April 2009 VOLUME 48 Number 2
Share the Passion
Sporting Car Club of South Australia Incorporated
ANNIVERSARY FUN
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 The Sporting Car Club 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: Paul Murrell Michael Wapler
All material sent into the office for publishing should be typed in font Arial 9 point. Photographic images should 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.
A Word From The President When I was a much younger person, not even 21 – I used to drive a Wolseley 1500 – a very nice car. I bought it from a car yard located next to the Goodwood Park. That it had no brakes was compensated by the remarkably low mileage on the Speedo. By necessity, the car taught me some very basic mechanical skills. I used to take it down to Carrickalinga for long summer weekends in the days when it was an empty beach with dolphins, seals and not a QC or Judge in sight. I could do so because I was at Uni and also there was little traffic to get upset at a British car barely able to get to 50 mph. When waiting at traffic at Darlington a rather large new Kingswood failed to brake in time and stove in the back of the Wolseley. The middle aged lady passenger, I guessed the wife, got out of the car roundly abused me for having such a car on the road and that it shouldn’t be allowed and the accident was my fault. If you like, that situation is where we are now. The Sporting Car Club is my Wolseley, an older institution, placidly waiting at the lights; the Holden is the economy accelerating downhill and the Club members are the driver in the Wolseley - looking forward and minding our own business anticipating pleasures yet undiscovered. What we need to make sure that we don’t take the blame for the impact or pay for it. As with the 1970’s incident we need to make sure we have fixed all the bits that can be and we are relatively innocent of the circumstances. This may mean a range of actions such as reviewing membership fees and projects, consolidating activities and making strategic decisions (but not like buying a car without brakes). We also need to be optimistic - In the end the accident was a good deal, I was unhurt if offended, the insurance company wrote the car off, I fixed it, and thereby got a reasonable car, if a bit shorter and received what I thought was a lot of money. My next car was an EH Holden. Michael Keenan
A Word From The Board I attended my first Board meeting on the 3 February and being twenty minutes late, my punishment was to be volunteered to write this report for “Wheelspin”. 2009 year will be another busy and rewarding year for the club and its members. The 75th Anniversary year celebrations commenced with the monthly dinner on the 4 February and will continue throughout the year. The Deputy Premier, Kevin Foley, was scheduled to speak at the meeting, but at the last moment had to cancel due to commitments in Canberra. Our President, Michael Keenan, read the prepared speech on behalf of Mr. Foley. If you didn’t attend the monthly general meeting that followed the dinner then you missed a great interview of Vern Schuppan by Graham (HQ) Boulter. Philip Marshall is our new General Manager and Penny Gordon our new Events Coordinator. Both commenced their duties in late January. We wish them every success. Both Warren Schirmer and Julian Modra have stepped down from their positions as General Manager and Events Coordinator respectively and we wish them well for the future. I am not sure about retirement for Warren, as he has expressed the desire to come with me in the transporter as co-driver to some races in Victoria. Could he be looking at a new career as a “truckie”? Collingrove will see some improvements during the year with a new timing system (this one will definitely work), new timing hut and race control building from the Clipsal 500. The return road has been bituminized again and is ready for the start of the hill-climbing season. Circuit racing kicks off with Round 1 of the State Championship being a twilight event on Saturday, 28 February at Mallala Motor Sport Park. Hopefully, the weather will be kind to both drivers and race cars, as neither work at their best in 40+ temperatures. Rodney Gibb
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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 President And Board ……..…………1 TOOL KIT Names And Addresses Of Club Contacts, Updated ...….4 UNDER THE BONNET General Manager’s Report ………………..…………..5 FROM THE SPORTING CAR CLUB LIBRARY Answer To “Barry’s Question” Of January …..….........5 “Barry’s Question” For April ......………………..…...5 By Any Other Name …...……...…………..………....6 Gems Discovered – Book Reviews ………………...6 Now On The Shelves – Summary Of New Books Available To Members ....7 PETROL FUMES Veteran Section News Bay To Birdwood 1980 – 2008 ….................8 Forthcoming Events And Meetings …....……9 Classic Section News…… A Masquerade Dinner Dance ……..……….10 A Personal Classic Bay To Birdwood Experience .………….28 Vintage Section News A Very Strange Airway………. …….....…..12 HRR News A History Of Blitz And Speed ........……….15 Competition Section News S.A. State Motor Racing Championships Award Winners ……….....…..…...17 HQ News Holden HQ– On The Wings Of Change ….26
Where it all starts - the home of the Sporting Car Club in Unley Bay to Birdwood Rally 1980-2008 page 8 page 28
75th Anniversary fun. The Classic Section hosts a Masquerade Dinner Dance Page 10
An oddball car, Lancia Airway page 15
OUT AND ABOUT Update On Opening Of Porsche Museum ..14 LADIES’ QUESTION TIME Answer To January’s Ladies’ Question ….……….....21 Ladies’ Question For April ... ..………..……………..21 AUSTRALIA DAY HONOURS Glen Dix Awarded O.A.M. ………………………….21 OUT AND ABOUT Michael’s European Column ……………………….22
Blitz and Thunder, the huge Benz racer of 1909 page 15
AT THE SHARP END Proposed New FIA F1 Medals .………..…...……….24 You’re Nicked Sunshine ……..……………………...25 A New Game? ..…..……………………………….25 MICHAEL GASKING’S RACING SNIPPETS ……...……..29 OBITUARY Vale Peg Hosking …………………………………..29
OUR COVER Revellers – ‘il Turco e Zuleica’ – at the Sporting Car Club’s Venetian themed Masquerade Dinner Dance at the Clubhouse, part of the 75th anniversary of the Sporting Car Club of South Australia, Inc.
Two splendid car museums in France page 22
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TOOL KIT YOUR CLUB CONTACTS President Michael Keenan ……….(M) 0413 449 635 michael.keenan@clubone.net.au Immediate Past President: John Burt ……...………..(M) 0418 832 824 john@subnet.net.au Vice Presidents: John Bryant ……..……...(B) 08 8362 8860 (M) 0418 818 998 john@bryantconcepts.com.au Mark Goldsmith ……......(M) 0412 671 671 (W) 08 8424 5597 goldsmithm@banksa.com.au Treasurer: Sean Wheelan ………...(M) 0412 618 122 (W) 08 8431 4700 sean.whelan@maccoul.com.au Secretary: Colin Bourner …………..(M) 0417 801 381 (H) 08 8337 3190 colinb@picknowl.com.au Board Members: Rodney Gibb …………..(H) 08 8284 7543 (M) 0412 835 385 tripleam@tpg.com.au Ann Ozgo …….….........(M) 0417 847 329 (H) 08 8336 6114 aozgo@bigpond.com.au Tony Parkinson ………..(M) 0408 805 518 (H) 08 8383 0481 tparkinson@pennyshill.com.au Lyndon Punshon ………(M) 0417 826 284 (H) 08 8536 8236 lyn@pcreate.com CAMS Delegate:
John Bryant ………...…..(B) 08 8362 8860 (M) 0418 818 998 john@bryantconcepts.com.au
Classic Car Section: Gordon Taylor (M) 0417 818 556 (Chair)…...……………..(H) 08 8278 3242 gjt@pilgrimarts.com
Classic Section, cont´d:
Allen Morris (M) 0408 826 324 (Secretary)…………..(H) 08 8263 2485
Competition Section: Lyndon Punshon (H) 08 8536 8236 (Chair)………….……(M) 0417 826 284 lyn@pcreate.com
Historic Racing Register: Ann Ozgo (Chair)… (M) 0417 847 329 aozgo@bigpond.com John Bryant ………..(B) 08 8362 8860 (M) 0418 818 998 john@bryantconcepts.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………..(M) 0418 807 437 (Chair) .......………....(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 (Chair)…(H) 08 8362 3230 Christine Chennells (Secretary)…(H) 08 8278 8465 onelung@chariot.net.au Vintage Car Section: Ruth Day (Chair)…….....(M) 8278 6563 rday@unley.sa.gov.au Graham Treloar (Secretary) (M) 0418 824 768 (H) 08 8332 7437 Special Events Mallala Office: Penny Gordon ….. (B) 08 8271 5689 (M) 0408 842 363 (Fax) 08 8272 5396 sccsaevents@internode.on.net (alternative) specevents@internode.on.net General Manager: Philip Marshall…...(B) 08 8373 4899 pmarshall@marshallconsulting.com.au Reception: Sandra Brooker ....(B) 08 8373 4899 sbrooker@internode.on.net
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UNDER THE BONNET
BARRY’S QUESTION GENERAL MANAGER’S REPORT
I have now been in the position of General Manager for all of three weeks [at the time of writing this article]! The early days have centred on background briefings, meeting many people/ organisations and attempting to gain a general overview of the Club’s raison d’être. From my general observations and listening to Dad’s Army, library volunteers, newsletter/magazine volunteers, staff and many others, I have the feeling the Club is in good heart. There has been a welcoming and encouraging attitude to me, coupled with a willingness to assist. My sincere thanks! These attributes need to be consciously nurtured to ensure the Club grows. This can be achieved through regular and positive communication and a proactive demonstration by staff and Board members to seek comment from and involvement by members and section leaders. That communication from members will be welcomed. Clubs such as the Sporting Car Club only continue to function if they meet the needs of members. Management, staff and Board, must continue to listen, discuss, learn and participate to ensure the membership’s ideas are recognised. It is then management’s responsibility to develop policies and actions that meet those challenges. It will be my focus to ensure the Club remains the members’ stronghold whilst managing the affairs of the Club in a professional and businesslike manner. Thank you for your welcome and I look forward to meeting more of you as time goes by. Philip Marshall
Answer to ‘BARRY’S QUESTION’ FOR JANUARY” In the January issue, Barry asked you to identify the car pictured below which had so impressed Austin Chairman Leonard Lord In 1952, that he paid £10,000 (over £200,000 by 2008 values) for the prototype and the creator’s services. Who designed the car and built the prototype?
The car was the Duncan Dragonfly designed by Ian Duncan and the prototype was completed in 1948. It was powered by a 500cc two-cylinder BSA (Birmingham Small Arms) motorcycle engine. The engine was mounted transversely at the front and drove the front wheels. The car was of unitary body construction and had rubber suspension. Subsequently, the car was relegated to one of the many wartime air-raid tunnels on the factory site and was later destroyed.
BARRY’S QUESTION FOR APRIL What type of competition car was the Inaltera? Which name was added a year later to the Inaltera designation? Barry Catford
Answers please to: Michael Wapler at: miwap@ ozemail.com. au
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FROM THE SCC LIBRARY … By Any Other Name The English ‘FLIGHT`’ magazine was published by the same people who did ‘AUTOCAR’ for so many years. Both journals were well revered by their followers. Browsing through the copy dated 29th August, 1958, my attention was drawn to a one-page Rolls-Royce advertisement for their range of engines. Among them was the engine, they told us, that powered the Nubian ‘Airfield Crash Tender on a Thorneycoft Chassis.’ In another onepage advertisement placed by Thornycroft of Thornycoft House, London, they also pictured their Nubian Fire Crash Tenders. They managed to spell their name correctly – pity Rolls-Royce couldn’t. Ian Smith
Truly Local Content Car Assembly
The local assembly of motor cars in Australia is under the spotlight at present. It has never been a simple matter to achieve a satisfactory local content in terms of both materials and labour in order to lower import duties sufficiently to justify local assembly.
What follows is an example of the lengths that a European manufacturer went to to achieve a successful outcome. Citroën assembled cars at their Belgian plant in Brussels from 1924 to 1980. To circumvent high import duties in pre-Second World War days, Citroën went to truly enormous lengths. They did the usual things like locally sourcing wheels, bumper bars, lighting, seats and upholstery but it didn’t stop there. To avoid paying duty on the entire steel body shell, the Brussels factory sent its own Belgian steel to France where it was pressed to the required shapes, returned stamped by Belgian Customs, after which it was welded up.
As well, the engine’s wet liners, pistons, crankshaft and cylinder head were all machined in Belgium. So too, were the gearbox housing and gears. And just to complete the job properly, Belgian Citroëns had their own unique exterior door handles which were, naturally, made locally. After all this, they were able to proudly advertise that their cars had 50% Belgian parts and labour. Contrast these efforts with the fudging that goes on today. …my acknowledgement to Jon Pressnell for this information contained in his book Citroën Traction Avant …
Ian Smith
The Two-Cycle Engine
by C.F. Caunter Library reference: 2.6.02.71 Our library has many unsung gems on its shelves and the above book is certainly one of them. Not only will it list an almost endless roll call of two-stroke engine manufacturers but it reminds us that from the tiniest model aircraft engine the two stroke principle covers engines as mighty as ship’s or power station’s diesels and for good measure includes aero engines as well. What is surprising too is that the two-stroke principle is almost as old as the Otto four-stroke of 1878 as the author lucidly explains. Once the Otto engine had proved its worth as a light enough power source to drive cars or motorcycles, the question was asked whether it could be made more efficient. After all, the Otto engine provides only one power stroke in four, leaving room for improvement. In 1881, Dugald (later Sir) Clerk designed a combustion engine that, while following the same principles as the Otto engine, it did so by performing the same task in half the time, giving a power impulse with every revolution. It was achieved by means of a single inlet valve in the combustion head but no mechanical exhaust valve was used as in the Otto engine. Instead, the exhaust gases were evacuated by ports cut into the cylinder wall and controlled by the movement of the piston at the bottom of its stroke. This earliest two-stroke engine required a separate so called ‘displacer’, or pumping cylinder, which forced the fuel mixture into the engine through the inlet valve, thereby evacuating the exhaust gases. Later, double ported cylinders would replace this system, precompressing the mixture in the crankcase during the down-stroke of the piston as shown in the diagram (bottom, page 7). This required needle or roller bearings for all engine bearings with lubrication achieved by admixture of oil (usually 1:25) to the petrol. The book comprehensively covers the development of the twostroke engine in all its variants up to 1932. By that time there were large ship’s diesel engines, aircraft engines, and of course car and lorry engines working on the two stroke principal, either burning petrol or diesel. Here the book makes particular mention of the development
FROM THE SCC LIBRARY work done by Dr. Hugo Junkers who developed two stroke diesel engines as a power source for both lorries and aircraft. Perhaps two of the best known cars powered by petrol two-stroke engines were the Trojan cycle car in the UK and DKW in Germany. The two-stroke powered cars had a strong following in Germany and it was here the last twostroke engined car in Europe was produced, the infamous Trabant with its foul smelling exhaust fumes giving a clear hint why two stroke engines – by and large – are no longer used in motor cars. But that is a development the author of the book does not foresee. Michael Wapler
Junkers two-stroke diesel aero-engine with opposed pistons and common combustion chambers (bottom left page). DKW E200 air cooled motor cycle engine of 1928 (top). Sulzer diesel engines at Shanghai power station (1930s). (second from top). Scott motorcycle, here the 596cc model. Scott is reputed to be the world’s first motorcycle manufacturer using twostroke engines, the first of which was built in 1901 (above). The two-stroke principle (below).
Barry’s Quote … ‘…on both occasions, Jack Sears drove one of Sopwith’s cars with the registration No. 400, a number Tommy Sopwith always tried to get for his cars. The story is told of the occasion he sent his man to register a Jaguar and specified he wanted a 400 number. When he came back two days later his man told him the number was not 400, at which an exasperated Sopwith complained that, after being asked to get a registration plate with 400, he was now telling him that he hadn’t. It took a few more exchanges for Sopwith to realise that the actual registration number was NOT 400!’ Page 39, ‘Gentleman Jack’, Official Biogaphy of Jack Sears by Graham Gould library code No. 4.1.0166 (refer Now On The Shelves below). Barry Catford
NOW ON THE SHELVES From The Fells To Ferrari: Cliff Allison. Graham Gould 4.1.0170 Studebaker: a century on wheels. Stephen Longstreet 2.4.0073 Lotus. A Formula One Team History. Bruce Grant-Graham 2.3.0226 Speed Addicts-Grand Prix Racing. Mark Hughes 6.1.0053 Sportscar Album 2.3.0227 Brighton Belles-a Celebration: Veteran Cars. David BurgessWise 8.4.0044 Cast Iron Wonder: Chevrolet’s Fabulous Six. Doug Bell 2.4.0091 Jackie Stewart - World Champion, Jackie Stewart with Eric Dymock 3.1.0015 Autocar Road Tests 1966 12.7.0038 Salmson 1921 - 1930 Register 9.4.0035 Vintage Franklin, A History of the Car. Mark Chaplin 2.4.0083 Ford Capri Workshop Manual 12.2.0034 Auto Album, Burness 2.4.0107 Morgan Plus 8, Graham Robson 13.4.0019 Alfa Romeo Alfasud Workshop Manual 13.2.0049 Bulldog: The World’s Most Famous Truck, John V. Montville 2.13.0001 Shell Maps of Australia 1925 (five only) Battle Fronts of Outback Australia, Francis Birtles 3.1.0037 Best Wheel Forward, J.A. Gregoire 3.1.0065 Virgil Exner-Visioneer, Peter Grist 4.1.0163 Monte Carlo Rally 1911-1980, The Golden Age, Graham Robson 6.1.0061 BRM. Volume III Monocoque V8 Cars 1963-1969, Doug Nye 2.3.0092-2 Ecuríe Ecosse. David Murray’s Scottish Racing Team, Eric Dymock 6.1.0064 Studebaker and Erskine Cars Owner’s Manual 9.1.0115 Morris Minor: Sixty Years on the Road, Ray Newell 2.4.0226 MG Illustrated List of Services 11.3.0056 Air-cooled Motor Engines, Julius Mackerle 2.6.0083 Lewis Hamilton - my story 3.1.0110 Mercedes-Benz 250-280 Workshop Manual 12.2.0018 MG TD Workshop Manual 1936-1939 10.2.0001 Magnetos for Automobilists 8.5.0038 Ford T Manual 1919 8.1.0034 Motoring and the Mighty, Richard Garrett 2.2.0079 Autocourse 2007-2008 6.5.0057 Fifteen of: FIA Year Book of Automobile Sport Gentleman Jack: Official biography of Jack Sears 4.1.0166 Automobile Quarterly Vol. 47 No. 4 1.1.0187 Lucas Starter Drive RU910 2.6.0049
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PETROL FUMES LIBRARY FROM THE ERIC RAINSFORD
BAY TO BIRDWOOD 1980 – 2008
he restored to a high standard over many years, now resides in Belgium. After the 1984 Rally Arthur Clisby came up with the idea of having a “Festival of Motoring” a week before and a week after the Bay to Birdwood to encourage interstate owners to stay and enjoy what our state had to offer. With the backing of the Federation of Motoring Clubs this was achieved. Many Car Clubs supported this concept and Clubs were allocated a day to organize an event. 1986 was our State’s Jubilee 150 year and the Vauxhall Club was prominent in the organistaion of the Motorfest Carnival. Arthur Clisby was the Chairman, with Jon Pyle as Secretary and Bill Brown as Treasurer. A Cocktail Party hosted by Lord Mayor Steve Condous in the Adelaide Town Hall celebrated the Jubilee 150 and 1986 Bay to Birdwood Run.
The first Bay to Birdwood was much anticipated and Jon and I took part, albeit separately. Jon had his knee reconstructed in July of that year and was a passenger in Wally Reeve’s veteran Renault with his crutches strapped to the side. This must have appealed to the Television stations as the Renault and its passengers appeared later, advertising the event for 1982. I travelled with friends in their 1949 Vauxhall. The members of the public who lined the route made it a very special event to be involved in. Andrew was five months old and already showing signs of enjoying historic motoring. Wally Reeve and Jon Pyle with Jon’s crutches strapped to the side of the car In 1982 Wally Reeve lent us his Fiat ‘501’ for the very wet Run. I well remember the line-up at the women’s toilets at Glenelg. I was expecting a baby and Max Dillon came to my rescue and cleared the “mens” for me. I was always very grateful to Max for this act of kindness. After, when we arrived back at Wally’s house to park the car, there were three inches of water sloshing at our feet. The third Run in 1984 was done in our 1925 Rover ‘9’ and the weather was great. Looking back on the videos of these earlier events it is sad to see how many of our friends are no longer with us, and their cars have gone to new owners interstate, or worse, overseas. On looking at the TV coverage of the 1984 event which featured Kelvin Halstead, among other entrants. Kelvin passed away some years ago and the Metallurgique that
Wally Reeve’s FIAT 501 on a sunnier day
In 1986 this Standard Swallow came over from the UK Motoring enthusiasts from Canada, Bob and Joan Lawrence were invited guests to the 1986 Run and we were entertained with a slide show and talk by Bob in the Meeting Hall behind the Adelaide Town Hall. (Bob Lawrence attended two more B to B’s after this, but sadly passed away in 1995. His slide collection was donated to the National Motor Museum at Beaulieu) Jon and I are still in touch with his wife, Joan. She has visited Adelaide once since Bob’s passing and I was lucky enough to spend a day with her in London last year. A lottery was conducted in the U.K.in the “Practical Classic” magazine and the winner received an invitation to the 1986 Run. The winner also had a 1931 Swallow exported from the U.K. to participate in the Run. We entered our 1925 Rover. The two weeks of motoring called “Motorfest” have been very successful and are still part of the event today. Usually a celebrity is invited to the event and I can remember Michael Parkinson, John Waters and John Wood attending. In 1988 Australia celebrated its 200th Anniversary and the Bay to Birdwood was as popular as ever. We entered our 1925 Rover again and as always it was enjoyable meeting up with interstate and local car enthusiasts in both the Run and the Motorfest events. Once again we entered our 1925 Rover for the1990 Run. Jon has kept all the programs and we were entry no. 1582, an indication that the Event had not lost its appeal. 1992 and 1994 we drove in our veteran Rover. Several Rovers from interstate also entered and we celebrated at Kingston Park on the Saturday prior to the Run. Our car started to boil approaching Gumeracha and Jon stopped to let it cool down. Unfortunately when he removed the radiator cap to add more water the remaining water bubbled out burning Jon’s wrist. The locals came to the rescue with bandages and even a hot kettle to fill the radiator. It was a memorable day. It was a very wet day in 1996 and we were traveling in our 1938 Vauxhall ‘GY’. We only made it to Tea Tree Plaza before deciding to return home. In 1998, our son drove our 1938 Vauxhall ‘‘GY sedan. There
PETROL FUMES
May 3-8 – June 21 –
Library on Belair road at Hawthorn. Enter between the Library and the Shell Service station. National Veteran Rally, Naracoorte. In late February there were 26 entries from SA, and about 100 from interstate. Unusual ve- hicles entered include the 1902 Thomas from NSW, the 1913 Stoewer restored by the late Reg McDonald, and the 1912 Kir- mer motorcycle . Back-up vehicles will be driven by Chris Whittall, Greg Strike and Tony Beaven. Glen Dix, OAM will be the official starter. Around the Houses – depart SCC at 10am, BYO lunch.
Old Crock’s Run – Sunday March 15, 2009 In the 1986 Bay to Birdwood, Di and Jon Pyle entered their 1925 Rover 9/20 was no room for Jon and I in the car and we travelled with our friend David Evans in his 1930 Vauxhall ‘R’ Type Hearse. What fun we had as the Crows had beaten North Melbourne the day before in the football final and all of Adelaide was in celebration mode. I was not very popular in 2000 as I had omitted to register the ‘GY’ and it had run out the day before the Run. We spectated at the end of our Street on Anzac Highway. This gave us a new perspective of the event and we enjoyed it just as much as being entrants. I remember Don Bosanquet driving Brian McMahon’s beautiful Rolls Royce and Alan Marks passing in his Austin ‘7’. In 2002 we met up with Vauxhall friends prior to entering the Start, so we could enter the Birdwood Mill area together. We enjoyed a cooked breakfast and met up with friends before the long drive to Birdwood. This was a very enjoyable day. Vauxhall friends from Darwin, Pauline and Trevor Feehan, in their 1936 Chevrolet Ute won the longest distance Trophy – a great achievement. We watched the 2004 Run with Veteran section members on Dequetteville Terrace. I waved our Vauxhall flag as each Vauxhall passed. It was at the end of the event when Ruth and Steve Day passed by in their ‘J’ model Vauxhall, that Ruth called out “your flag’s upside down!” We were overseas in 2006 and in 2008 once again in our 1938 Vauxhall ‘GY’ we enjoyed another super day. The Bay to Birdwood Run has endured for twenty eight years. Charities have benefited from this event over the 28 years and it is an unique event run by enthusiastic volunteers, with the support of the Federation of Historic Motoring Clubs. It is the largest event of its type in the World, and it gives much pleasure to entrants and spectators. Long may it continue. Di Pyle Forthcoming Events and Meetings
April 17 – May 15 – June 19 –
Early History of the SCC as told by Tony Lucas and friends. Stories and pictures from the National Vet- eran Rally at Naracoorte AGM and Trophy Presentation Night
Coming Events April 19 –
RAA Trophy Day. Meet at Mitcham reserve on Old Belair Road at 10am. BYO lunch/ brunch. This will be at Mitcham Memorial Gardens from approximately 11am. The memorial gardens are behind the Mitcham
As John Milton said recently, the Delightful Old Cars Run, drove from Angas Street, Adelaide on Sunday March 15th to celebrate the 75th Anniversary of the original event. It is the run which was organised by a group of like-minded enthusiasts who had spent almost a year finding old vehicles in garages and wrecking yards around Adelaide. These were fettled to make them driveable and assembled on the Torrens Parade Ground for the drive. After a way-side stop for water at the Highway Hotel, they continued along Anzac Highway and then paraded around the Glenelg Football Oval at half time. The vehicles were treated as a joke and many people were dressed in either clothing of the period or comical dress. The first run had 18 pre-1914 vehicles – many of these have now left SA and Australia, though some will hopefully complete the 75th anniversary run to Glenelg. Following the original event, a meeting was held at which the Veteran Car Club of South Australia was formed – the second such club in the world. This later changed its name to Sporting Car Club of SA, to include later vehicles. The RAA Trophies The RAA President’s Trophy was originally awarded by the RAA for hillclimb competitions in 1906 and 1908. The trophy was later “lost” for many years, but was rediscovered in the 1970s during redecoration of the Hindmarsh Square headquarters. Since that time it has been awarded to vehicles up to the end of 1910 for a hillclimb event. Following the 90th anniversary of the RAA, another trophy was awarded for a hillclimb event for vehicles from 19111918 inclusive. This is the RAA Anniversary Trophy. These trophies are much sought after by members of the Veteran Section. 100 Year Plaques – these have been made available through the Association of Veteran Car Clubs in Australia for any club dated vehicle which reaches 100 years of age. These handsome cast plaques will be inscribed with the name and year of the vehicle. If any veteran vehicle owners wish to purchase one of these for their 1909 vehicle, please contact Mike Pryce 8379 5288 or Chris Chennells 8278 8465. Chris Chennels
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ANNIVERSARY FUN MASQUERADE DINNER DANCE KICKS OFF 75TH ANNIVERSARY FESTIVITIES OF OUR CLUB The evening of 21 February, 2009 bathed the Clubhouse in a soft hue of golden sunshine, the entrance converted into an access gate to a Venetian palazzo. Some very eager guests arrived well before the appointed hour and such was the expectation that when the official time came, the palazzo had filled with imaginatively garbed revellers who gathered in the splendour of the Percy Wien-Smith Room. Concealed by colourful masques trimmed with feathers, floral arrangements, and just about anything that glittered, the guessing game of who was behind which contraption could begin. The were, of course, no name tags on this occasion to give things away but there were voices, well known and hard to conceal their sonorous or dulcet tones which readily helped the throng to make some quick identifications. Then the champagne arrived and there was more hilarity when eager tipplers had to reveal their personae as the elaborateness or shape of their headgear prevented glasses from reaching thirsty lips. There was much fun and animated conversation – the smiles on the faces of Andy Morgan and wife Georgina (centre inset) says it all – and soon it was time to parade downstairs into the Garden Room for the evening’s dinner. Here the mood was festive and expectant, the steel columns
festooned with blue ribbon to make us feel we had just been landed by the gondolier at our table. There was an elaborate and beautiful black gondola serving as a candle holder on every table skillfully made by Classic Committee Member Neil Francis. No wonder, his car restoration work is of such a high standard. Bottles of red wine had been donated by Julie and Grant White of Jag wines for all guests, and then there was music. Atillio Pinelli, whom we knew from a previous function, provided Italian songs to accompany our dinner and later for dancing. A more cerebral performance was given by soprano Judith Henley together with her pianist Larissa Schneider. We heard arias from Italian opera and a beautifully lyrical ‘Summertime’ from George Gershwin’s Porgy and Bess. Small wonder the audience was enchanted. Operatic soprano Judith Henley is a childhood friend of Club Member Marion Patrick, the soul and master architect behind this evening, and as on a previous occasion, Judith travelled over from Brisbane for her friend. True friendship, indeed. There was even a connection with cars, Italian of course, as we had a new Cinquecento on stage kindly loaned by Prestige Formula Italian Cars even though Bob Corradini and his wife Barbara were unable to attend but were ably represented by Serge Corradini and wife Marijana. It was particularly good to see our past President, John Burt, together with our current President Michael Keenan and party. There were some scrumptious looking gourmet food baskets as prizes, the winners chosen by the lucky number on the entrance ticket. Gaynor and Neil Francis were our sponsors for these and a big thank you goes out to both. A gorgeous model car and all white wine was donated by Rob Thompson. Other prizes were provided by The Villeroy Restaurant, Healthy Inspirations, and by Marion and Ian Patrick. Many thanks to all of you. Last, but not least, we enjoyed some crunchy, tasty Italian style biscotti with coffee and tea and these were provided by Judy Lange. Judy, the biscotti were a delight. A lot of effort was made by the organising committee set up by the Classic Section for this occasion. It was a sell-out meeting, and our thanks go out, once more to Marion and Ian Patrick, but also to Gaynor and Neil Francis, Julie and Grant White, and Georgina and Andy Morgan as well as the whole of the Classic Section Committee. Your efforts were well rewarded with a fun filled evening with good food and wine, dancing and song. The more’s the pity we could not fit more Members into the Garden Room but this is only the beginning of anniversary year, more’s to come … Michael Wapler
photo collage (page 11, clockwise from top, left): Marion Patrick, Grant White, Gordon Taylor – Classic Section Chairman, Norman von Hebsrat, Gaynor Francis Jon, with feathered headgear, and Judy Lange Ann and Hedley Bachmann flanking Joan Thompson and Lorraine Gransden, Allen Morris and Sharrin Morris, Judith Henley on song Thelma Taylor and Sandie Cousin, (centre) Trish and Gary Percy (top, left) Attilio Pinelli singing to Glenda and Tony Grove (bottom, left)
ANNIVERSARY FUN
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PETROL FUMES electric fan and cabinets, mileage under 3,000: car is brand new, carrying six months guarantee, cost £950, will accept 700 guineas, cash or hire purchase”. By the October issue it was down to 550 guineas. It would seem from the above information that the Airway was purchased second-hand by Mr Lyster Jackson (he got a bargain). Lyster Jackson brought the car to Sydney and later in 1929 he moved to Melbourne (‘Greystanes”, Power Ave. Toorak). The car was bought by Mr Walter Lewsey probably in 1933 as the earliest picture of it in his hands is dated 1933 (in the photo below, one of his daughters poses behind the car with another peering through the porthole back window, below). By this time the car had been repainted a russet red colour and at some time, Walter Lewsey fitted a Ford V8 engine in place of the V4 Lambda unit.
LANCIA LAMBDA AIRWAY SALOON I have been interested in these cars for some time because of the caption to a picture of the only Lambda Airway to come to Australia, in book three of the series of The Sporting Car Club’s South Australian Motoring History Books. The caption reads “In place of its earlier unit construction of body and chassis, the Lambda for 1929-31 had a chassis frame on which fabric covered bodies could be fitted, including this ‘beetle backed’ Airway saloon. The car shown, when owned by Mr. W. Lewsey, is said to have been built for the film star Gladys Cooper.” I have always wondered about this. Was it in fact bought by Gladys Cooper (1888-1971) from the stand at the Olympia Motor Show of October 1927? (It certainly caused some controversy when it appeared at Olympia (photo below), one Italian observer commenting “questa strana e brutta vettura“, ”this strange and ugly car”.) It would seem at this stage that Gladys agreed, as the car was being offered for sale by London and Counties Auto Distributors Ltd. for Lancia 18 Berkeley Street W1 in both The Motor and The Autocar by July 1928 and was still for sale in the October edition. One of the adverts reads “1928 Lancia Lambda Airway saloon, as exhibited at the Olympia show last year, painted cream and red, fittings include airspeed indicator, altitude meter, compass, gradient meter, roof spotlight,
Walter Lewsey was born in Eudunda S.A. in 1911. He and his family moved to Tailem Bend when he was about 13. After a trip overseas to a Scout Jamboree he returned to S.A. and later moved to Melbourne where he worked for Melford Motors, the main Ford dealers, where he met Doug Whiteford with whom he became good friends. When war broke out, Walter served in the RAAF in New Guinea. He returned to Tailem Bend in about 1956 and owned a Caltex service station. Wal Lewsey owned the car for about 26 years before selling it to Mr Norman G Webster in 1957, who says in a letter to Bill Jamieson editor of the Lambda book, Capolavoro, that he in turn sold it to someone unknown before returning to Melbourne in 1961. It appears to have returned to Tailem Bend about this time and was used for spotlight shooting, it became very run down and derelict and In this condition it was acquired by Mr Michael Corpe who removed the remains of the body and other parts and sold the rest to Mr Keith Moody who owned a farm at Forreston, and I well remember seeing the bare remains on the farm dump in the late 1960s and was told what it was (top left, next page). Keith took the car to Coonabarabran when he sold out in S.A. and bought a bigger property. Keith in turn sold it to Mr Don Wright who had a replacement body built in the style of the second version of these cars and fitted it with a two piece windscreen which the original bodies didn’t have; the car was sold to Gary Byrd of California and as I
PETROL FUMES but that is not correct, as we know that the first car came to Australia still painted in the cream and red colour scheme, so it would seem that this car is a first type with the narrow back. It is a bit difficult to tell from the picture if the back window is the first type fat oval or the next version with oblong window, but as the article states that it is the first car repainted it must have the narrow rear hatch.
understand it, before its rebuild was completed unfortunately Gary Byrd passed away on Sunday 2 November, 2008. I know that Gary Byrd could not use the car in the Louis Vuitton Classic because of its non-originality. Gary was invited to show the car but it was rejected after it was realised that the body was not original (bottom, right).
Don Wright took on quite a job to restore this car (above) as there was practically nothing left of it after Corpe got to it. The body was completely gone and so was the windscreen and all removable Lambda mechanical parts plus the running boards, bonnet, boot and guards and the toe board had been cut about when the Ford V8 was fitted. I do not know if the Lambda gearbox was relocated and used or if a Ford box was fitted. Don acquired from me a toe board which is a heavy metal pressing double sided and the triangular side scuttle vents from a car which had been cut in half under the front door area and I think he did a masterful job in recreating the Airway saloon, again albeit in the style of a second series and with additions which a second series car would not have had originally like the Pitot tube for the airspeed indicator. It appears to me after some research that as many as six of these bodies could have been made in two versions. The first had a very small hatchback with roof extension suitable for only one person and the car in this version had three cane wickerwork seats and a fat oval rear window. I have three pictures of these cars taken from magazines of the period: one shows a car with the cream and red paint scheme with the red on the doors coming down to the running board and the rear of the battery box painted red and also red wheels; the next one shows the car with the red only on the door and door hinge pillar, and red wheels; the next one shows the car with the red on the door coming down to the running board but with cream wheels. These three would, I am sure, be the early version with narrow hutch and airspeed indicator. I am of course assuming that the colours are cream and red on all these cars as the pictures are black and white and the captions do not mention the colour, but as the first car was cream and red it is reasonable to assume they all were and red reproduces as black in b/w photos. I have two other pictures: one is shown in Capolavoro with an early biplane airliner. This car is all in a dark colour and in the original article in The Autocar May 8th 1928 from which the picture is reprinted it states that this is the first car repainted
The next picture is in the Autocar April 20th 1928 and shows the next version of the Airway with wider rear seat for two people not made of wicker, oblong rear window, no airspeed indicator, spotlight on roof and with a luggage rack on top of the boot (above). The caption states “the Lancia Lambda “Airway” saloon in the latest standardised form“. This is the same picture as the one in Michael Frostick’s book “Lancia”. His caption says in part “The Airway saloon by Albany Coachworks 1928. There was an earlier and even more curious three seater version“. This car is painted in a light colour with a darker colour above the waistline and probably the usual black guards, so we seem to be up to five cars so far and I have been told by the motoring historian Michael Worthington-Williams that a very original one was sold at a Sotheby auction at R.A.F. Hendon sometime in the 1990s. This he tells me had three wickerwork seats so it must be a first type. I have not been able to get confirmation of the sale of this car even after reading all the auction reports from the Automobile magazine and also contacting one of the principals of Sotheby’s trying to find an auction catalogue. Whether this makes six or is one of the cars already mentioned I am not sure. The Albany Carriage Co., (the makers of the Airway bodies which were built on the Weymann fabric-covered principle), seems to have gone out of business in about 1928 after the sudden death of its managing director in November 1927. Another aspect that intrigues me is why would an architect (the body was designed by the architect Joseph Emberton) dabble at designing a car body? and a not very practical one at that. With someone sitting in the third seat it would be impossible to see out of the rear window and it would be like driving a van and somewhat claustrophobic for the rear seat person in their little hutch. It is not by the way an original design as a very similar looking body but without the third seat hatch was constructed on a French BUC 1.5 litre car and used in the 1923 Tour de France for cars. It is a bit more bulbous in the rear but has the tail very similar to a Lambda with upright rear mounted spare wheel. Of course the tail of the Airway is governed by the shape of the trunk on a 7th series Lambda. It is all very intriguing and I am still none the wiser about Gladys Cooper’s ownership. Thanks are expressed to various magazine articles and also to Bill Jamieson for pictures and information from his articles in Viva Lancia and the Australian Lancia Register Newsletter. W Denis Basson
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OUT AND ABOUT UPDATE ON THE OPENING OF THE PORSCHE MUSEUM Further to the report in our issue of October 2008, we can now advise the new Porsche Museum has opened on 31 January, 2009 in a spectacular new building that has reputedly cost €100m (A$200m). Following are the details to allow you to plan a visit to this hub of motorsport history: Museum Details: Address: Neues Porsche Museum Porscheplatz 1 70435 Stuttgart-Zuffenhausen Germany Tel: +49 711 911 20 911 Fax: +49 711 911 20 356 e-mail: info.museum@porsche.de Tel: Christophorus Restaurant +49 711 911 25980 opening hours: Tue.-Sat. 11.30am - midnight Sundays 11.30am - 2.30am Museum hours: 9.00am to 18.00pm Tuesdays to Sundays The Ferdinand Porsche legacy goes back to the 1930’s and the legendary Silver Arrows of Auto Union, in which his design office at Stuttgart was responsible for their initial engine. Some 80 cars will be permanently on display together with many artefacts from the company’s history. Michael Wapler
PETROL FUMES
A HISTORY OF BLITZ AND SPEED It seems a myth that it was the Americans who were responsible for the trend to large volume engines in cars. You may be forgiven for thinking so when considering that GM called the legendary 5.7 ltr. Corvette V8 a ‘small block’ and compared to some of the early European machinery it is. Perhaps you remember the 15.3 ltr. Itala, winner of the famous Peking to Paris race in 1907 (library code: 2.11.0007), or the F.I.A.T. ‘Mefistofele’ (refer to the masthead photo), with a monster 18.1 ltr. engine. But the biggest of them all was what later became known as the ‘Blitzen-Benz’. It was powered by a huge 4cyl. 21.5 ltr engine, each cylinder having the capacity of a five litre paint bucket, to illustrate a point. Motor racing and speed record attempts were already well proven marketing tools in the first decade of the 20th century. Record attempts had started in earnest when, in 1899, Belgian driver Camille Jenatzy broke through the 100 km/h barrier in his torpedo-like electric vehicle. The starting point for the Blitzen Benz was a Grand Prix car that had been developed by chief engineer, Hans Nibel (18801934). It was powered by that gigantic 21.5 ltr. in-line four (bore & stroke 185 x 200 mm), developing 147 kw (200 bhp) at a rather moderate 1600 r.p.m. (top, right). Power transmission was via chains to the rear wheel half shafts. On its first outing to Brooklands – incidentally the first purpose built car racing track in England and the world – Benz works driver Victor Héméry reached a speed of 202.7 km/h for the flying km on 8 November 1909. This was achieved with the car’s Grand Prix bodywork still in place. Although Héméry’s achievement was not recognised by the motor racing authorities as a record because the trial had been one way only, without the regulation return run, it was nevertheless the first time the barrier of 200 km/h had been breached. On the same day, Héméry did break existing records: One kilometre with standing start was achieved in 31.326 sec and the standing mile in 41.268 sec, a record previously held by Darracq. Soon afterwards, the Benz technicians and engineers came up with a more aerodynamic concept. The driver and co-driver sat in very close contact, the narrow radiator was topped by a ‘bird’s beak’ water reservoir, and a streamlined boat tail had been added. In this version, the Benz was taken to the US, then as now, an important market for Benz & Cie.,
now Daimler AG. Originally, the American journalists called the car ‘Jumbo Benz’ but when Benz’ US importer Jesse Froehlich of New York sold the car to race promoter Ernie Moross, Moross decided that ‘Lightning Benz’ was a better name for the car. Some time later it was felt that the German word for lightning – Blitz – was better suited to promote a German car and this name stuck. Moross even had the German Eagle state emblem painted on the car. continued on page 16
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After Moross’ driver Barney Oldfield was disqualified to race by the American Automobile Association, Bob Burman (below, left), a Buick works driver was hired in his place. On 23 April 1911, Burman started his record attempt on the long straight beach at Daytona (Florida) reaching a speed of 228,1 km/h for the flying km. Probably the reason Bob Burman is wearing a funny hat in the picture is that he was crowned some kind of ‘king of speed’ or whatever the promoters would have dreamed up. The new land speed record was to remain unbeaten until 1919. At the time, there was no other type of transport on land, in the air, or on rails as fast as that. The rail speed record had stood at 210 km/h since 1903 and no aircraft at the time was able to fly at 228 km/h. Of the six Blitzen Benz built, two have survived and a third one has been reconstructed by Bill Evans an American collector with active help and many original parts supplied by Daimler A.G. (bottom,right). The importance Daimler attached to this project can be gauged from the fact that the Mercedes Museum lent their car to Bill for one year to ensure the car would be as true to the original as possible even though the “original” is not quite original, which is explained later. Due to the shape of the original radiator which Evans found in New York the car should be denominated the Blitzen Benz No. 1. O t h e r components came from the so called Hornsted car
(engine No. 9141), the No. 3 Blitzen Benz built in 1912. Hornsted was the UK importer of Benz at the time. The car was raced at Brooklands but returned to Mannheim before the start of WWI. The car was returned to Brooklands after the war in modified form but was destroyed in an accident on 30 September 1922. The driver, Captain John Duff, experienced problems with the brakes causing him to overshoot the top of one of the banked Brooklands curves. The wreck was then shipped back to Mannheim. Incidentally, there was another Blitzen Benz, No. 2 the ex-US car, in the same race at Brooklands, owned by now, and driven, by Count Zborowski. Zborowski later dismantled the car and used some parts to build his Higham Special (see page 21). The Blitzen Benz in the Mercedes Benz Museum is not quite as original as it would appear, as it is actually an amalgam of two cars plus bits from the Mercedes-Benz spares store. It should be mentioned the restoration and re-building was co-ordinated by Fritz Erle who had worked on and raced the Blitzen Benz in 1910/11. After the first race in 1910 Fritz Erle made some significant alterations including a second more aerodynamic body interchangeable with the original body. In 1935, it was Fritz Erle who gave the present museum car its shape when he supervised the restoration. It is therefore as authentic as can be if not wholly original. 1935 was the 50th anniversary of the first car built by Benz and for the celebrations a Blitzen Benz was thought to be well suited as a promotional tool. The by then merged Company Mercedes-Benz proceeded to restore a Blitzen Benz for the anniversary by using existing and
PETROL FUMES rescued components from the Hornsted car. Other parts came from the so called “Granny” car, Blitzen Benz No. 4, which had wooden spoked wheels, old fashioned even when it was built in 1912, and these were clad with aluminium discs. Hubs, and probably the radiator, are said to originate from the Hornsted car. New parts are the bonnet and torpedo tail as well as the exhaust pipe cowl. Blitzen Benz No. 1 disappeared in the US. It was last used by a speedway company in 1917 and when that company went out of business in 1919, it was thought to have been bought by a fun fair operator. Nothing of it has been seen since until its radiator was found by Bill Evans. No. 5 was sold by Benz representative Mr. Treumann, in Madrid (Spain) to a Mr. Ratis of Barcelona. It was supplied on 20 February 1913. There is no trace of this car. Blitzen Benz No. 6 was a very special vehicle. It was sold by the Antwerp (Belgium) Benz representative to a ‘burgher’ of Ghent and this car was most unusual in that it had a lengthened chassis with a four seater touring body fitted. It turned up in England later and was sold in 2002 to American collector George Wingard who has shown it at Pebble Beach. Curiously enough, this Blitzen Benz is now the most original among the three Blitzen Benz survivors. There is a magnificent book by the eminent automotive historian Karl Ludvigsen ‘The Incredible Blitzen Benz’ which is missing in our library. The price is £62 (about A$125), so gentlemen: on your marks, wallets open, contributions please, if this is your pot of tea.
S. A. State Motor Racing Championships – Award Winners Winner of Sports Cars 3001cc and over – Mark Krashos (Porsche GT3 Cup Car 996)
Michael Wapler
Winner of Improved Production up to 2000cc – Roger Carroll (Ford Escort Mk 1)
Winner of Sports Sedans – Chris Smerdon (Ford AU Falcon)
continued on page 18
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PETROL FUMES continued from page 17
Winner of Historic Touring Cars 3001cc and over – Bradley DeLuca (Ford Falcon Rally Sprint)
Winner of Super Sports – Mark Laucke (West WR 1000)
Winner of Historic Sports up to 1501cc – Keith Williamson (Farrell Clubman)
Winner of Improved Production – James Sutton (Mazda R100)
Winner of Formula Vee 1600 – Michael O’Donnell
Winner of MG ‘F’ 1st – Adrian Ackhurst 2nd – Hamish Gibson
PETROL FUMES
Scenes from Shannons Nationals Round 9 1st & 2nd November, 2008 (clockwise from top left) John Bryant No. 18 Holden Monaro tries to pass Graham Jarrett, 67 Dylan Thomas (No. 10 Stinger) Formula V hotly pursued VS Commodore of Michael Tancredi and Dean Crosswell during a pit stop – Commodore Cup Benjamin Porter (No. 1 Checkmate) won all three Formula Vee races Glenn Seton (No. 50) Ford Capri V6 won three out of the four Historic Touring Car Cup races Craig Philp (No. 22) in a mid field battle – Supercarts Steve Kwiatkowski (No. 34) Ford Falcon – won all three Saloon Car races
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LADIES’ QUESTION TIME ANSWER TO LADIES’ QUESTION TIME FOR JANUARY
Two pints please!
GLEN DIX, O. A .M
Correct answers were received, from Doug Potts, Meg and Denis Basson, and from June Morley who studied at Bangor university at the same time as Roger Whittaker. No doubt, Roger was very popular with the middleaged generation in our Club. Roger has been married to Natalie O’Brien since 1964 and they have five children. While sitting his finals at Bangor, his song ‘Steel Man’ was climbing in the British charts. Many more followed, with ‘Leaving Durham Town’ and ‘The Last Farewell’ particularly successful, the latter selling 11 eleven million copies. The car into whose engine bay Roger was peering in the photo of our January issue was a Mercedes 450SL, a wolf in sheep’s clothing as it was a very fast car. LADIES’ QUESTION TIME FOR APRIL The gentleman in question here can truly be called a citizen of the world. He was born on 16th April 1921 in Swiss Cottage, London, into a family of noble Russian, German and Ethiopian decent.
Congratulations Glen Dix O.A.M. For services to the community and to motorsport, our long standing Club Member Glen Dix was awarded an O.A.M. in the Australia Day Honours List. Well done Glen, our world famous ‘Dancing Flagman’, we all wish you good health and a long life.
He was an incredibly gifted raconteur, actor, filmmaker, theatre and opera director, newspaper and magazine columnist, broadcaster and TV show presenter. In short, he could be called a Renaissance Man. Educated at one of England’s most prestigious, and pricey, public schools, Westminster, he was fluent in English, French, Spanish, Italian, German and Russian. Your author can vouch for this having seen him hosting a TV show on German television where he not only spoke German eloquently but would drop, where it served his humour, into any of a number of German dialects, quite difficult even for native speakers of the language. He was a car enthusiast as well, having owned at one time or another a Fiat Topolino, several Lancias, a HispanoSuiza, a Delage, and a special bodied Jowett Jupiter in addition to the Mercedes in the illustration above. He made records like Phoney Folklore which included the song of a Soviet Russian peasant “Whose tractor had betrayed him” A n s w e r s please to: and his Grand Prix of Gibraltar, a vehicle M i c h a e l for his creative wit and ability to create car Wapler at: engine sound effects and voices. miwap@ Who was this remarkable man? ozemail. Michael Wapler
com.au
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OUT AND ABOUT
TRAVEL BUG Le Manoir de l´Automobile Today’s featured museum is a trifle out on a limb, situated in Brittany, not very far from the Allied landing beaches of 1944. The museum’s location is the small village of Lohéac, dating back to the time of the Roman Empire, near Rennes, in north-western France (Lohéac is marked “A” on the map, left). There is no doubt that it is worth the trip as is has developed into one of the most significant collections in Europe. The museum is the brainchild of French publisher and sportscar maker Michel Hommel and its setting is a manor house, as the name implies, complete with its own restoration workshop. From small beginnings in 1973 – the nucleus was the personal collection of the museum’s owner – it has by now grown into a substantial museum with over 400 superb, and in quite a few cases unique, exhibits. There is an emphasis on French cars and especially classic cars after 1940 but not exclusively so. Veteran cars such as a Delaunay Belleville HB6 of 1911 are complemented by vintage cars of the 1920s and 30s. The museums speciality, though, is a large collection of small racing and sporting cars, among them the largest collection of Gordinis and Renault Alpines. There is an Italian pavilion with a very complete collection of Lamborghinis and, of course, Ferraris and Maseratis as well
as a Bizzarini. Shown are not just small or medium sized cars of mainly French origin. Large cars, mostly American, one of which is a V16 engined Cadillac, and other cars of the 1950s and 60s including the ‘Haute Couture’ of French automobiles at the time: Facel Vega (below, the Facellia cabriolet with removable hardtop) of 1959/60. While the emphasis is on small and sporting cars, both
coupés and cabriolets, mainly of French manufacture, the collection comprises milestones such as the first Audi Quattro or the wild and wonderful Renault Alpine A110 (below, left). This is a picturesque area of France and one with many culinary and bibendiary delights. The local “cidre” is world famous once it has been converted into Calvados. There are wonderfully comfortable small country style hotels and restaurants inviting you to extend your stay. Incidentally, the world famous tapestry of Bayeux is exhibited not far away where you can follow the demise of poor king Harold shown with an arrow through his eye losing his kingdom to the Norman invaders in 1066 AD. But if you are more interested in cars than in Harold’s fate, you may wish to travel the 186km to Le Mans and the next museum in this series ( see next page). Manoir de l´Automobile details: Opening hours: Tuesdays to Sundays 10-13.00 hrs, and 14-19.00 hrs. Address: 4 rue de la Cour Neuve, 35550 Lohéac tel. +33 2993 40232 fax : +33 2993 40501 e-mail: musee@sfep.fr website: www.manoir-automobile.fr Restaurants & Accommodation: CAFE DU VILLAGE (hotel & restaurant) Béatrice Grizard 21 rue de la Poste, 35550 LOHEAC Tél : 02 99 34 19 19 - Fax : 02 99 34 19 20 E-mail: cafevillage@wanadoo.fr LA MANIVELLE, (right) Grill and Créperie 6, rue de la Poste, 35550 LOHEAC Tél: 02 9934 340615, Fax:02 9934 340585. Gourmet restaurant: Fontaines aux Perles, at Rennes
OUT AND ABOUT Musée Automobile de la Sarthe What could be more evocative for motorsport aficionados than Le Mans, location of the first Grand Prix in 1906 and, from 1923, the ‘24 Heures du Mans’, full of surprises, drama, joy, as well as utter dejection and sorrow. The museum is situated right in the heart of the action next to Le Mans’ famous circuit. The museum was founded in 1991 in cooperation with the local council and the Automobile Club de l’Ouest which began in 1906 as the Automobile Club de la Sarthe and has become the largest automobile club in France. At the museum, the club exhibits the cars it collected over the last 50 years, complemented by cars loaned to the museum. The exhibits relate in particular to the history of one of the oldest car racing circuits in the world and go back to the days of the steam powered cars of Amédé Bollée who was a son of the town of Le Mans. In addition to the permanent exhibits, the museum stages special exhibitions highlighting specific themes or marques. Of particular interest is the museum’s own restoration facility which forms part of the museum and can be visited. Some 110 cars form the museum stock and together with the loan cars make an impressive show with a leaning towards French automotive history and racing history from 1923 to this day. You will find everything from Léon Bollée’s tricycle of 1896, cycle cars, or now forgotten and often exotic driving contraptions from small workshops and tiny manufacturers. Likewise ‘Les Grand Routiers’ such as Delage, Delahaye, Bugatti, Hispano Suiza, and, of course, Rolls Royce have their firm place amongst the exhibits. In the “24 Heures du Mans” department you see the winner of that first event in 1924, the Chenard & Walcker, and not to forget, the Bentley Boys’ cars of the 1920s. While in 1949, Ferrari’s 2 litre 166MM and an average speed of 130 km/h were enough to take the chequered flag.When the the ’70s came around Porsche had set a record speed of 380 km/h along the Mulsanne Straight with their 917 and average speed had risen to 222 km/h. Contrast this with the fate of Amédé Bollée who was fined 75 times for unduly fast driving with his steam car during his historic journey to Paris in 1875. The boys in blue and their municipal masters had learned early on to extract money from hapless motorists. Some things never change. There are more “pralines” to be seen: Tracta E1, Rosengart LR 539, Voisin C14 … but best go for yourself and take in the flair that French designers, engineers and entrepreneurs have
contributed to motoring and automotive history; it was often daring and trailblazing. The Tracta cv-joint, the Citroën Traction Avant and the Citroën DS may be mentioned here. Some of the world’s most beautiful and sporting cars came from “La Grande Nation” and besides, France is a great country to visit for many reasons, not least for food and wine. Musée Automobile de la Sarthe details: Opening hours: 10.00 – 19.00 hrs June-September 10.00 – 18.00 hrs October-May 10.00 – 18.00 hrs Sat-Sun, December-February Address: Circuit des “24 Heures du Mans” 72009 Le Mans (south of the city) Tel: +33 2437 272 24 Direct line English: +33 2434 025 40 (Automobile Club de l´Ouest) Fax : +33 2434 024 15 Restaurants: good food at ‘Ciboulette’ in the centre of town; gourmet food at: ‘Beaulieu’, Le Mans Hotel: Green 7, 447, ave. Georges Durand, 72100 Le Mans, France Tel: +33 243 403 030 The museum is a short walk away from the hotel.
Michael Wapler
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AT THE SHARP END PROPOSED NEW FIA F1 MEDALS The FIA has today, Friday, issued the following: Further to the proposal for medals to replace points in the FIA Formula One World Championship,the FIA has conducted an analysis of how the proposed system would have altered the results of previous seasons. Under the medals system, it is proposed that the top three drivers in each race would win gold, silver and bronze medals. At the end of the season the driver with the most gold medals would win the championship. If two or more drivers have the
same number of golds then the silver medals would come into account and so on. The FIA’s analysis shows that the medal system would change the outcomes of past World Championships considerably. Only 22 of the 59 World Championships to date would have the same top 3. The other 37 World Championships would be different. The World Champion would be altered on 13 occasions. The medal system would create three ‘new’ World Champions who did not win the title using the various points systems. The overall effect would be to reduce the number of World Champions, concentrating the titles in a smaller group. The results that would change are largely before 1990. The last 20 years would be largely unchanged. In the overall assessment the list of World Championships per driver would be altered as follows: 1958 Stirling Moss instead of Mike Hawthorn 1964 Jim Clark instead of John Surtees 1967 Jim Clark instead of Denny Hulme 1977 Mario Andretti instead of Niki Lauda 1979 Alan Jones instead of Jody Scheckter
AT THE SHARP END You’re Nicked, Sunshine
1981 Alain Prost instead of Nelson Piquet 1982 Didier Pironi instead of Keke Rosberg 1983 Alain Prost instead of Nelson Piquet 1984 Alain Prost instead of Niki Lauda 1986 Nigel Mansell instead of Alain Prost 1987 Nigel Mansell instead of Nelson Piquet 1989 Ayrton Senna instead of Alain Prost 2008 Felipe Massa instead of Lewis Hamilton Therefore, the World Championship winners would have been: Michael Schumacher (7) - 1994 1995 2000 2001 2002 2003 2004 Juan Manuel Fangio (5) - 1951 1954 1955 1956 1957 Alain Prost (5) - 1981 1983 1984 1985 1993 Jim Clark (4) - 1963 1964 1965 1967 Ayrton Senna (4) - 1988 1989 1990 1991 Jack Brabham (3) - 1959 1960 1966 Jackie Stewart (3) - 1969 1971 1973 Nigel Mansell (3) - 1986 1987 1992 Instead of: Michael Schumacher (7) - 1994 1995 2000 2001 2002 2003 2004 Juan Manuel Fangio (5) - 1951 1954 1955 1956 1957 Alain Prost (4) - 1985 1986 1989 1993 Jack Brabham (3) - 1959 1960 1966 Jackie Stewart (3) - 1969 1971 1973 Niki Lauda (3) - 1975 1977 1984 Nelson Piquet (3) - 1981 1983 1987 Ayrton Senna (3) - 1988 1990 1991
Two policemen from North Berwick, east of Edinburgh in Scotland were a little taken aback when they clocked a car approaching over the crest of a hill at more than 300mph (483km/h). The radar then stopped and the policemen couldn’t reactivate it. Had they clocked the Top Gear guys? And were they using a jammer? No, it appears their radar had locked onto a NATO Tornado jet fighter over the North Sea. Its automatic defence computer fired back a jamming signal, shutting down the radar unit. More worryingly, the jet’s Sidewinder air-to-ground missiles locked onto the “hostile” target. After the incident, the RAF informed the North Berwick Constabulary that the Dutch pilot manually overrode the strike system before the missiles could be launched. Pity – it would have been one less radar gun “making our roads safer”.
Key notional changes to be noted: Brabham under the ownership of Bernie Ecclestone would have won no Drivers’ Championships. Stirling Moss would have been the first British World Champion. Jim Clark would have won four titles, rather than two. He would have won three consecutive titles in 1963-64-65. Mario Andretti and Alan Jones would each have won two titles instead of one. Niki Lauda would have lost two of his three championships and would have just one title to his name. It should be noted, however, that the 1977 result is skewed by the fact that Lauda left Ferrari as soon as he had won the title and did not compete in the final races. If the scoring system had been different the result would almost certainly not have favoured Andretti. Nelson Piquet would have lost all three of his World Championships. All four World Champions between 1981-1984 would have been different. Alain Prost would have won five World Championships but they would be different to the four that he actually claimed. His titles were won in 1985,1986, 1989 and 1993. With the medal system they would have been 1981, 1983, 1984, 1985 and 1993. He would have won three consecutive titles in 1983-85. Nigel Mansell would have won three World Championships instead of one, adding to 1986 and 1987 to his 1992 triumph. Ayrton Senna would have won the 1989 title and thus would have had four consecutive titles between 1988 and 1991. The duration of the World Championship battles The duration of the World Championship battle would have been altered in 22 of the 59 seasons. The medal system would have had no effect in 37 of the 59 World Championships. Fourteen World Championship battles would have been shorter (1955, 1970, 1978, 1987, 1992, 1993, 1994, 1995, 1996, 1997, 2000, 2001, 2003 and 2004). Eight World Championship battles would have lasted longer (1973, 1977, 1979, 1980, 1990, 1991, 2001 and 2005). In terms of World Championship final race showdowns, there would have been five lost (1955, 1994, 1996, 1997, 2000) but six gained (1977, 1979, 1980, 1990, 1991 and 2005) Paul Murrell
A new game? Travelling along the south-eastern freeway the other day at a very law-abiding 110kmh in the left hand lane, I noticed a blue Commodore gaining on me in the outside lane at, I would estimate, 120-125kmh. Having a healthy distrust of plain-Jane Commodores with two passengers and lots of aerials, I quickly spied the distinctive blue uniforms. As is so often the case on the freeway, with cruise control set at 110kmh, I was gaining on the vehicle in front of me. But the blue Commodore had taken up position right on my offside rear quarter panel and was precisely matching my speed. I had two options: accelerate ahead of the Commodore in order to pull out and overtake the vehicle in front before I became hemmed in, or slow to allow the Commodore to pass me before I pulled out. Prudence (not one of my better known attributes) prevailed. I tapped the brake pedal, slowed to less than 100kmh behind the vehicle in front. The Commodore maintained its position on my right rear guard. After a few moments, presumably realising there was no advantage (or revenue) to be gained, he accelerated away and I safely (and legally) executed my overtaking manoeuvre. Had it been just any driver behaving so inconsiderately, it would have been annoying. That it was an unmarked police car makes me wonder if they are deliberately baiting drivers. Paul Murrell
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PETROL FUMES Now, as a race car, they can sell from anywhere between $5 and $12K Apart from the obvious, the changes in specifications listed below have given the old cars some grunt and handling. 202 High Compression Engine
Holden HQ … On The Wings Of Change: “Now on the wings of change, Holden announces a fantastic exciting range of totally new cars. Look at new Holden totally radically new! Longer, lower wide track A fantastic new shape with fresh clean flowing lines. New Holden Premier, the new luxury sedan distinguished by its four headlights and handsome new grill…and Kingswood sedan smooth flowing, sporty lines, the new style look of Holden Engineering innovations everywhere, new four coil spring suspension, and a great feel behind the wheel – Holden! There’s change in the air …see your Holden dealer”. That was the big news in 1971 when some of the first of the 485,650 HQs to be built were coming down the line. The release price of the Belmont model was $2730 while a Kingswood Vacationer sold for $3255. Although some of them had become a little tarnished by 1988 when HQ Racing was born, with some war paint, signage and a few modifications they soon evolved to be the definitive entry level category for saloon car racing in Australia. It is a category which provides the means by which anyone wishing to enter, continue or re-enter circuit motor racing can do so at a very realistic cost.
9.4 : 1
12.0 : 1
Power produced
101 Kw
176 Kw
Wheels
5.00J x 14
Tyres
8.00J x 14 Alloys
6.95 x 14 Cross Ply 225/65 x 14 Radials
Standing Quarter Mile 19.6 secs Weight inc. driver
1338 Kg
much faster 1365 Kg
The extra power comes mainly from the increased compression, plus the head modifications and Wade camshaft. The Pedders Suspension kit and Kumho tyres take care of the handling (ask the Kumho-girl for a set; next page, left), and with a tank full of BP Ultimate we have very drivable race cars. Graham Boulter
PETROL FUMES
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PETROL FUMES
The Bay to Birdwood run is a world class motoring event to be matched by no other, eagerly awaited each year by thousands of motoring enthusiasts with its parade of beautiful cars and equally elegant fashions of yesteryear. So what’s it like to not only drive in the parade but for the first timer, go about dressing themselves appropriately to enter the prestigious Concours d’Elegance. Well we were two of those people.
car that came equipped with a laid back windscreen for speed and engine modification kit that made it identical to the vehicles built by the factory for the Le Mans 24 hour endurance race. As you can imagine 1955 was in the middle of a period in which sports car racing around the world was extremely popular and the motoring public wanted to purchase kits from the factory that would make their car go as fast as the ones on the track. My criterion was that I would have to look reasonably well dressed, sporty looking in a way that gave the impression that I wasn’t short of a quid or two. You’d have to be to own a car like this in those years. So off we went. We combed Op Shop after Op Shop but finally the Army was my Salvation. There it was, an English Tweed sports jacket commonly worn by the master of the manor in those old black and white films usually with a shot gun tucked under his arm out Grouse hunting. “Spot on old boy” I thought and a bargain at only $22.00, a long way short of what it would have cost brand new. I was off and running. The other half however was walking two paces behind me mumbling to herself about my good fortune and having to go through all of this just to drive a car to Birdwood. The dark brown tweed cap came next complete with a narrow brown leather GT stripe just off centre. To my surprise this matched perfectly with the leather trimmings on the pockets of the jacket., I was on a roll. At this stage I was starting to feel a little guilty as Joy had absolutely nothing to wear except for a pair of black seamed stockings. The mind boggles. It was brought to our notice the following weekend while reading the Sunday Mail that an annual period clothes fair was on at the Burnside Town Hall over the entire weekend. Not knowing what to expect, off we went. We walked through the front door and stood there with our mouths open. It was absolutely unbelievable. We had stumbled upon a section of the clothing industry that has a world wide cult following, clothes for all seasons covering a period of at least one hundred
My wife’s immediate reaction understandably was “But what am I going to wear”? As the driver I would obviously have to blend in somewhere as an accessory but that’s another story. The hunt begins.Just where do you go to purchase clothes that in our case have been out of fashion since 1955. Where else but the Internet. At least this would give us a clue what choice we had in the way of appropriate design of clothing for our type of vehicle. A three piece double breasted suit with matching felt hat was definitely out as we had an open sports
years. Joy couldn’t stop smiling. In no time at all she had purchased a pink Angora jumper with an intricate design of tiny pink pearls sewn on the front with pink ribbon rosebuds and padded shoulder pads. Apart from looking a little like a Sylvester Stallone version of Shirley Temple with those wide shoulders, that’s what the style was in those years. Added to this was a black short fur coat, a very fine pleated black skirt and appropriate head scarf all at a cost of just $140.00! The cat’s eye sunglasses that Joy wore, popular for the era along with my yellow
A PERSONAL CLASSIC BAY TO BIRDWOOD EXPERIENCE Joy and Brian Grant write …
OBITUARY
The Members of the Sporting Car Club of S.A. are saddened by the passing on 2nd February, 2009, of a much respected Life Member, Peg Hosking. Her membership spanned 32 years. We wish to extend our deepest sympathy to her family. She will be remembered as an enthusiastic contributor to many Club activities and events. cravat were obtained through the internet. As newcomers to the Bay to Birdwood Concours, the hunt for the right clothes to match the car made this year’s Bay to Birdwood Run something rather special and a year to remember. To cap it all off and to our absolute delight, in a field of 47 entrants we made it into the top ten for final judging on our first try. We just could not stop smiling. Joy & Brian Grant images on page 28: from left top An expectant Joy and Brian Grant and some of the finalists in the concourse The winner, a ‘desert fox’ on his BMW Wehrmacht sidecar machine, top
MICHAEL GASKING’S RACING SNIPPETS In a bizarre coincidence Ferrari team mates, best friends, F1 and sports car drivers, Peter Collins and Mike Hawthorn, were killed within a few months of each other in the late 50s each by hitting a tree. Peter at Nürburgring where his car jumped a spectator fence smashing into the only tree in the area, and Mike just after passing Rob Walker’s 300SL with a friendly wave in his 3.4 litre Jag which he used to call his ‘Merc eater’. It was said that he lost control approaching the Guildford by-pass due to excessive speed, resulting in the Jaguar wrapping itself around a tree. Mike’s death shook the nation as he was the first British World Champion, and it was said that it was quite noticeable that all over England traffic slowed down afterwards and was quite subdued. Peter was highly skilled and versatile, called ‘brilliant’ by many and ‘great’ by Mr. Ferrari. It was a real low spot in motor sport.
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