January 2010 VOLUME 49 Number 1
LOBETHAL REVISITED
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 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.
NEWS FROM YOUR BOARD re. Tailem Bend Firstly, some background on this project. The large Mitsubishi test site (1683 acres) located near Tailem Bend was purchased from Mitsubishi by the Coorong Council in March 2009. The Council then called for expressions of interest and/or proposals for the future use of the site. Several proposals were submitted by various clubs, groups, and promoters, one of which was from our Club. After many meetings and long discussions, the Sporting Car Club and Motorcycling S.A. joined together to make our final submission. This submission was successful, certainly due in part to the skill of our negotiating team comprising Lyn Punshon, Mark Goldsmith, and Colin Bourner together with support from the Board and last but not least, the strong and long standing reputation of both organisations. We have committed at this stage to take the next step in negotiations with the Council and our partners, the Motorcycling Club S.A. We have support from CAMS and others who prefer not to be identified at this early stage. It is important to note that the Club is not committed to any binding financial agreement at this stage of the negotiation process. We are in positive discussions with our partners, Motorcycle S.A. and the Coorong Council and many others who are interested in being involved in the long term development of the site. President Rodney Gibb advised Members attending the Monthly General Meeting on Wednesday, 3rd November, that our proposal had been accepted and gave a detailed presentation. The Board felt strongly that our Members should be briefed before any press releases and accordingly all parties agreed to the press release date of Thursday, 4th November. Sporting Car Club Members will be advised as negotiations proceed. re. Collingrove Hill Climb The Board has committed to a substantial up-date of this Club-owned property. The new timing system is the first step. The final event for 2009 was held on 15th November. The next day, our contractors moved onto the site and with great assistance from our volunteer group, we believe that the system will be fully operational by the time this issue goes to print. A new Club-House, implement storage shed, and a new entry feature wall will be built. Plans are completed and contracts are ready to be let A tractor with several implement attachments has been purchased and will greatly assist in the maintenance of the site. The Board is reviewing the budget to ensure that the Club finances are well under control. The Board wishes all Club Members an enjoyable 2010 as they pursue their motoring interests. The President and Board of the Sporting Car Club of S.A.
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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 News from the Board ………………………… …….…1 TOOL KIT Names And Addresses Of Club Contacts, Updated ...….4
UNDER THE BONNET A Comment From The Club Secretary/Manager …….5 BARRY’S QUESTION
Answer To “Barry’s Question” For October ..………...5 “Barry’s Question” For January ......…………………..5 FROM THE SPORTING CAR CLUB LIBRARY The Reader`s Choice …………………........…...………6 A Glimpse Into The Future…………......……………...6 Gems Discovered – Book Reviews ………………….6 70 Years Of Jet Powered Flight ……………………….7 Now On The Shelves – Summary Of New Books Available To Members ...….....7 Goodwood Revival Meeting Programme And Result Tables donated To Library…… 8
Where it all starts - the home of the Sporting Car Club in Unley Erich Warsitz, the world’s first jet pilot Page 7
LADIES’ QUESTION TIME Answer To October’s Ladies’ Question …...….............8 Ladies’ Question For January ...………..……………....8 IN MEMORIAM SCC Member Alf Brown Remembered …………….....9 PETROL FUMES Classic Section News…… Run To The S.A. Hillclimb Championship …10 European Museum Tour …………………….10 Veteran Section News Veteran News And Events …… …..............12 Milang Meander ……………..……………..12 Down Under London to Brighton Run….13, 15 Vintage Section News Vintage Collingrove ………….…….16, 17, 18 U-Engines Are Rare ……………………18, 19 Lobethal Re-Visited ……………………19, 21 HRR Section News Climb To The Eagle ……………………22, 23 HQ News HQ Racing At The Super Truck Round .26, 27
Ladies’ Question for January
AT THE SHARP END What The…? ……………………………….24 Out Of The Gutter ………………………….25 People Power ………………………………25 Opel And Vauxhall Stay With GM …..…….25 Frankfurt Not-So-News ……………………25
The Down Under London to Brighton Run page 13
page 8
The Pannini Collection The most complete Maserati Museum page 11
John Blanden’s Climb to the Eagle pages 22, 23
OUR COVER The Alfas on the Lobethal GP circuit were captured by SCC author and photographer John Lemm during the 2010 Lobethal Grand Carnival.
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TOOL KIT YOUR CLUB CONTACTS
President: Rodney Gibb …………..(H) 08 8284 7543 (M) 0412 835 385 tripleam@tpg.com.au
Competition Section: Lyndon Punshon (H) 08 8536 8236 (Chair)………….……(M) 0417 826 284 lyn@pcreate.com
Immediate Past President:
Michael Keenan ………..(M) 0413 449 635 michael.keenan@clubone.net.au
Vice Presidents: John Bryant ……..……....(B) 08 8362 8860 (M) 0418 818 998 john@bryantconcepts.com.au Robert Thompson …… .(H) 08 8379 3474 (M) 0408 859 411 (B) 08 8276 7722 Treasurer: Sean Wheelan ………...(M) 0412 618 122 (W) 08 8431 4700 sean.whelan@maccoul.com.au Club Secretary Eric Ozgo ……………….(H) 08 8336 6114 eozgo8@bigpond.com Board Members: Geoff Chennells ……... (H) 08 8278 8465 onelung@chariot.net.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 CAMS Delegate:
John Bryant ………...…..(B) 08 8362 8860 (M) 0418 818 998 john@bryantconcepts.com.au
Classic Car Section: Andy Morgan (Chair) .... (M) 0417 907 996 (H) 8272 1961 andymorgan77@bigpond.com Allen Morris (M) 0408 826 324 (Secretary)……….……..(H) 08 8263 2485
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: Graham Boulter (Chair) ......…. (H) 08 8270 5841 (M) 0408 277 380 vip.motors@ace.net.au Cheryl Matthews (Secretary)…. (H) 08 8261 6887 (M) 0422 276 852 cherylmatthews54@hotmail.com Veteran Car Section: 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 Club Secretary Manager: Colin Bourner …………(M) 0417 801 381 (H) 08 8337 3190 sccsaadmin@internode.on.net Special Events Mallala Office: Neville Pym ... …......….(B) 08 8271 5689 (M)0407 186 201 (Fax) 08 8272 5396 sccsaevents@internode.on.net (alternative) specevents@internode.on.net Facilities Manager: Alan Caire…………(B) 08 8373 4899 sccsa@internode.on.net Reception: Sandra Brooker ....(B) 08 8373 4899 sbrooker@internode.on.net
STORE YOUR PRIDE AND JOY …short or long term storage …safe, secure, convenient …basic storage to bespoke maintenance packages Your car can be ready for you to drive and enjoy whenever you want it. For the rest of the time, it is safely stored in the Adelaide Hills, minutes from Stirling, just up the freeway, secure from damage, vandalism, theft, or deterioration. An ongoing maintenance programme can be arranged, or make a phone call and your pride and joy can be prepared to your requirements ready for a short or long drive in peak condition. Safe storage is the worry-free way to classic or performance car ownership. Call today for complete details, to discuss your specific requirements, to arrange a confidential inspection and for a special SCC Club Member rate.
UNDER THE BONNET
BARRY’S QUESTION Answer to ‘BARRY’S QUESTION’ FOR “OCTOBER” A Comment from the Club Manager
Since the previous WheelSpin, the Club has taken a couple of decisive initiatives in the field of motor sport. There is now significant progress at Collingrove with the final plans in place to build in the six metre x twelve metre Race Control building that was given to the Club by the SA Motorsport Board. This will be combined with other significant building upgrades to enhance competitor, officials and spectator facilities. It is expected with some confidence now, that the upgrade programme will be completed well before the Australian Hill Climb Championships, later in 2010. In addition, the long awaited new timing system installation commenced in late November. The other initiative has been the negotiations to develop a new motor sport park at the now defunct Mitsubishi test facility at Tailem Bend. This will be done in conjunction with Motorcycling S.A. As this facility will be - at the very least - to a national standard, it will consume significant resources, with the assistance and direction from CAMS and Motorcycling Australia in terms of both design and funding. We also survived a week without Sandra who was on holidays with her family in October, due largely to the super effort of our tireless office volunteer, Janet Juttner. Thank you Janet. Colin Bourner
How did the company ‘Bridgestone’ get its name? Bridgestone was founded by Shojiro and Tokujiro Ishibashi when they inherited a small family-run clothing company in 1906, on the southern Japanese Island of Kyushu. In order to expand the business, they began to put rubber soles on the shoes they made. This led to making tyres. The English translation of ‘ishi’ means stone and ‘bashi’ means bridge.
BARRY’S QUESTION FOR “JANUARY” What type of car was the Freikaiserwagen? Now then – before you check up on Kaiser ‘Bill’ on Google, just hold it for a minute and think of British Humour and all that. You might get a bit closer that way, but who knows, perhaps Kaiser ‘Bill’ did have an influence here, or, at least his descendent subjects. The car you see here is very definitely not it. However you may be thinking that it was the inspiration behind it, and you would be right. Actually, the tyres give it away and is the background not more a scene reminiscent of a motor sport event on a drizzly day in Old Blighty? If you are really stuck, you can always try the Library of the Sporting Car Club. It is full of surprises, isn’t it?
Barry Catford
Answers please to Michael Wapler at: miwap@ozemail.com.au
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FROM THE SCC LIBRARY THE READER´S CHOICE Over to you, the reader. We’re asking you what was the best book that you borrowed from the Club’s library during 2009? You can let us know by e-mail: miwap@ozemail.com.au ‘my best book was …’, or next time you are in the library. You can select more than one book if you wish and you can always ask for a print-out of what books you have borrowed during 2009. Ian Smith
A GLIMPSE INTO THE FUTURE
‘Unlike the earlier [Alfa Romeo] spiders, the new one was designed to take either the traditional 4-cylinder engine or Alfa’s incredible V-6. This car was built until the mid-2000s when an even newer ‘Spider’ – based on the Brera show car replaced it’. Alfa Romeo Spiders Through the Ages by George Graves
selected by Ian Smith
BOOK REVIEWS The Science of Speed by David Tremayne In Formula One, nothing stands still. Here I speak not of the movement of the cars but of the dizzying speed with which designers introduce and develop groundbreaking innovations in their quest to make their teams’ cars go faster. At the same time the F.I.A., the sport’s governing body, is at full speed to limit or even possibly prohibit these developments. This then is what David Tremayne’s book ‘The Science of Speed’ is all about. He writes that in 1993, when Alain Prost won his fourth World Championship in a Williams Renault, the car bristled with technical wizardry – antilock brakes to minimise wheel locking, traction control to maximise acceleration, and active ride suspension. He could even decide where he wanted the car to change gear by tailoring software programming. The F.I.A., fearful that it was only a matter of time before a car could take itself around a race circuit with very little need of a driver at all, rid the sport of such technology. Needless to say, it didn’t stop there. The continuing competition of innovative design versus containment by regulation is the subject of Tremayne’s book and he makes it most absorbing reading. Take, for example, the subject of the plank. In 1994 in an effort to stop teams running their cars close to the ground to generate maximum ground effect, regulation was introduced whereby it was required that a 10mm thick plank of hard-wearing Jalirok timber be fixed longitudinally to the underside of the car’s floor. There would be serious penalties for too much plank wear. Schumacher and Benetton were soon to discover this to their cost. Following the Belgian Grand Prix (although we are only talking of very fine tolerances here) the Benetton plank was found to be excessively worn. A 10% wear rate was permitted, meaning 9 mm was o.k., however Schumacher’s plank measured 7.4 mm. The team claimed it had been worn off in a spin incurred during the race. The stewards won that one; they pointed out that the wear marks were longitudinal which put paid to Benetton’s defence. Patrick Head at Williams explained that, ‘anything less than 9mm will be illegal so set-up is critical. Remember that for every pound per square inch less air in the tyres at maximum speed, the car runs 2mm lower. So if the safety car comes out there would be a pressure drop around three pounds per square inch so on the straight, the car would run up to 6mm lower until the tyres come back up to temperature. You’ve got to allow for that in your set-up.’ It’s marvellous what power a simple little piece of wood can wield in today’s high-tech world of Formula One. This is just a sample of many complex matters dealt with in
Tremayne’s very readable book about the science behind the Formula One car. From aerodynamics, to barge boards, to diffusers, to tyres, and indeed even to politics it’s all covered in clear description and in frank discussion with designers and the FIA. man himself, Max Mosley. Highly recommended. Ian Smith Alpine Trials & Rallies by Martin Pfundner Very rarely nowadays will automobile makers refer to speed or even reliability in their quest to sell their cars to the broader public. Instead, we are made to believe that we need to own this or that car to suit our life-style. Back in the early days of motoring, it was so very different. Technical advantages, speed, reliability were the attributes to lure buyers into the car show-room. Manufacturers had found very early on that competition at races and rallies was keenly observed and cars that withstood the rigours of such events seemed to offer the prestige and reliability which made the cars sell well. Small wonder then that driving cars across the tortuous mountain roads of the European Alps was a major attraction not only to sporting gentlemen but likewise the purveyors of motor cars. Manufacturers were only too keen to support such activities, did not filter any successes down into increasing sales. A hill-climb at La Turbie uphill from the French Riviera was probably the start of it all. The fastest car, a De Dion steam car driven by ‘Pary’ aka M. André Michelin. That was in 1897. This was quickly followed by a real humdinger of an event, not by the number of cars involved, but by the route they took: A race through South Tyrol, including the nearly 3000 metre high Stilfser Joch – now better known as Passo dello Stelvio, as it changed hands to Italy from Austria after WWI (below) – covering a total distance of 465,6 km. A gruelling event indeed. The book by Martin Pfundner sets out with fascinating details how Alpine rallying and trials started and carried on into the early Seventies when, finally, safety considerations and the impossibility of closing major roads to traffic put an end to events held on public roads not just in the Alps but almost everywhere else. It is well worth remembering, that such sporting events were the crucible in which was forged today’s motorcars’ excellent handling, durability, and reliability. This is an interesting little book about a sector of motorsport perhaps not too well known in Australia. Michael Wapler
FROM THE SCC LIBRARY 70 YEARS OF JET POWERED FLIGHT We all take jet powered aircraft for granted; the aircraft gaining height easily after take-off and passengers enjoying lunch or dinner at 30,000 feet or higher. Yet flying seemingly effortlessly at high speed and altitude is quite a recent development. Let me take you back to 27th August 1939 – the city of Lübeck on the German Baltic coast was still asleep – when an unreal banshee wail woke the residents from their sleep and with the dawn of this day, the jet age had begun.
of the Wright brothers. Von Ohain died there in 1998. Test pilot Erich Warsitz was captured by the Soviet Army in 1945 and when he refused co-operation with their aircraft industry was sent to a Siberian Gulag. He was released only five years later and founded a machine tool business in Germany. Erich Warsitz died in 1983 in Switzerland. Michael Wapler
The world’s first two jet engines produced in industrially significant quantities (in excess of 6000 units): BMW-003 (above) and Junkers Jumo-004, (below)
Test pilot Erich Warsitz in a single seater jet powered Heinkel He 178 (above) took off for a short flight of only six minutes, just enough for two rounds of the airfield, but that short flight changed the way we look at distances forever. The time had been ripe for this as brilliant engineers in both England and Germany thought of ways to overcome the limiting factors of propeller propulsion where the propeller tips came close to the speed of sound and any attempts to increase speed further were physically impossible. It was Frank Whittle in England who patented a gas turbine combined with a single radial (centrifugal) compressor in 1932. Whittle’s first working engine ran on 12th April 1937, but support from the Ministry of Defence was lukewarm and his first jet engine – W.1. – saw service in an experimental aircraft, the Gloster E28/39 Pioneer, only on 15th May 1941. Meanwhile in a parallel development, German engineer Hans von Ohain had begun developing a turbo jet engine in 1933 which was based on a two-stage axial turbine, more suitable for aircraft application as this configuration allows a smaller diameter engine than a turbine combined with a radial compressor. Von Ohain’s work attracted the attention of Ernst Heinkel, one of Germany’s leading aircraft manufacturers, who was obsessed with speed. Von Ohain was hired by Heinkel and provided with a separate development department. The resulting engine, HeS3-B (above), was installed in the He 178, an experimental aircraft built specifically for this purpose, which gave Lübeckers such a rude awakening that August morning. By now, WWII had started and Ernst Heinkel was out of favour with the Nazi defence ministry. While his company continued developing von Ohain’s jet engine it was competitors’ BMW and Junkers engines that powered the world’s first operational jet engined fighter, the Messerschmitt Me 262. Approximately 6300 units of the BMW-003 and the Jumo-004 were made until war ended in 1945. The largest number were Junkers’ ‘Jumo-004’. However, by the end of the war, the most powerful jet engine was the Heinkel He-S011 with 12,7 kN of thrust. After the war, von Ohain met with his opposite number in England, Frank Whittle. His career continued in the United States where he eventually retired to Dayton (Ohio), home town
NOW ON THE SHELVES Classic Cars and Antiques, H. Wieand Bowman and Robert J. Gottlieb 2.2.00.81 RAC British Hill Climb Championship 1998, Video 127 Traffic: Why We Drive The Way We Do, Tom Vanderbilt 2.9.00.34 The Power of Steam: The World’s Steam Age, ASA Briggs 2.1.00.34 Beneath the Bonnet, J.D. Beruldsen 2.2.00.90 S.C.H. ‘Sammy’ Davis: My Lifetime in Motorsport 3.1.01.13 Crashed and Byrned, Tommy Byrne and Mark Hughes 3.1.01.12 David Coulthard: It is What it is 3.1.01.11 Hitler’s Motor Racing Battles, Eberhard Reuss 2.3.02.39 Morgan Maverick, Chris Lawrence 3.1.01.14 Lola T70 Racing History, John Starkey 2.3.02.40 Morgan: 100 Years, World’s Greatest Sports Car, Charles Morgan and Gregor Houston Bowden 2.3.02.42 Goodwood Revival: The First Ten Years, Doug Nye 6.1.00.83 Monocoques and Ground Effects, Janos Wimpffen 2.3.00.47-4 ERA: History of English Racing Automobiles, David Weguelin 2.3.02.42 Motor Vehicle Registration in the U.K., L.H. Newall 2.1.00.37 L’Aube du Tracteur en France, Dr. C. Chauveau 2.13.00.22 Peter Collins, All About the Boy, Ed Mc Donough 4.1.01.68 In Control, Bob Watson 3.1.01.15 Regga: Clay Regazzoni, Christopher Hilton 4.1.01.12 Jaguar: From 1954. Sports Racing & Works Competition Cars, Andrew Whyte 2.3.01.00 Sponsorship Seeker’s Tool Kit, Kim Skildum-Reid 6.1.04.49 Race Car Vehicle Dynamics, William F. Milliken 2.6.01.10 Leonardo da Vinci’s Machines, Marco Bianchi 2.7.02.18 Ian Smith
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LADIES’ QUESTION TIME
FROM THE SCC LIBRARY FROM THE ERIC RAINSFORD LIBRARY GOODWOOD REVIVAL MEETING
Programme Donation by Glen Dix, O.A.M. Having returned the September 2009 Glen very kindly Programme, duly as well as the of the event to our library. Many of the cars were evoking the atmosphere of the Sixties swinging London, w h e r e Carnaby Street was
from a round-the-world trip taking in Goodwood Revival Meeting, donated the Race autographed book
t h e place to be seen. T h e programme came complete with entry lists and race results, a librarian’s delight of complete coverage of an event. Considering the value of most of the participating cars, the
drivers did not give any quarter, judging from the lap times on the 2.4 mile circuit. For our Members, particularly those racing historic cars, the results tables make interesting reading. What more can we say, come into the library and imagine the
Aston Martins, the Allards, or the Alfa Romeos roaring round the track. If you get into it, you might even hear them. Thank you, Glen, for your donation. your library staff
ANSWER TO LADIES’ QUESTION FOR OCTOBER ‘Mamma mia, it’s Sophia’ was Clova’s answer. Yes, Clova and Duncan Scott, you are right, as were a raft of other Members, too many to list, but many thanks for sending in your replies. By the way, Clova, we wish you a speedy recovery from major surgery! Born Sofia Villani Sciccolone, her stage name was coined by Carlo Ponti famous Italian film-maker who started her movie actress career and much later became her husband. Sofia and her sister grew up without a father who had abandoned their mother early on, never marrying her. Sofia’s life was a real rags to riches story and no doubt her beauty had much to do with it. Although this was not at first apparent: ‘I was so skinny, they gave me the nickname Steccetto – the stick. I was tall, thin, ugly, and dark like an Arab girl. I looked strange. All eyes. No flesh on my bones.’ Sophia was quick witted and is known for many quips about herself. One of these is quite priceless: ‘A woman’s dress should be like a barbed-wire fence: serving its purpose without obstructing the view.’ LADIES’ QUESTION FOR JANUARY This is going to be a more difficult one and you may require to do some research. The lady in question, undoubtedly, was born with a silver spoon in her mouth, in stark contrast to our previously featured lady. Her father, presiding over a coal mining, shipping, and power generation empire, encouraged her to become an independent and determined young woman at a time when this was by no means commonplace. When her three brothers edged her out of their father’s business, she became a successful rally and racing car driver. Not satisfied with that, she decided to raise funds through sponsorship for a trip around the world by car. With amazing energy, she won the sponsorship of a major car manufacturer which provided a car and a back-up lorry. She hired a driver and a mechanic as well as a Swedish cinematographer who was to record the journey. The journey began in May 1927 and ended in 1929 during which time both, driver and mechanic, had given up and returned home as they could not stand the pace and the hardships, while after the end A n s w e r s of the journey her cinematographer had please to: become her husband, a happy ending for the M i c h a e l first woman to drive around the world by car. Wapler at: What was the lady’s name and what car did m i w a p @ ozemail. they travel in. Michael Wapler
com.au
IN MEMORIAM THE PASSING OF AN EARLY MEMBER November 2008, Alf Brown of North Adelaide died, aged nearly 95, who had become a Member of the Sporting Car Club less than twelve months after it was formed in mid 1934. In March 1935, he won Adelaide’s Junior Car Club’s 12-Hour Trial in his MG J2 Midget with his SCC’s Member Badge on its radiator. The MG was one of two of the model imported in chassis form by Motors Limited in January of 1934. Both were slow to sell. By June, one had been bodied by T.J. Richards & Sons Ltd of Keswick as a roadster with long guards and painted Cherbourg Green with green upholstery. It was delivered, registered SA 3133, to Alf Brown at his parents’ Unley Park address on 19th December, just in time for Christmas. The other had been delivered registered SA 948 but without a body on 30th August to J. Lavington Bonython of East Terrace, Adelaide. This car, fitted with a roadster body and cycle guards by Aspinal in Melbourne, that his son drove to win the SCC’s first major event, a MidNight Trial on 2nd December, 1934. He also set a G-Class (up to 750cc) National Speed Record of 76.49mph at Sellicks Beach on 2nd February, 1935. Sadly, neither car is known to have survived. ‘The Advertiser’ on Tuesday, 19th March, 1935 reported that ‘A. Brown Finishes Without Loss of Points’ to win the Junior Car Club 12-Hour Trial which was held on Sunday, 17th March. He was driving an MG Midget and as outright winner, gained the Castrol Cup. He also won the Class B (up to 1500cc) trophy and with A. Moulden (12/50 Alvis) and R. Ey (Graham Paige) the teams’ trophy for having been the most consistent team throughout the trial. These trophies survive in the hands of Alf’s son. Warren Bonython, also driving an MG Midget, finished second with a loss of three points. The trial was over 350 miles and the reporter commented that considering their class of car, the MG drivers did remarkably well against the higher powered cars of the other entrants. There were twelve entrants including John Dutton in the 30/98 Vauxhall that later was to become known as the ‘Blue Lake’ Vauxhall, and Alf Brown’s brother, Walter in a Chrysler 77 roadster that he rolled-over during the event. Ray Pank remembers this happening between Port Elliot and Middleton. It is not known how long Alf owned the MG. However, in December 1936 he drove a Chrysler (presumably his brother’s 77) in the Club’s Midnight Trial and in 1937 competed in a WeekEnd Trial and the Lobethal Hillclimb in a Chevrolet. Several Veteran cars passed through his hands. In the Veteran Car Rally from Adelaide to Glenelg, conducted by the Apex Club and the Sporting Car Club on Saturday, 6th April 1940, he drove a 1906 (?) Rover that was without a body. In the
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event’s programme it is described as having been a rest and home for rats for many years. In the early 1940s, he had the 1910 38hp 4cyl. Daimler Landaulet that in 1945 was rescued by brothers Bill and George Brooks from the Waverley Salvage Company on the corner of Adelaide’s Gilbert Street and West Terrace. It now survives, thanks to them, in much better condition in the National Motor Museum at Birdwood. Alf’s nephew remembers playing in it as a small boy in a
shed in Bowden and George Brooks blames him for some of the broken instruments he had to repair. Growing up in the 1920s Melbourne when his father owned a number of interesting cars, including a Talbot, a large Vauxhall said to have been a 30/98 but registration records indicate a 23/60, Vinot, Packard, Scripps-Booth and a 1910 or earlier Rolls-Royce Silver Ghost modernised in the 1920s, Alf Brown
was always a keen motorist. In the war years he ran an Anniversary Model Buick-8 which travelled a huge mileage. Others that followed included Mark VII Jaguars, a 1965 Mercedes Benz 600, several Rolls-Royce Silver Shadows, and finally No. 19 of only 50 turbo-charged Silver Spurs that Rolls made in 1994/5 - his being a long chassis car. Ed Harris Alf Brown in his MG J” seen leaving ‘The Advertiser’ corner of Waymouth and King William Strs at the start of the Junior Car Club’s 1935 12-Hour Trial. The lady spectator was later to become his wife (top right) The 1935 JCC Trial Trophies: The Castrol Cup in the centre with one presented by J.N. Taylor & Co. (Motor Cycle Importers of Grenfell St.) on the left and a goblet presented by H.C. Sleigh (Olympic agents for S.A. in Pirie St.) on the right (above, right) The Rover described in the Programme for Adelaide’s 1940 Veteran Car Rally as 1906, but possibly a few years later, seen coming up King William Road. Does it survive? The registration 7344 might be a clue.
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PETROL FUMES
CLASSIC RUN TO THE SA HILLCLIMB CHAMPIONSHIPS AT COLLINGROVE Sunday 18th October 2009
As I pen this article, it’s hard to imagine a week of rain, it has been bone dry for three weeks and tomorrow (Sunday) will be 35 degrees. However, looking forward to this run nearly four weeks ago all I could do was worry that it would be wet and we would all get bogged in the Collingrove carpark. Thankfully, it was not to happen! We started the run at the Sporting Car Club as usual and the weather seemed to be perfect for the occasion. Some had roofs down, some had the sunroof open and a few chickened out and brought their modern car. I bet Don and Sonia Plant wished they had brought their modern car, because as we fired up our engines to depart, the Plant Cooper “S” started to smoke and that wasn’t from the tyres! Turned out to be a wiring fault, which resulted in the car being pushed off the road and down into the club carpark. Alan Marks came to their rescue and the last of us departed the club about 15 minutes behind schedule. As we drove up Greenhill Road to try and catch the rest of the tour, two unfortunate drivers, one in a burgundy E-Type and one in a yellow MG missed the radar just beyond the Feather’s Hotel. It didn’t spoil the day, because the fine and loss of points only arrived in the mail this week. I wonder if anyone else got sprung on the day. The drive up to Peter Seppelt’s Grand Cru Estate winery was very picturesque, the country side had responded to all the winter rain and the falls we had had in the previous days. Everywhere you looked were verdant shades of green, new spring growth and flowers a plenty. All the dams were full and creeks flowing happily. Doesn’t sound like South Australia. We arrived mid morning at the Seppelt’s winery and parked our cars around their nicely manicured back garden. Greeted by dogs and ducks and pea hens and the owners, we were shown into the tasting area which already smelt of woodfired pizzas and wine. They were as delicious as they sound and the wine was so good, we collectively left orders for about 8 dozen bottles. Not bad for a small group of 29. If you haven’t visited this winery before, I could thoroughly recommend it and the hosts Peter and Roz Seppelt and their family make you feel
very welcome. Their website www.peterseppeltwines.com.au After that beautiful brunch we went down the short dirt road, onto the main road for the short drive up to Collingrove. More dirt road, but thankfully not too dusty and not too muddy, but just right. Sounds like Goldilocks driving doesn’t it. (More about those dirt roads later) The Collingrove car park was fairly full and no one seemed to be sliding down the grass. The sounds of the cars roaring up the Hill was rather deafening, but a great spectacle with lots of competitors anxious to better their previous best. Lots of picnicking and enjoyment was the flavour of the afternoon and Collingrove looked as good as it could. We all enjoyed the run and the competition and for those club members who haven’t visited our wonderful asset at Collingrove, you really should take the time or even volunteer to help with its upkeep. It’s a rewarding experience and so wonderful to think we own part of this
beautiful landscape. My thanks go to Neil Francis and Brian Sullivan and their wives for letting the boys out to plan such a pleasant day. Let me finish with some exciting news about Collingrove. It is going to get a wonderful new lease of life very soon, new timing equipment, new function centre with proper catering and toilet facilities, a new flash looking gateway, proper drainage for those winter events and best of all, a strong chance that the Barossa Council with the help of some car-mad winemakers in the area, paved access roads all the way from the main road and through to the venue and past those flash new gates. Hallelujah!!! All this will be a perfect place for our club to proudly hold the Australian Hillclimb Championships in 2010. Don’t miss it! We must thank Rob Thompson and the board for this vision and progress. Andy Morgan
PETROL FUMES EUROPEAN MUSEUM TOUR
Some of our SCC Members went onto a Tour of Europe together with members of the Mercedes Club, among them were John and Robyn Whittaker, Kay and Ross Pope, and Jill and Wes Southgate. The museums visited were the Petkovic Collection of Belgrade (Serbia), the Galleria Ferrari at Modena and the Umberto Pannini Collection of Maseratis likewise in Modena, northern Italy. This page shows some of the impressions of their tour. Photographs courtesy of Ross PopeŠ.
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COMING EVENTS – New Year’s Day Breakfast – From 9.30am at Waterfall Gully BYO everything. If it is a Total Fire Ban Day, the event is cancelled. February 14 – All British Day Breakfast – the Veteran Section is cooking breakfast for the entrants in the parklands on the north side of Anzac Highway near Keswick Bridge. We hope to serve many of our club members as well as those from other clubs. March 7 –Historic Vehicle Day – all pre-1931 vehicles are welcome to join this free display day in the parklands on the north side of Anzac Highway – a BYO breakfast will be by Jolley’s Boathouse, start from 9am. Depart approx 10.30am. Vehicles are on public display from 11am to 3pm. March 14 –Wittber Run – This run will commemorate the centenary of the first flight in SA. It occurred in a field at Paralowie and we will visit the memorial plaque there and then have lunch at the SA Aviation Museum at Pt. Adelaide. All those interested in SA history are welcome to attend. See February Newsletter for more details.
January 1
COMING MEETINGS January 15 –no Veteran meeting February 19 –Stuart MacDonald will speak on Carl Wittber who took the first flight in SA 100 years ago.
REPORT ON THE MILANG MEANDER 31 Oct – 1 Nov- 09 The two day tour to Milang by the Veteran & Vintage sections started off from the “Top Of Taps”, Tony and Margaret Rieger
were immediately in fine form with a deflated tyre! Tony remarked later it was quite easy really as he had plenty of help, he did not have to do anything except supervise the multitude who did help. Morning tea was at the Aldinga aerodrome, a delightful spot, many mono and antique aircraft to see while having tea and coffee in delightful surroundings, sheltering from the sun under a rather spacious verandah. (not a patio!) On to Tooperang Trout Farm for lunch, and a spot of trout fishing f o r
some. We met up with Peter and Deb Fagan who had come up from Goolwa in the IHC. Here we caught up with Bo and Inga Isberg, Stuart and Claire MacDonald, and Greg Barrett and Sandra Preston who’d all had a spot of old car motoring troubles. At this point, we had to say farewell to Arthur, Iris and granddaughter Annaya and Peter Mullins, and Ivan, Joan, Martin, Naomi and Christopher Blanchard who had joined us for the day. We heard Arthur was successful (or it may have been a fib) at the fishing. Christopher caught 4 trout. We all then motored on to Milang to our digs. We were entertained at John and Penny Hutton’s M i l a n g h o m e with predinner nibbles and drinks. It was a magnificent spread, so much so I did not have much to eat at the Hotel.
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Next morning, we were treated to a breakfast of bacon and eggs, sausages and fresh fruit prepared by Chris and the Milang Lakeside Motel and cooked by Geoff. We met up with Bill Davidson with his veteran Rover, who had come down from Langhorne Creek to join up with us. Morning tea was at Newman’s Horse Radish farm and some lunched at Mount Barker. Our thanks go to Chris and Geoff Chennells for their organising of the event and once again to Penny and John for the gigantic spread the previous evening. Kevin Fagan Those attending were: Alan & Liz Carter Lexus Tony & Margaret Rieger 1912 FN Ian Wilson 1925 Arrol Johnston Stuart & Claire McDonald 1924 Alvis Robin & Deirdre Ide 1957 Mk VIII Jaguar John & Penny Hutton 1928 Dodge Brothers Tony & Sheena Beaven 1977 Jaguar XJ6 John & Pat Treloar 1912 Hotchkiss Geoff & Chris Chennells 1962 Valiant S Mike & Dorothy Pryce Modern Greg Barratt & Sandra Preston 1918 Dodge Brothers Kevin & Anna Fagan 1913 Buick Andrew Christophersen Mazda Peter & Chris Templer 1975 Valiant Peter Fagan & Deb 1909 IHC Buggy Bo Isberg & Inga 1937 Hansa Bill Davidson 1905 Rover Martin Blanchard 1929 Ford A Iris, Arthur & Peter Mullins Modern ■■■■■■ Photos on page 12 The Treloar’s Hotchkiss and Bill Davidson’s Rover at Newman’s, Sunday morning tea (bottom far left) The Fagan Buick outside ‘Ruby’s cottage’, Milang (top left) The Fagan IHC, Ian Wilson’s Arrol-Johnston, and the Ides’ Jaguar Mk VIII at the Hutton’s Milang property, Saturday evening (centre left) Martin Blanchard to the rescue of Tony Rieger’s FN (bottom left) Photos on page 13 Saturday morning tea, Aldinga aerodrome; admiring the Waco bi-plane (top left) The line-up of cars at the Combined Car Club at the Glendore Community Centre (top right)
DOWN UNDER LONDON TO BRIGHTON RUN FOR VETERAN CARS & MOTORCYCLES hosted by The Vintage Sports Car Club
This Annual Run is always well attended and this year 46 veteran vehicles entered. The oldest vehicle was John Wien-Smith’s 1904 De Dion Bouton and as the car has been under repair it was good to see it running and with John’s nephew as passenger. The cars assembled in London Road Mile End and after speeches the Mayor of West Torrens John Trainer flagged the vehicles off. The 1910 Phanomobile jointly owned by John Hancock and Andrew Applebee was the Pilot car for the day. It is a 3 wheeler vehicle and fascinating to see running as the engine parts are quite open and it all looks very dangerous. Its speed is 18 mph. The morning tea stop is at the CCC Clubrooms at Glandore for London Buns and Coffee or tea. Next stop Wattle Reserve on the sea front at Brighton where a small crowd had gathered to view the cars. The Mayor of Holdfast Bay Ken Rollond welcomed all entrants and Andrew Applebee received a memento to acknowledge the 1910 Phanomobile as the pilot car and he responded with a short speech. After receiving the Rally Badge the convoy of Veteran vehicles proceeded to Dover Reserve, Dover Gardens for the lunch stop. Only 2 motorcycles attended, they were 1912 J.A.P. of Chris Harley and a 4 cylinder 1910 FN owned by Leon Mitchell The event is sponsored by Shannons Insurance and a Trophy was awarded to a 1914 Model Ford T Town Car driven by Bob Seller who is a member of HMVC. The 1911 IHC vehicle owned by Ron and Nita Clarke from Murray Bridge was acknowledged by the Organising Committee. The members of the Vintage Sports Car Club act as Marshalls for the event and the Run is always enjoyed by the entrants and public alike. Sporting Car Club members attending were: John Wien-Smith 1904 De Dion Bouton Bill Davidson 1907 Rover Tourer Arthur Mullins & Family 1908 Darracq Tourer Michael & Evan Pryce 1910 Talbot Roadster John & Pat Treloar 1912 Hotchkiss Coupe Jon & Diane Pyle 1913 Rover Bill & Kath Austin 1913 Studebaker Julian & Gavin McNeil 1913 Mors Ray & Jeanette Mossop 1914 Minerva Tourer Fred & Betty Jones 1914 Humber Roadster Graham & Orris Lennon 1916 Overland Tourer John Milton 1916 Buick Racer Di Pyle
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PETROL FUMES IMPRESSIONS FROM THE DOWN UNDER LONDON TO BRIGHTON RUN
Photos courtesy of Jon Pyle; clockwise from top left 1910 Phanomobile of Andrew Applebee 1909 Maxwell of Trevor Paynter 1914 Ford T of Vern Engel The ‘other half’ of the starting line-up at the Glandore Community Centre 1913 Benz of David Read
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VINTAGE COLLINGROVE
4-5 October, 2009 The highlight of the 2009 Vintage Collingrove Weekend (VC09) was undoubtedly the presence of eleven elegant prewar Delages, their drivers, and their charming ladies, all from the Delage Club of Australia, having travelled from Victoria. They attracted admiring looks wherever they were seen. Why Delages? The Angas family, the owners of Collingrove and who gave their name to the town of Angaston, were Delage enthusiasts.
Incredibly, apart from a light shower on Sunday morning, the weather this year was fine and dry, to the great relief of the VC09 committee, so ably led by Bob Congdon again, and formed by members of the Vintage Section of the Sporting Car Club of S.A. They had suffered more than a fair share of wet ones for the prior six hill climbs. With the Lobethal Grand Carnival adopting the Saturday and Sunday of the October long weekend, the VC09 committee chose to run the traditional tour on the Sunday and to take it to Lobethal, giving entrants the opportunity to drive around the circuit. They enjoyed a lunch trackside catered by Barossa Country Kitchens and were able to watch a session of the Carnival entrants in a “spirited demonstration”. With the hillclimb now being held on Monday, Carnival entrants who had survived the circuit were able to enter the hillclimb, adding to the variety. Once again there was a significant and very welcome interstate support. While half the field was made up from South Australian cars, one third was from Victoria, with seven from N.S.W. and one each from Queensland and Western Australia. All photographs on page 17 courtesy of John Lemm©
As always, the pre-war cars, with some invited post-war “in the spirit of the vintage era” were interesting and diverse entries. The MG marque was, as usual, dominant, numbering 18 in all. It was a delight to have a return visit from the ex Prince Bira MG K3 of Phil Bradey and the very rare R type of Chris Bucknell. The MG Car Club of S.A. was well represented by the current president Wayne Hough (3rd Invited Post War), the immediate past president Fred Neild (2nd Vintage Sports and Touring) and secretary Arthur Ruediger (2nd Invited Post War), all in TC’s! Doug Keith (Vic.) on NE Magnette and John Payne, on the very quick J2 PJM Special (FTD again!) and the John Ellis Tillett TC were also consistent MG entrants. Other marques included three Bugattis (T37A, T40 and T35B replica), three Austin 7s, two Vauxhalls, including Mike Hipkins’ 30/98 from Victoria for the third time, two Delages, and not forgetting American makes - Jim Scammell’s 1922 unembellished Essex, the Thwaite’s Hudson Terraplane Special, and Gerrard Miller’s Plymouth Special. Two first-time entries of special interest were John Kent’s prodigious 1914 10 litre(!) 25hp Aero Talbot (oldest car competing) and Keith Roberts’ superb restoration of the Macdonberg Special, a significant South Australian special powered by Ford V8, with beam front axle but independent rear suspension, which ran in the 1939 Lobethal AGP, fresh from winning “best presented car” at Lobethal. There was a most interesting display of classic motorcycles of the Veteran and Vintage Motorcycle Club of S.A. Of the 14 presented, seven elected to brave the hill for two demonstration runs during the lunch break, led by Rob Smyth’s 1929 OHC AJS M105R, which sounded great. Tony Groves’ informative commentary added to the interest on the day. Clerk of Course Neville Pym and Secretary of the Meeting Shez Hobbs are to be congratulated on running an interesting and efficient meeting and the assistance of the many volunteers is gratefully acknowledged.
The social side was well catered for by a welcome dinner at the Vine Hotel, Tanunda, the formal dinner being catered for by Photographs this page: John Shear’s Delage ‘Madelaine’ (above left) Max Foster’s DISS (above) Photocollage page 17 (clockwise from top left): Vintage Collingrove creator Graeme Pinkney’s Riley 9 Tourer ‘Chester’ Jim Scammell’s Essex crests the first rise Allan Tomlinson is taken on a ride up the Hill in Edward Farrar’s MG J2, also centre inset John Payne has won Vintage Collingrove for the third time in his MG J2XP JM Special John Lawson’s Delage just off the starting line John Payne accepts his Kevin Shearer Handicap Award from Kevin Shearer Victorian Keith Roberts in the recently restored Macdonberg
cont’d. on page 18
VINTAGE COLLINGROVE
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PETROL FUMES Barossa Country Kitchens, who also did Sunday’s lunch. The guest speaker was outstanding: Ed Ordynski, patron of the MG Car Club of S.A., nine times winner of Group N, Rally Australia, four times Group N Rally Champion, outright Australian Rally Champion 1990, kept his audience enthralled recounting his rally experiences. The three gorgeous Delages on display added to the atmosphere. Last year’s innovation of a partners’ programme was so popular that it was offered again, and participants enjoyed a visit to Evandale Homestead’s superbly presented garden and interesting outbuildings on Sunday, and a rare opportunity to visit Corryton Park, an 1850s stately home on Monday. Pam Congdon, Deirdre Ide and Jan Scammell provided a most interesting alternative to a day at the track. Wes Southgate
U ENGINES ARE RARE A U-engine is a piston engine made up of two separate straight engines (complete with separate crankshafts) joined
by gears or chains. It is a similar concept to the H engine which couples two flat engines. The design is also sometimes described as a “twin bank” or “double bank” engine. This configuration is uncommon as it is heavier than a V design. The main interest in this design is its ability to share common parts with straight engines. However, V engines with offset banks can also share straight engine parts (except for the crankshaft), and this is therefore a far more common design today when both engine forms could be produced from the same basic design. Bugatti designed a U16 24.332 cc 410 bhp, dry weight 1000 lb 4 - 4 cylinder engines coupled together on common crankcase aero engine for use in the First World War and the design was taken to America for production but when it was put on test the coupling gear drive broke up if you read one account but others I have read say that a crankshaft broke and yet another says that a conrod bearing failed with catastrophic results and it was redesigned by a Mr King and afterwards referred to as the King-Bugatti. One of the redesigns necessary was to eliminate the Bugatti “spit and hope oiling system” and make the engine over to a full
PETROL FUMES pressure fed system. This worked out very well and the engine bearings were in perfect condition after its 50 hour test. It was never flown but some engines were made by Duesenberg and sold off after the war and used in bootlegger boats and for driving wind machines for Hollywood movies and for blowing out oil rig fires. These engines had a very wide crankcase for the two engines to sit upon which incorporated the gear coupling and the lower crankshaft bearings and the cylinder blocks were arranged to have the exhausts in the middle and the carburetters on the outside. The Bugatti design of cylinder block which is very slim and slabsided lends itself to this style of engine. This design was thought out by Bugatti to allow a 37mm cannon to fire through the propellor boss. Bugatti designed a similar engine of 34 litres in 1925 type 34 but it was never built. This differed from the WW1 engine in that the main bearings and crankshaft were suspended from the cylinder block as used later in the Bugatti Royale Breguet in France took up the licence to produce the WW1 design engines and made the U16 and a monster using two U16’s ( 32 cyls ) coupled together with the second one elevated behind and coupled in such a way that one bank could be de clutched if trouble developed – don’t know what this would do to the balance of it all. The U configuration engine is very rare in car use due to its width and extra weight . There were a few used in racing cars – Bugatti type 45 1930 U16. This suffered from the same trouble as the Bugatti U type aero engine (one would have thought that he would have learnt from his mistake) – the gear drive which coupled the two engines together broke up. This engine had twin superchargers and twin magnetos; it really was a twin engine layout. In the pictures which
accompany this article note the right and left handed Zenith triple diffuser carburettors with barrel throttles the first I have ever seen with this type of throttle. There was also a sports model type 47; the Maserati tipo V5 1932 U16 was another but to get room for the double overhead cam heads the blocks were at an angle to each other which makes it a kind of V and I think Alfa Romeo may have made one also. Lancia made a U prototype diesel CA
V10 which like the Maserati formed a narrow angle V but it was two five cylinder 3Ro diesel engines coupled together on a common crankcase – a very large and bulky engine. Matra made an engine, a U8, using two Simca 1000 rallye 2 4 cylinder engines coupled back to front as they used chains to couple the two crankshafts together; it was never used due to the oil crisis. Most of these U design engines were heavy diesel types used for power generation or railway locomotive use where the weight of the extra crankshaft and drive gears didn’t matter so much, and made by such people as Sulzer Brothers in Switzerland who produced some 12 cylinder and 8 cylinder engines. Lister - Blackstone are listed as producers also but not as many as Sulzer who produced them for many railway companies. A square four as in the Ariel motorcycle is a U engine and I think the Valveless Dodson could be classed as one also because it has two crankshafts geared together. Denis Basson
illustrations on pages 18: King-Bugatti aero engine (left), Sulzer diesel 12LDA28 railway locomotive engine (right) 19: Bugatti type 45, 1930 U16 (above, left); Ariel U4 motorcycle engine (above, right)
▀▀▀▀▀ LOBETHAL REVISITED
Lobethal Grand Carnival 3rd – 4th October, 2009 As at its inaugural event one year ago, the organisers, above all, Tony Parkinson and Rory O’Neill, brought together an eye popping range of vintage motor cars and motor cycles. While the weather, at least at first, did not wish to play the part and the early rain, wind and heavy overcast were more reminiscent of the England of the Goodwood Festival of Speed, it cleared up eventually and the drivers did enjoy their laps without being soaked. Among the many
remarkable historic cars there was one which has – to say the least – an interesting history. It is the Delahaye 135CS now owned by Peter Mullin of California and, on this occasion, driven by Jim Stranberg. What is remarkable about this car is not only its unusually convoluted history but the fact that it ran in the 1939 Lobethal Grand Prix as well as in this year’s re-enactment. The Sporting Car Club has the photographs to prove it.
cont’d page 21
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The same spot – 1939 and 2009 – the same car, the same tree, albeit a bit more ragged now. The railway line in the background has gone but the track is still visible. The 1939 photo is displayed in the Gosse Bar of the Sporting Car Club, the 2009 photo and historic research by SCC Member Bob Burke. DELAHAYE 135 CS Built as 2-seater in France in 1936 [some European GP races at that time were for 2-seater sports cars, others for single-seaters, so eligible for both]. European history: 24 May 1936 won Marseille 3-hour [driver Michel Paris]; 28 June 36 – 2nd French GP Montlhery [M Paris]; 9 Aug 36 – 8th GP du Comminges [M Mongin]; 5 Sept 36 – UK Tourist Trophy [M Mongin] dnf; 2 May 37 – 2nd Independents Agassi France [E Chaboud]; 19 June 37 – 24 hrs du Mans [E Chaboud/J Tremoulet] dnf; Australian history: Bought by Sydney store owner John Snow in early 1938. Snow raced the car in Europe for a while, finishing 4th in the 1938 Belgian GP, before bringing it home to Australia. WW2 interrupted its racing in Australia, but the Delahaye built an impressive record: 2 Jan 1939 4th in AGP Lobethal, driver J F Snow; 5 Jan 39 – records class C – straight after the GP at Lobethal, John Snow took the Delahaye to the Pipeclay Track in the Coorong, where he broke all 9 class C Australian speed records up to and including 500 km. 60 years later, four of these records were still standing. Easter 1939, 2nd in Bathurst 150 mile race, driver P Swedberg; Oct 39, 1st Bathurst 150 m race, J Snow; Easter 1940, 2nd Bathurst 150 m race, J Snow; 26 Jan 48, 8th AGP Point Cook, J Crouch; 18 Sept 49, 1st AGP Leyburn Qld, J Crouch; 5 Mar 51, 2nd AGP Narrogin WA, D Bland. Severely damaged in fire on the way back east after Narrogin. Changed hands several times, still in burnt condition when tracked down and bought by South Australian engineer and historic car enthusiast Ian Polson. Polson moved to England and established a car restoration business [I S Polson], taking car with him. Sold car to UK owner John Ruston, Polson retained as engineer in charge of restoration. Restoration complete, Delahaye’s new owner won the sports car race at the Old-timer’s Grand Prix, Nürburgring, in 1999. Then sold to current owner Peter Mullin in California; driven at Lobethal Oct 2009 by Jim Stranberg. Further details from Ian Polson, e-mail: i.s.polson@btconnect.com or + 44 440 820371
Two who were there –now and then: Sporting Car Club Member Ray Pank (left) with 1939 Lobethal GP winner Allan Tomlinson who came to Australia specially from New York, where he now lives with his daughter and her family. Photographs of the Triumph sidecar motorcycle riders on page 19 and Ray Pank with Allan Tomlinson, courtesy of SCC Member John Lemm. cont’d from page 19 This year’s event. once again. enjoyed the benefit of the most knowledgeable commentators Ann Ozgo and Tony Grove as well as the services of Glen Dix, O.A.M. as starter. All are Members of the Sporting Car Club of S.A., where motorsport enthusiasts meet. Michael Wapler
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A GREAT DAY OUT 6th November, 2009
the scene at the time made a very convincing point here. One can only wonder how many Grand Prix’ were decided by similar self-neglect of drivers, particularly in hot weather countries such as Argentina, South Africa, and elsewhere. A pleasant meal was to follow at Victor Harbor with animated conversations, meeting of old and new friends closing another ‘Climb’. A thank you to all SCC Members who organised the event and saw it through. Another event, the Sporting Car Club can be proud of to have staged in its 75-year history. Michael Wapler
All things were right, the weather played its part with glorious sunshine all day, immaculately turned out cars, their owners and custodians all smiles, and so the mood was expectant. The variety of historic cars in Adelaide is legendary and anyone visiting from interstate or abroad could hardly have failed to be impressed. From the Beetle to the latest Aston Martin, both open topped or with a tin cover, they were all there. No wonder people flock to Victoria Racecourse just to see them start. From the high and mighty to some toddlers, all were there to see and be seen. Even our Premier Mike Rann crammed a brief visit into his busy schedule. This time it was the Southern GP again preceded by the by now traditional breakfast at the Hahndorf Resort. We have come to expect an interesting after breakfast speaker and were not disappointed. Dr. Simon Spedding made us aware of how important it is to keep the water level in our bodies topped up. Who would have known that Nigel Mansell crashed out of an Adelaide GP not because he lacked the driving skills but because he was running dry by forgetting to topping up his body with water. Dr. Spedding, being at
Photographs this page: A smiling Jan Blanden at Hahndorf breakfast (centre left) Guest speaker Dr. Simon Spedding and Graham Boulter (bottom left) Premier Mike Rann conversing with Russel Herman (top) Andy Morgan, Jean and Gordon Taylor watching the arrivals (centre above) John Ellis in conversation at Hahndorf breakfast (above)
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AT THE SHARP END What the…? What a great event John Blanden’s Climb to the Eagle has become. Such a great selection of cars from all eras, and a huge showcase for the Sporting Car Club. As we would all be well aware, such an event doesn’t happen without the hard work and cooperation of a large number of people so we once again acknowledge the generous and willing cooperation of the Adelaide City Council, volunteer officials from the Sporting Car Club, the Brownhill Creek Rotary Club, the office staff of the Sporting Car
Club and the South Australian Police. However, I am at a loss to understand why the police in attendance thought it necessary to breathalyse the drivers of the first 30 or 40 cars on the grid. What message did they think they were sending? According to SA Police spokeswoman Roberta Heather who I called for clarification, “The RBT was part of a traffic operation called Climb to the Eagle and seen as an opportunity to drive home the safe driving message. East Adelaide Traffic (the
AT THE SHARP END group coordinating the operation) said that it showed there are no exemptions for any groups or individuals, so they saw it (the RBT) as part of the operation.” Well, from a personal perspective, I saw it as heavy-handed, discourteous and a total waste of police resources. The Sporting Car Club works closely with SA Police in a number of areas, cooperates closely with them for all our public road events and I am sure we would welcome the opportunity to work even more ‘You are being booked, mate …’ closely with them in reducing the road toll and making the roads safer for us all. As for demonstrating that “there are no exemptions for groups or individuals”, who among us would think otherwise? As a PR exercise, breathalysing Climb to the Eagle entrants is the pits. In more than 30 years of driving, I have been breathalysed twice – once on my way to the airport where 25 police officers were standing around at 6am on a Thursday morning on Magill Road, and again on the main straight of the GP circuit before the start of the Climb to the Eagle. Both are extreme examples of poor return on investment. Or to put it another way, your taxes being wasted. The whole objective of RBT is to get drunk drivers off the road and warn others not to risk driving under the
the kerb. Once applied (a relatively simple process that does not require removal of the tyre or wheel rim), Rimskins are virtually invisible unless you know they are there. They are a little more visible on chrome or polished wheels, but not unpleasantly so. Rimskins suit most alloy wheels, with some exceptions such as wheels with a perimeter lip. Once applied, they will withstand pressure washer cleaning and are impervious to mag wheel cleaners. One small downside is that in most cases, Rimskins must be removed (and aren’t reusable) when fitting a new tyre or removing a tyre for a puncture repair, but that’s a small price to pay for keeping your expensive wheels looking like new. Rimskins are available at most automotive accessory outlets.
People power
What a subservient bunch we Australian drivers are. In France, locals have solved the speed camera plague by shooting at them. In Britain, the solution has been to spray paint the lenses (we are not advocating nor endorsing either of these tactics!) However, in the US, democracy rules, even in some of the more redneck states. Two ballots held in Ohio and one in gun-totin’ Texas voted overwhelmingly to get speed cameras removed and ousted a mayor who wanted them retained. Although most people voted against speed cameras because they hate being fined, the opposition to them was based on the argument that they are a violation of due process because there is no right of appeal against the tickets apart from a local hearing. Eleven towns have now voted to get rid of the machines.
Opel and Vauxhall stay with GM
Just when we all thought it was inevitable that GM would sell off Opel and Vauxhall, there has been a last minute change of heart. GM has backed out of a deal to sell the European operations to car parts supplier Magna International and now plans to spend billions of dollars restructuring the companies. The decision to offer Opel for sale was conceived as GM faced insolvency and needed a $US50 billion bailout by the government. As a result, GM emerged from bankruptcy reorganization in July 60 percent US government-owned. Keeping Opel operational could require a further infusion of taxpayer funds and GM is asking European governments where Opel or Vauxhall plants are located (Germany, Poland, Britain and Spain) to tip in a further $US4.4 billion, with two thirds of it coming from Germany. However, Germany was angered by the decision, having brokered a deal to sell 55 percent of Opel to Canada-based Magna and its Russian partners, carmaker GAZ and state-controlled Sberbank.
Frankfurt not-so-news
Speed trapping big cats in the bundu influence. How does setting up an RBT in the two cases cited do either? The job SA Police did at the Climb to the Eagle was hugely appreciated and a great PR exercise, totally undone by somebody’s stupid decision. Oh, and almost needless to say, nobody tested returned a positive result.
Out of the gutter
Check out any car park and you’ll find that almost every car has kerbed rims. Until now, the only solution has been hugely expensive rim refurbishment or replacement of the entire wheel. Rimskins is an innovative Australian designed and made invention to protect vulnerable wheel rims from the damage that can be caused by kerbs. Perhaps even better, Rimskins cover existing kerb scratches and damage. At around $25 per wheel, Rimskins provide a sacrificial barrier between your wheel and
It was quite a while ago now, so most of what happened at the Frankfurt Motor Show is old news. However, the common refrain from car manufacturers was “we’ll all be rooned” (with due credit to John O’Brien). The reason for the pessimism? The various “cash for clunkers” schemes in many European countries are due to be phased out, and car manufacturers, who have been making hay out of the schemes, see a major fall in sales when the government-funded incentives to trade in an old gas-guzzling polluter for a new, more efficient vehicle, come to an end. Despite the dreaded GFC, new car sales in Germany this year have been at record levels. An unexpected side effect of the scheme appeared in the UK where used cars have increased in value by as much as 30 percent, creating chaos at car auctions as dealers try to replenish depleted stocks. It’s a funny old world! Of course, the other big news at Frankfurt was the prevalence of electric and hybrid vehicles. You have to wonder about the commitment though when Brabus showed on its stand the Brabus Ultimate High Voltage (based on the smart fortwo), an electric roller skate that reaches 60km/h in just 3.7 seconds to a soundtrack of an American V8 (volume dependent on throttle movement). Alongside it was the Brabus E V12, a 588kW (788bhp), 1420Nm (1047 lb/ft) monster based on the MercedesBenz E-Class. Top speed of 370km/h plus, zero to 100km/h in 3.7 seconds and a snip at a snifter under half a million Euros ($AU 1 million). Subtle, and ecologically sound, it ain’t! Paul Murrell
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PETROL FUMES jumped the start which gave Boulter an easy third place. Crouch finished strongly and Bobridge and Couprie battled hard. Jacob Taylor in his first Mallala race pipped Dino who was struggling. 1st Mason, 2nd Schultz, 3rd Boulter Race Two, was almost like déjà vu for the driver on grid four (Dasher Crouch) who also jumped the start! Mace led for the first few laps but a lock up at the Northern saw Schultz through to the front. It was not for long however as ‘ol 97 fought back. Jenkins worked his way through the field and Nicolo picked off a few but inadvertently took Bobridge out in the process. It was certainly not appreciated I am sure and much was said about Dino’s driving skills. Pratty worked hard and had just enough to hold off Bradley at the end. 1st Mason, 2nd Schultz, 3rd Boulter.
HQ RACING AT THE MALLALA SUPER TRUCK ROUND Our field of 17 cars was the largest at the meeting. The positives were that we were able to get around the pits easily and our five races were without delay. While we would love to have had 30 cars on the grid the racing was still pretty torrid, occasioning minor damage to some cars but no “tow aways” It would appear that Brett McGarrigle was involved in a few car’s bruises and it is said there was the threat that they may be returned in a more personal nature. We had one Victorian visitor Jacob Taylor who went home with some dents as well. Not how we should be treating our Mexican friends. Qualifying (we dropped the Practice in favour of an extra race) saw Mason on pole as is often the case of late, with Schultz, Boulter and Jenkins a second plus behind. From there down to 10th there was very little in it, setting the scene for some close racing. Race One, a six-lapper was a close fought affair and showed how close Schultz is to a win. Jenkins was deemed to have
Sunday morning and the forecast of 36C and a fifteen lap race at 1.00pm, the boys were topping up on fluids! Some of our blokes are not the fittest going around. Race Three was pretty close as well with some good battles
PETROL FUMES through the field. Boulter v Jenkins.. Crouch v Prattt..Bradley v Nicolo and Bobridge v Smith v Taylor, the crowd were on their feet for the whole ten laps. When they crossed the line it was Mason, who obviously has no consideration for the fans, who led by ten seconds. Good effort from Sarah Mitchell knocking off some of the boys, well done girl! 1st Mason, 2nd Schultz, 3rd Boulter. Race Four with the now traditional reverse six (a special thanks to the officials for their super effort in enabling this to happen since it was not in the original Supp. Regs) was set to be a cracker. The flag dropped and Crouch was away. In what appeared to be some sort of pact Boulter rode shotgun, sacrificing his own race to hold up the field…well for two laps anyway. First Schultz slipped through, and then Mason, Crouch seemed to slow and by lap 6 it was Schultz, Mason, Boulter. On lap 11 Mason made his move. At the same time Boulter succumbed to Jenkins, but only briefly. There were battles going on further back between Burbidge, McGarrigle, Gaskin with Nicolo being a little more gentle with Bobridge this time. In the end it was the same boring result but with Jenkins and Crouch fighting hard for a change. John Munn worked hard to hand Sarah the wooden spoon. 1st Mason, 2nd Schultz, 3rd Boulter. Ah, the Final, the race that carries the most points and sometimes brings out the best or worst in our drivers. Such is the struggle and flexing of muscle, Schultz went into turn two equal first and came out ninth! Crouch was on a charge overhauling Mason and taking the lead…is our Championship winner beatable? Mace, after some very questionable tactics was back in front of Crouch on lap two, but in the affray, which had Crouch in the grass and Mason sideways, Boulter had moved to the lead. A dream come true sports fans? Not likely. Crouch regained the lead and fought hard for a well deserved win. Schultz who recorded the fastest lap, fought back to overhaul Jenkins. There was a change in the results for the first time of the weekend. Tight finishes from Couprie/ Burbidge
and McGarrigle/ Gaskin. 1st Crouch, 2nd Mason, 3rd Boulter. A good weekend was had by all…as always there was unnecessary body damage but what’s new? History has shown that we seem to drive a lot cleaner if and when we get sick of fixing the damage…or if someone screams in one’s face enough. Time will tell. Graham Boulter
Photographs courtesy of Bob Taylor©
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SA HILLCLIMB CHAMPIONSHIPS The 2009 SA Hillclimb Championships were a great success with Peter Gumley again lowering the outright record to 29.08 secs and carrying off the Peter Lehmann Wines $1000.00 in the process. Peter further reduced the fastest time up the Hill to 28.67 in the shootout. Another rip roaring success was the top ten shootout - held at the close of the competition between the top five tin tops and the top five open cars. Using a system that awarded the greatest improvement in times over the event winners in open cars was Greg Ackland in his Ninja and in tin tops our own Doug Lehmann in his faithful Evo each receiving an award of $ 500.00 from Peter Brunthaler and ULX110 Oils. So the SA Hillclimb Champion for another year is Peter Gumley, 2nd was Brett Hayward from Victoria and 3rd place went to our own Andy Mitchell now flying in a much straighter line with his new “ground effects” Shrike - the search for perfection goes on. In the tin tops there was much fierce competition - Kevin Mackrell’s 6 litre, four wheel drive Datsun 240 Z was a crowd thriller as ever and recorded a lowest time of 32.60 secs finishing 8th outright. Hot competition was to be found in the turbo charged AWD rice burners the best performance of the weekend went to Tristan Catford who achieved 34.08 in his Evo and won a place in the Tin tops shootout. Chairman Doug Lehmann narrowly scraped in the Rally Car Section with a 32.81 from John Beasley and Sean Day the leading Subaru driver. There was a good collection of the venerable HQ Holdens and leader of the pack at the end of the day was Graham Mason with a 39.64 secs. Notable performances during the weekend came from record breakers: Group 6 Peter Brunnthaler – Oscar = 32.58 Production Sports Cars Marque Le Maistre – Mazda = 41.25 Sports Cars open to 1300cc Andrew Mc Laren – Bulant = 34.41 Group Sb Troy Ryan – Sprite = 36.91 Group Vb Frank Chessell – Stag = 41.46 Formula Libre to 1300cc Greg Ackland – Ninja = 30.57 Formula Libre 1301-2000cc Brett Hayward – Hayward 09 = 29.69 Formula Libre 3001 – 5000cc Peter Gumley – Wortmeyer SCV = 29.08 One man who amazed the crowd and
scared himself was Ian Motley and his Noddy-style Austin 7 who mounted the hill in 43.70 secs – his fastest time ever. Fair caused his tail light to blink. First Lady of the Hill was Sarah Pfeiffer who not only registered fastest female competitor’s time also registered a personal best. All of this after arranging the transport of two racing cars, two young boys and some really delicious slice and cupcakes to Collingrove. What a woman! Melissa Ford also registered a personal best in her Mallock U2 and also had successive runs with precisely the same time. Melissa was forced to share the Mallock with father Andy after he broke the clutch in the Reynard during an early run on Saturday. The Committee and Motor Sport Volunteers worked hard and ceaselessly to promote and execute this icon event, which ran faultlessly apart from a Gremlin that found its way into the Timing system on Sunday. All concerned deserve congratulations for contributing toward the success of this event. The experience and knowledge gained will be valuable as we plan to host the Australian Hillclimb Championships at Collingrove during October 2010. Finally, 2010 at Collingrove will see many improvements to the facilities, why not plan a run to view the progress or simply to enjoy the ambience of this little jewel (refer page 9)? We look forward to meeting you on the hill at Collingrove. You would be most welcome, and not to forget: we need volunteers for Collingrove any time. Daryl Warman
PETROL FUMES
clockwise from top left: Peter Gumley, Wortmeyer SCV; Peter Brunnthaler, Oscar; Peter Emes, Renault; Keith Wong, Alfa Romeo; Graham Mason, HQ; Peter Hall, Datsun; Norm Goodall, Porsche; All photographs courtesy of Bob TaylorŠ
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