing” category Reynard 893 F2 of Andrew Ford 2nd in race 1. Ford didn’t finish race 2 and did not start race 3 thus leaving no Racing category cars in those races. Ben Forgan was the best Duratec powered Formula Ford in race 1 in 3rd overall, with Matthew Roesler the 1st 1600cc Formula Ford in 7th. Aidan Zanotto won the Duratec class in races 2 and 3 with a pair of 4th place finishes. 6th outright gave Roesler another 1600cc Formula Ford win for race 2 while Jordan Skinner won this class in race 3 in 7th. Saloon Cars Sam Milton won all three races driving a Ford AU Falcon while Nelson Brown was runner up each time in an older model EA Falcon. The Holden VN Commodore of Grace Monterosso was 3rd in races 1 and 2 with Gary Raymond 3rd in a similar car in race 3.
HQ Holdens Graham Mason won race 1 ahead of Matthew Davidson 2nd and Dean Nicolo 3rd. Race 2 was a reverse grid for the top six finishers in race 1 and it was Nicolo who won ahead of Mason and Davison. Nicolo repeated the result in race 3 with Matt Jones 2nd and Davidson 3rd. Improved Production James Sutton drove his Mazda R100 to victory in races 1 and 2 then finished 2nd in race 3. The Nissan Bluebird of Adam Allan followed him home in 2nd in races 1 and 2 and 3rd in race 3. Anthony Wallis had started race 1 from pole position in his Mazda 808 but retired with mechanical dramas after the opening lap. He then staged a mighty comeback in race 2 from rear of grid to finish 3rd and then won race 3. Ian Eldridge completed the podium in his Holden Torana in race 1 with 3rd. Historic Touring / Sports Cars Bradley DeLuca won the first race in a Ford Falcon Rally Sprint ahead of the Datsun 260Z of Peter Hall, the first Historic Sports Car home. Hall was 2nd again in race 2 behind the Valiant Charger of Victorian Robert Braune, who also won race 3 ahead of DeLuca. Sports / Sports Sedans / Tarmac Rally Chris Smerdon piloted the V8 Supercar Ford AU Falcon to victory in all three races (Sports Sedan), each time followed home in 2nd by the Porsche GT3 Cup of Mark Krashos (Sports). Bernie Stack was the best of the Tarmac Rally Cars with two 9th place finishes and a 10th. Thank you to all of the volunteer officials and helpers – we hope to see you often throughout the 2008 season. Your efforts are greatly appreciated. David Langfield
Grace Monterosso Jason Ratsch in his Formula Vee 1660 (top) John
leading Ian Gear the Historic
Touring
and
Sports Cars Class (left)
Maltby
Naomi in
the
Saloon Cars Class (top, right)
Illingworth
– Austin Lancer – in
leading
Mark Forgie in his Porsche 911 in the Historic and
Touring
Sports
Car
Class (centre right) Samantha
Reid
this time in an MG F (right)
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PETROL FUMES
FX 23rd March 2008 Well some things never change. One of the greatest challenges in getting an old Holden to run at the front of the field was to keep the four wheels on the track. Unbeknownst to me, that was what Rob Southouse was trying to achieve when he offered me a drive of his FX at the Easter Historic meeting at Mallala. It was a step back in time, some 36 years in fact since I had driven one of these cars. I guess that would make me one of the oldest surviving Humpy Holden test pilots in the world. Bearing in mind, the FJ that I last raced in 1972 was further developed than the current group Nb rules allow, and did actually stop quite well with disc brakes and also had 8x13 wheels and racing tyres opposed to the current 5.5x15s with Hoosiers It was a fantastic experience, once I became acclimatised, and the car attracted more attention than Jennifer Hawkins at a swimwear parade – that’s stretching it a bit. Rob is on a mission to get a few more of these cars on the track, and wouldn’t they make a show. With the current Historic car mania being experienced and the combination of availability and the reasonable build price, I am sure that there will be at least a couple more around in the next twelve months. It must be said that these historic people know how to enjoy themselves, and the meeting had an incredibly relaxed atmosphere.
HQs in Action at the March Twilight Meeting A small field of 16 cars …small, by our standards, probably as a result of some drivers spending up big for the trip to Bathurst in February, were all we could muster. The new face for this meeting was Darren Jenkins in the ex Wayne King car. A car briefly owned by Hancock who, the story goes, was a bit intimidated by the close racing experienced in HQs. With Porteous committed to the National Series and Beers moving interstate there is a State title on offer for an aspiring driver in 2008. Would he emerge at this meeting? Qualifying saw an old face (that’s face, not fart) on pole, Mace the Reticent, State Champ of 2007 was back. Not too surprising, given his good performances last season was Davidson in second spot, followed by Nicolo, Crouch and Matt Boulter. The weather was brilliant and the boys were ready for battle. Race one was a beauty, first time round it was Mace from Nicolo, a hard charging Davo, Crouch and Couprie. After a couple of laps Mace succumbed to Dino who was on a charge, Denny fell off giving Curly Pratt his spot. They continued in this formation until the last lap into the ‘esses’ when a very generous Nicolo left a small gap for Mace (which was all he needed). It was all Davo needed as well, leaving Nicolo in third spot and probably very determined to never make THAT mistake again. Great racing and not a touch that could be seen: !st Mason, 2nd Davidson, 3rd Nicolo. Fastest lap Nicolo
Graham Boulter in the FX at close quarters with John Illingworth in his diminutive Austin Lancer bravely holding on in spite of the looming mass of Holden next to him
Race two, with the reverse six saw a very inexperienced (at starting on pole) Boulter Jnr. on pole. Would he fluff the start? He seemed to like 6th as that is where he was on the first lap. Dino was making up for lost opportunities and had made it to the front followed by Curly Pratt, Mace and Dashing Daryl Crouch. The Dasher out braked himself, parking the Q in the ‘esses’ sad trap, yes it is a sad place to be, and bringing out the safety car. After the restart Matt Jones forced his way through to
PETROL FUMES make up the four. Dino doesn’t make the same mistake twice and went on to win this one. Good effort from Kovacs in third: 1st Nicolo, 2nd Mason, 3rd Davidson. Fastest lap Jones. Race three and the final, again saw some close racing and a display of various ways to make HQs really wide. Dino led from start to finish, with Mace being displaced by Jones and Davidson. Kovacs, in fifth survived eight laps of attack from Boulter who actually got in front for a few seconds, just long enough for the slightest of touches at the Northern and losing his spot to Dashing Daryl. Great racing for the spectators and fathers Boulter and Kovacs in the stand: Ist Nicolo, 2nd Jones, 3rd Davidson. Fastest lap Jones Items of interest: We can race without crashing into each other. Peter Ware needs a new shifter. Andrew Shultz can’t take a trick with his engines. A good first outing for Darren Jenkins. Dino’s really learnt something… comment “they have been doing it to me for years… want to get past, then go around the outside” His crew had the best time!
Graham Boulter
MICHAEL GASKING’S RACING SNIPPETS That popular and informative magazine which is on the Library subscription list, the English “Motor Sport” regularly has a ‘lunch with…’ series where an in depth interview is conducted with a well known motor sport identity. In a recent issue, they had lunch with 50s and 60s Sportscar, F1, and Tasman racer, the Englishman Roy Salvadori. Roy tells of an accident he had in an Frazer Nash in which he wasn’t wearing a helmet, as `they weren’t mandatory and were very expensive.’ He was not expected to live so he was shoved into a corner until his parents rang. Survive he obviously did, but it left him with a severe hearing problem, which meant for most of his racing career, he couldn’t hear what the engine was doing. Incredibly, ‘I just read the rev-counter and the gauges, and worked the car through the seat of my pants. I was no good at Le Mans starts, because I couldn’t hear the starter, or when the engine caught. In one race I brought my Aston in complaining of a misfire, and when they opened the bonnet they found there was a rod out the side.’ What a contrast this is to today’s situation where everything is measured electronically and the pit crew actually know a lot more about the car’s performance than the driver does! In another interview with “Motor Sport”, Roy has an anecdote about the legendary team manager John Wyer (Astons and Ford), and driver George Abecassis. Roy says John was very methodical and very forthright with his comments about his drivers. George often said ‘When I crash an Aston Martin I get a bollocking from Wyer, In the war, when I crashed my aeroplane, I got a medal.’
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