Wheelspin Volume 47 No 2

APRIL 2008 VOLUME 47 Number 2

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: scca@internode.on.net website: www.sportingcarclubsa.org.au PATRON Rear Admiral Kevin Scarce AO CSC RANR Governor of South Australia Office Hours: Wednesday to Friday 9.00 am to 4.00 pm Club General Meeting Historic Racing Register Classic Section HQ Section Vintage Section Veteran Section Vmax Motorsport Section Competition Section

Monthly Meetings: 1st Wednesday 2nd Tuesday 1st Friday 3rd Wednesday 2nd Friday 3rd Friday 4th Friday Meetings held quarterly

Please note: the bar is open only on General

Meeting and Section Meeting Nights

Eric Rainsford Library hours: Club General Meeting Night (1st Wednesday of the month, excluding January); All designated Section meeting nights; Wednesdays 10.00 am - 4.00 pm Fridays 10.00 am - 12.00 noon WheelSpin Production: Published once every quarter Publishing dates: (1st January, 1st April, 1st July, 1st October) Please submit all articles eight weeks prior to publishing date.

Editorial Team: Warren Schirmer, Michael Wapler, Paul Murrell, Colin Bourner (advertising).

THE FUTURE’S LOOKING BRIGHT The first few months of my tenure on the Board of the club has been interesting and productive.

The challenges for our Club, like any business moving into the future, are huge. As members, we have a wide range of interests and if the club is going be successful and prosper, we have to recognise these interests and cater for them.

This will mean looking at new and different ways of making sure the club maintains its great record of being financially secure. Secure so it can maintain our King William Road clubroom/library and Collingrove assets.

Secure, so it can offer professional service to all the different interest groups within the club.

At the same time we are facing a rapidly changing world where environmental issues have progressed beyond the debate stage to become permanent fixtures on any responsible large organisation’s management agenda. In our case, because we are about all things motoring, the environmental issues are even more critical. Our passion for old and new vehicles and our passion for using them enthusiastically will mean we will be targeted by the media with arguments which aren’t necessarily rational.

We have to plan for all this.

I’m pleased to say that this planning process has progressed well and we will be sharing a well thought out vision for the Club’s future with you in the next couple of months.

I can’t let this opportunity go without mentioning my passion for motor racing and therefore the Competition Section of the Club. As you read this, the State Motor Racing Championships will be about to start up again at Mallala. Over the past two years we have made steady progress increasing the numbers of participants, to the point were we are now averaging 120+ competitors at each meeting. This means the events are viable and contributing substantially to the Club’s finances. This is due to a lot of hard work by a dedicated group of members and the club’s administration.

The next few years will be exciting times for the club and we are looking towards a bright future.

All material sent into the office for publishing should be typed in font Arial 9 point. Photographic images must either be paper prints or on CD in 300 d.p.i. quality whenever possible. Please note that older type storage media, e.g. floppy discs or zip-discs are no longer acceptable.

It is always appreciated when items submitted for publication will be handed in not later than the above quoted deadlines.

Lyn Punshon SCC of SA Board Member Chairman Competition Section

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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 IGNITION

A Word from the Boardroom …………………….…...1 UNDER THE BONNET

General Manager’s Report …………………………...5 FROM THE ERIC RAINSFORD LIBRARY

Answer to “Barry’s Question” for January …………..5

“Barry’s Question” for April ………………………....5

Come in and browse …………………….…………....6

Gems discovered – Book Reviews ………………....6,7

Observed in a Newspaper …………………………….7

Letters to the Editor …………………………………..8

Now on the Shelves –

Summary of New Books available to Members …...8

On Our Selection ……………………………………..8 PETROL FUMES

Veteran Section News ………………………………..9

Classic Section News …………………………...10, 11

Vintage Section News

Vintage Report …......……………………..12

Lancia Lambda …………………………....13

HQ News ………………………………………..28, 29

Where it all starts- the home of the Sporting Car Club in Unley

The Derby Bentleys on the stage of the Sporting Car Club, page 9

TOOL KIT

Names and Addresses of Club Contacts, updated ...…4 REARVIEW MIRROR

The Austin A90 Atlantic …………………………….15

The Dart Goggomobil …………………………..25, 26 MEMBERS HISTORY PROJECT

A Report by Vice President Graham Boulter ………17

A museum tour around the cradle of motor manufacturing, pages 22, 23

TITLED PLEASURES

Michael Gasking’s Aristocratic Racing Personalities17 The barnstorming Austin A90 Atlantic setting records at Indianapolis, page 9

AT THE SHARP END

NT Speed Logic …………………………………….18

No April Fool’s Day Joke …………………………..18

Tunnel Vision ……………………………………….18

Does Speed Alone Really Kill ……………………...19 LADIES’ QUESTION TIME

Answer to January’s Ladies’ Question ……………...19

Ladies’ Question for April …………………………..19

FOUR CORNERS

Waltzing Vienna, What’s it Worth ………………….21

Oversized Dinky toys shipped back to Europe after Oz adventure, pages 25,27

OUT AND ABOUT

Michael’s European Column …………………...22, 23 SPORTING CAR CLUB VOLUNTEERS

Raising Funds for Medical Research ……………….24

OUR COVER Our cover photo shows Lyn Punshon, Board Member and Chairman of our Competition Section in action at Mallala, driving his Robnell

Waltzing through Vienna’s Dorotheum page 21

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TOOL KIT YOUR CLUB CONTACTS President: John Burt ………… (M) 0418 832 824

john@subnet.net.au Vice Presidents: Peter Bettess. ……….. (H) 08 8278 5034

(M) 0417 217 215

peter@willshire.com.au

Graham Boulter …... (M) 0408 277 380

vip.motors@ace.net.au Treasurer:

Sean Whelan ……… (M) 0412 618 122 sean.whelan@maccoul.com.au

Secretary: Colin Bourner ……… (M) 0417 801 381

colinb@picknowl.com.au Board Members: Mark Goldsmith ……

(M) 0412 671 671

goldsmithm@banksa.com.au

Ben Rainsford ……..

(H) 08 8269 6777

(W) 08 8344 3113

bjlr@taskaustralia.com.au

Joan Shearer ………

(H) 08 8390 1609

shearers@adam.co.au

Michael Wapler …. ... (H) 08 8338 6478

(M) 0414 392 424

miwap@ozemail.com.au CAMS Delegate: John Bryant …… ..… (H) 08 8338 1950

M) 0418 818 998 Classic Car Section: Gordon Taylor (Chairman)… .(M) 0417 818 556

(H) 08 8278 3242

gjt@pilgrimarts.com

Allen Morris (Secretary) …… (H) 08 8263 2485

(M) 0408 826324 Competition Section: Lyndon Punshon (Chairman) (H) 08 8536 8236

(M) 0417 826 284

lyn@pcreate.com

Chris Green (Secretary) … (H) 08 8386 1341

Historic Racing Register: Ann Ozgo(Chairperson)…… (M) 0417 881 601

(H) 08 8336 6114

aozgo@bigpond.com.au

Rodney Gibb (Secretary)… (M) 00412 835 385

rodney@alarmlogic.com.au Historic Registration Officers:

Colin Bourner …………(M) 0417 801 381

colinb@picknowl.com.au

Ray Mossop ……………….

(H) 08 8258 9295

Rex Howard ……………….

(H) 08 8278 5337

John Wien-Smith - (Log Books) (B) 08 8373 4899 HQ Racing Register: Greg Goding (Chairman)…… (M) 0418 807 437

(H) 08 8387 3118

tirepowr@bigpond.net.au

Alison Bennett (Secretary)… (H) 08 8387 3118

alison.bennett@internode.on.net Veteran Car Section: John Ellis (Chairman) …………....(H) 08 8362 3230

Christine Chennells (Secretary)…(H) 08 8278 8465

onelung@chariot.net.au Vintage Car Section: Andrew Christophersen (Chairman)...(H) 08 8370 8115

(M) 0439 286 387

toadhall@adam.com.au

Graham Treloar (Secretary)...... (M) 0418 824 768

(M) 0418 824 768 V-MAX Motor Sport: Julian Modra ………………...... (B) 08 8373 4899 scsaevents@internode.on.net

Special Events Mallala Office: Julian Modra ………..… (B) 08 8271 5689

Fax 08 8272 5396 scsaevents@internode.on.net

(alternative) specevents@internode.on.net General Manager: Warren Schirmer ….……(B) 08 8373 4899

wschirmer@internode.on.net Reception: Sandra Brooker …………(B) 08 8373 4899

sbrooker@internode.on.net

FROM THE ERIC RAINSFORD LIBRARY

UNDER THE BONNET

Answer to ‘BARRY’S QUESTION’ FOR JANUARY”

GENERAL MANAGER’S REPORT

The Clipsal 500 was a wonderful event. We congratulate Andrew Daniels, Jeff Mattner and Brian Gleeson on such a great result. Thank you to all Sporting Car Club members who volunteered and represented the Club in various roles over the four days.

Our next major event is the HRR Easter race meeting.

Planning is well underway, and we encourage Club members to support this event.

The Board has been working hard on a future vision for the Club. It is certainly exciting and I support fully this vision. Succession Planning for both Board and staff is an important part of this planning. We are currently working on succession as a matter of priority, so that proper and effective planning can take place.

The financial outcome for the first six months of the financial year is slightly ahead of budget. We are confident that the second six months will be successful as well.

Warren Schirmer

In the January issue, Barry asked you “Where and when did the Sunbeam of Albert Divo and the Miller of Louis Zborowski race inches apart as they fought for the GP win averaging around 97 m.p.h. over the lap?

ANSWER: It all happened in 1923 at the Spanish Grand Prix at Sitges-Terramar, a race course all but forgotten. It can still be sthe air and part of the 100 feet tall east banking still exists. It is an almost mythical place now, fading away into history. Its owners got into financial difficulties and the inaugural race was also the last ever held there.

Perhaps that will be the fate of Imola or Magny-Cours as Bernie is pushing for more lucrative – for him – night races in South-East Asia, requiring huge amounts of energy to achieve 80% daylight lighting strength. It all flies into the face of FIA’s efforts to give racing a greener image. Why not have more races in Europe and get free daylight. It’s all completely contrary to what energy savings we wish to achieve.

BARRY’s QUESTION FOR APRIL At the 1970 British Grand Prix at Brands Hatch, Jack Brabham was comfortably in the lead entering the final lap but Jochen Rindt won the race. Why? Whom did Brabham blame for his lost race? Who was the real culprit and when was this revealed?

Barry Catford Jochen Rindt at Brands Hatch with Colin Chapman looking on.

The two contenders on the day (bottom r.)

Jack Brabham (left and above)

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FROM THE ERIC RAINSFORD LIBRARY

COME IN AND BROWSE Come into The Library and challenge us. We have a great data base on our books, magazines, brochures, workshop manuals etc. All you have to give us is a name, or a make, or an author of the particular subject you are interested in, and then we can tell you where to find it and how many references we have.

Occasionally we get stumped, and in that case we all learn. We have many videos and some DVDs on a range of subjects available for borrowing. I looked at the video of the first three Redex trials the other day, and was amazed again, at what a significant role they played in establishing Australian motor sport, and proving that the standard car sold in Australia was equal to any task thrown at it.

Their performance, and that of the incredible drivers, most from a racing background, helped Australians realise that the bush could be tamed. Watch for a glimpse or two of our own Clem Smith.

A DVD worth looking at is the popular World’s Fastest Indian. An engineering pioneer who took on the world’s best with a lot of innocence and a ‘can do’ attitude.

Michael Gasking

BOOK REVIEWS

By Motor To The Golden Gate

by Emily Post edited by Jane Lancaster Originally published in 1916, this edition published in 2004 by McFarland, 267 pg.

In 1915, Emily Post set off from New York to drive across America to San Francisco.

The driver was her 22-year old son Edwin (Ned) and she had her cousin Alice Beadleston as a companion in the back seat.

Mrs. Post, very well known for her book on how to behave called appropriately “Etiquette”, would not allow this trip to be used by the car manufacturer for advertising purposes. All that we know about the car can be gleaned from photographs and the occasional comment in the narrative.

The specification from these sources is:

Front suspension: semi-elliptic

Rear suspension: threequarter elliptic

Wheelbase: 140”

Ground clearance: 8”, 8½” to base of

exhaust pipe

Exhaust pipe: Three external pipes merg-

ing into one

Steering wheel and controls: right hand drive Wheels: Disc wheels 35”x4” tyres

The chassis was shipped to England in 1914 where Ned was touring Europe and was fitted with a body in London by a firm named Watley’s. It was a large tourer with folding hood and had no doors; passengers climbed two steps from the running board. A spare rim and tyre was fitted to the right hand running board.

Denis Basson and I spent many hours searching the reference books in our superb Club Library and reached the conclusion that the most likely manufacturer was Pierce-Arrow, which met all the above specifications except two:

1) They made chassis of wheelbase 142” and 147½”, not 144”.

2) The Emily Post car was not equipped with the Pierce-Arrow patented headlamps flared into the front mudguards. However, the British coachbuilder could explain this.

All the above is an interesting by-product of the book itself and it would be good to hear if any member has any better idea as to the car’s maker.

Mrs. Post chronicles the trip on a daily basis and it is a meticulous record of the daily route, hand-drawn, places of interest along the way and hotels stayed at. She also records accommodation and meal costs. For the car, she records how much petrol and oil was consumed and repairs and garaging and all these costs. The car used petrol at the rate of 8½ miles per US gallon and at a price varying between 8c and 22c per US gallon.

The journey took 45 days between April and June 1915. It is a thoroughly enjoyable read and complements “Horatio’s Drive: Amerca’s First Road Trip” and “A Reliable Car and a Woman Who Knows it: The First Coast-to-Coast Auto Trips by Women, 1899-1916”, both of which are available from the Club Library.

Alan Carter

FROM THE ERIC RAINSFORD LIBRARY Grand Prix Racing 1906 -1914 T.A.S.O Mathieson For a long time we – the Library, that is – have lusted after a copy of Mathieson’s book. His work is acknowledged to be one of the definitive records of the very early years.

Having set my eyes upon it, I can quite appreciate why this is so.

His detailed descriptions of the competitions are accompanied by an absolutely amazing collection of rare photographs. With a little imagination on the reader’s part, one is transported back in time to the action taking place. I am just so pleased that the library has been able to acquire this invaluable record collated

by Mathieson.

Very highly recommended reading.

Ian Smith

From Cycle Car to Micro Car Mike Worthington-Williams

to me but I didn’t take it up.

Perhaps I should have and thereby got them out of my system – I doubt it.… but back to the book.

This is a subject that has been sorely neglected, (although it would be remiss of me to omit W. Boddy’s columns from time to time in Motor Sport). The author traces the history of the cars and their sometimes obscure makers.

As one step up from the motor cycle, offering more comfort to the family members, it remained a very successful mode of transport until the birth of the baby Austin. Even then, the Morgan three wheeler motored on. It was the end of the V-twin powerplant that sounded its death-knell. The replacement Ford engine just did not take on.

After World War II, there was a re-emergence of the miniature car with Lawrie Bond’s three-wheeled Bond Mini, a simple little car it was, with rear suspension listed as pneumatic – t’was the air in the tyres, a front wheel that, when steered, pivoted the engine around with it and an absence of a reverse gear which was seen as unnecessary. It was a better effort in its day than the Lightburn Zeta in its time.

Micro cars, as the category became known, thrived in U.K. and Europe until along came the Austin Seven again in the form of the Mini which once again killed off the tinies.

The book is a feast of information and pictures of some of the strangest little cars that gave pleasure to those who started their motoring in a small way.

Ian Smith

Observed in a Newspaper Recently

Mike Worthington-Williams has, over the years, demonstrated a keen interest in seeking out the most unusual, odd, and sometimes weird vehicles that fall into this category.

I must confess to having more than just a slight interest in them myself. When I was quite young I placed a classified advertisement in The Advertiser: Wanted. Morgan 3-Wheeler, Bond Mini or Messerschmitt Cabinscooter. Yes, I did get a response – Kevin Field offered up his Matchless-powered Morgan

Club member journalist Bob Jennings’ interesting article in The Adelaide Advertiser is interesting reading. Entitled ‘The Car as Art’, Italian Design Fuses Art and Transportation, it underlined the fact that when it comes to style, the Italians win hands down – no contest!

Bob listed the many designers and some of their works which have become history’s greatest and most beautiful automotive works of art. The designers’ names that he listed were Bertone, Frua, Gardini, Ghia, Georgio Guigiaro’s Ital Design, Michelotti, Pininfarina, Touring, Vignale, and Zagato.

Among the most outstanding examples of their works are Pinin Farina’s Cisitalia and Lancia Aurelia, Pininfarina’s Ferrari Dino, Touring’s Lancia Flaminia Coupé and Zagato’s 1929 Alfa Romeo 1750 Gran Sport and Aston Martin DB4 GTZ. (In passing, it is not widely known that Zagato earned a place on the Formula One honour roll.

The Alfa Romeo 158 which, with Giuseppe Farina at the wheel, won the 1950 World Championship title was styled by Zagato).

The article goes on to say what a significant responsibility the various Italian design studios have in designing the cars of numerous manufacturers in countries beyond their own. These include Peugeot, Volkswagen, Honda, Daewoo, G.M. and Volvo.

Bob says, in closing, that ‘the fusion of art and transportation is not easy chemistry but the Italians manage better.’ Yes, they certainly do.

Ian Smith

BMW’s Isetta (top, right) Messerschmitt “Tiger” (left centre) was a hoot

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FROM THE ERIC RAINSFORD LIBRARY FROM THE ERIC RAINSFORD LIBRARY Member Dr. Brian Morley writes: Dear Michael, Amongst the great improvements being made to “WheelSpin”, congratulations to the editorial team.

I was pleased to see reference to “Climax in Coventry” by Wally Hassan (pg 7, Vol 47, No. 1, 2008).

It may interest other members to read Des Hammill’s book “Coventry Climax Racing Engines” (Veloce Publishing, Dorchester:2004), which complements the earlier book very well and helps recreate the sense of excitement and sense of place. The role of the staff of Coventry Climax, particularly John Hilton, the Toolroom Machinist and his immediate colleagues, is given due importance in the success of the racing engines. There are also some lovely anecdotes about people like Colin Chapman (as one might suspect), Ivor Bueb, and Harry Weslake.

Keep up the good work.

Sincerely Dr. Brian Morley For our members’ undoubted curiosity in this matter, Dr. Morley has kindly submitted a photo of Lady Godiva as she rode through Coventry during more modern times. The legend on the back of the photograph reads: A “Lady-Godiva-procession” took place through Coventry in the late 1940s (?) – this commercial post card shows part of the old British Thompson-Houston (BTH) factory in the background. Lady Godiva was used as a Coventry Climax logo”.

S.M.:

I’ve had a word with the CSI about this, and I don’t think it is even being considered. … so it will probably never happen.

Now on the Shelves Motorcars of the Golden Past (The Harrah Collection), Ken Purdy and Tom Burnside (2.7.00.96) The High Speed Internal Combustion Engine, Sir Harry Ricardo and J.G.G. Hempson (2.4.04.78) Cars of the Roots Group, Graham Robson (2.4.04.78) BRM - A Mechanic`s Tale, Dick Salmon (2.3.02.20) Carburettors on Australian Vehicles 1986-1998, Scott (2.6.02.77) Some Unusual Engines, L.J.K. Setright (2.6.01.98) Carroll Smith’s Engineer in Your Pocket (2.6.02.65) Competition Car Suspension – A Practical Handbook, Allan Stansford (2.6.01.64) The Lost Generation: British F1 Stars, David Tremayne (6.1.01.55) Three Men in a Hupp 1910-1912 – Around the World by Automobile 1910-1912, James A. Ward (2.11.00.52) Shelby, The Man, The Cars, The Legend (4.1.01.58) Advertising Alvis 1920-1966, Daniel Young (2.4.04.77) Reg Parnell, Graham Gauld (4.1.01.62) Grand Prix Racing 1906-1914, T.A.S.O. Mathieson ( – ) From Cycle Car to Micro Car, Mike Worthington-Williams (2.4.01.06)

Ian Smith

On Our Selection

(extracted from an interview with Stirling Moss by Alan Brinton in 1962) A.B.:

S.M.:

A.B.: S.M.:

A.B.:

I hear rumours from the [United] States that they want to make the use of safety belts compulsory.

I’ve heard the same rumour. On the West Coast, the race organisers do make drivers use them. … and your views on that?

If an organiser insisted I use a belt in an open car I would refuse to drive. I think that a shoulder harness in a saloon car can definitely be useful, but even then it should be left to the individual to choose whether he wants it or not.

Do you think there is any chance of European race organisers trying to insist on seat belts?

Coventry Climax FWA Engine

PETROL FUMES

COMING MEETINGS 18th April –

16th May – 20th June –

French Vehicle collections and other interesting stuff – a picture night guest speaker Annual General Meeting

COMING EVENTS 13th April – RAA Trophy Day 1st June – Around the Houses – come

and enjoy a wander through these very

interesting garages.

30th June – South to North Crossing Centenary. Farewell

the 1908 Talbot from Torrens Parade

Ground. Vehicles should arrive for display by

9.15am.

30th June – 2nd July – Three day rally to Kapunda & Burra in

conjunction with the Talbot Travelling

Exhibition. See SCC Newsletters for details.

27th April – 2nd May, – National 1 & 2 Cylinder Veteran Rally, Forbes,

NSW. Over 100 vehicles are now entered for

this, so don’t miss out. Ring Russell Holden

02 6732 4509 for last minute entries.

26th October – 2nd November – National Veteran Rally, Canberra. Entry

forms still available from Chris 8278 8465.

Quite a few South Aussies are entered for

this event.

3rd – 8th May, 09 National Veteran Rally, Naracoorte.

Expressions of Interest Forms are now

available for this event. Please contact SCC

office on 8373 4899 for a copy. We hope to

see a large SA contingent for this rally, so

book your holidays now for May 2009.

SOUTH TO NORTH IN 1908: FIRST ACROSS AUSTRALIA BY CAR The 20th of August this year will mark the centenary of the completion of the first crossing of the continent by motor car from the southern start point of Adelaide, to Port Darwin - an epic journey undertaken when motoring was still in its infancy.

A first attempt by Harry Dutton and Murray Aunger with a 20hp Talbot named “Angelina” left Adelaide in November 1907 but stalled near Tennant Creek after a combination of mechanical failure and wet weather meant further progress was impossible for the time being.

They returned to Adelaide on horseback and for the second attempt a new, more powerful 25hp Talbot was obtained. This car, registered No 474, left Adelaide during the winter of 1908 and they were joined at Alice Springs

by Ernest Allchurch, a telegraph station employee.

During this second trip they met with

the hardy Francis Birtles, who was then undertaking a 20,000 km bicycle ride from Perth to Melbourne, Sydney, Brisbane, Darwin, Alice Springs and Adelaide (!)

Reaching “Angelina”, repairs were made and both vehicles proceeded towards their goal through extreme conditions, including long grass which in some places was burning, dry ground with cracks more than 30cm deep, river crossings, and growths of dense saplings; the latter providing some of the toughest going in the entire adventure. One 8 km section had taken 5 hours to traverse.

History was made when the two cars at last made it to Port Darwin, and “474” is now displayed as a highly prized exhibit at the National Motor Museum, Birdwood.

To mark the centenary of what is a truly remarkable event in Australian motoring history, “474” will this year be retracing the path forged by Dutton and Aunger. Given the unique and irreplaceable nature of this valuable vehicle, a driven reenactment over the full distance is out of the question: accordingly the car will, on a purpose-built trailer displaying information and photographs of the journey, be transported to various key locations along the way where it will be offloaded and driven as a display so that people, and in particular school students, may gain a feel for just how determined and resourceful these early and intrepid motorists were in accomplishing such a feat.

Dates for the celebration of the crossing as follows: Depart Torrens Parade Ground, 10am, 30/6/2008.

Early vehicles are invited to assemble at the start to farewell the Talbot. It is anticipated that a 3 day journey to Kapunda and Burra will accompany the first few days of this event. More details on this in the SCC Newsletters.

Kapunda Burra Peterborough Orroroo Hawker Parachilna Alice Springs Darwin

30/6 – 2/7 3/7 – 4/7 5/7 – 6/7 7/7 – 8/7 9/7 – 12/7 13/7 – 15/7 25/7 – 3/8

ARRIVE 20th August 2008

The Talbot claim appeared not to too far fetched (left) The Talbot being towed through deep sand (image from Brooks Book No.11 in the Eric Rainsford Library, (top)

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PETROL FUMES November Meeting

The November meeting saw two magnificent Derby Bentleys on display. 85 members were enlightened by their owners. David Prince talked about his lovely 1934 3½ litre two door model and Trevor Shephard about his 1935 3½ litre four door saloon. As the evening passed some light hearted banter took place between the two owners which gave us an even greater insight into the two motor vehicles on display.

An enjoyable evening.

David Prince’s 3½ litre two door coupé of 1934 (right) Trevor Shephard’s Park Ward bodied 1935 3½ litre saloon (below)

Belair Park Country Club Classic Section “Meeting on the Move” venue in January

Meeting On The Move Moving on to January 2008 when on Friday 4th. we held our annual Meeting On The Move. 122 members met at Victoria Park Racecourse to enjoy an interesting drive through the Adelaide Hills and finally arrive at The Belair Park Country Club for a very enjoyable meal. This Classic Event, the first for each year, is always very well patronized and we intend to continue to make it even bigger in the future.

February Meeting Our first meeting at the Clubrooms on the 1st. February saw 117 members delighted with the display of Aston Martins

December Meeting December, as every year, was Mercedes night, traditionally sponsored by BEA, and Peter Kay and Michael Polyonka explained the very highly technical attributes of the CLS350 four door Coupe and the newly released C320 CDI diesel four door saloon. Peter also explained about the new owner of BEA and hoped to continue their annual sponsorship of the December Classic Section Meeting.

91 members showed their appreciation of the long term relationship that BEA has had with the Sporting Car Club and, in particular, the Classic Section.

(cont’d page 10)

PETROL FUMES

David Paxton’s Aston Martin DB6 with Superleggera body by Touring of Milan

sion of this model Aston. Ian divulged that it was his 61st Wedding Anniversary that night, but it was OK with Shirley as he had taken her to dinner the night before.

Clive Jacobs was all smiles given the opportunity to show off his 2005 Aston Martin DB9. A magnificent example of today’s Aston Martin shown alongside the 1960’s models. The DB9 has a six litre V12 engine which sounded absolutely fabulous as Clive accelerated away from the Clubrooms after the meeting.

The Murray Meander Sunseeker for 2008 is now open for bookings. This three day Classic Event will visit the Murray Region with two night’s accommodation at the newly refurbished Loxton Hotel/Motel which includes evening meals and breakfasts. There will also be a lunch with a local Car Club and a conducted tour of a Historic Property. In addition there will be a Cruise on the Murray River Queen including morning tea and lunch. There are also trophies to be won and prizes galore so come and enjoy a weekend of touring and great company”

Gordon Taylor

Ian Brock’s Aston Martin DBS with pressed steel body made in U.K. on the stage. Ben Paxton of Paxton Wines at McLaren Vale brought his father’s 1965 DB6 painted in competition livery.

Owner David Paxton was delighted to sponsor the evening with some bottles of wine to raffle and additional wines for Ben to offer for tasting later in the evening.

To add to the display Ian Brock (left) showed his 1969 DBS which is a 6cylinder ver-

Clive Jacob’s magnificent 2005 Aston Martin DB9 with its beautifully appointed dashboard (centre, right) and the modern face of Aston Martin – the company was recently sold by Ford to a management buy-in.

Paxton’s – our sponsors for the night – and their distinctive product available for tasting on the night.

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PETROL FUMES collectors’ piece. From that time on it has been used sparingly and has travelled a relatively modest 140,000 miles. As those who visited on the day will attest this unrestored vehicle is in excellent condition. Trevor attributes this to regular servicing by a Mercedes expert. This is a rare car indeed – just 3270 were manufactured!

1930 Chrysler 77 Royal Coupe

Chrysler produced a wide range of cars during this period – everything from basic transport to powerful luxury cars. The 77 Royal Coupe was second only to the top of the range Imperial.

The standard 77 Royal Coupe was priced at a substantial US $1725, the wire wheels on Trevor’s car were an add-on from the extras list. The Chrysler was an advanced car, having 4 wheel hydraulic brakes and a disposable oil filter.

They were powerful cars, the model description indicating the top speed of which the car was capable. Trevor finds this a delightful car to drive but admits that, despite having driven cars with crash gearboxes for over 60 years, the Chrysler box is not the easiest to use – just as well then that the long stroke 268ci engine reduces the need for gear shifting!

This particular car was fully imported by Chrysler distributor, Lanes’ Motors of Melbourne. Some long standing SCC members recognised this car as formerly belonging to the late Ian Hunter.

Ian purchased the car in 1965 and completed restoration prior to 1970. Trevor purchased the car in 2000.

VINTAGE REPORT By the time you read this my term as Chairman will have all but expired.

I would ask that you please consider accepting nomination for this position or at least a position on the committee. All clubs need new ideas and what better way to get them than with new committee members!

We, and indeed all historic car clubs, are facing the challenge of an ageing membership. While some vintage events have been well attended, many have not. To combat this and to ensure our section remains viable we are arranging more events in combination with the other historic sections. These events should offer more interest as we can peruse cars with which we are less familiar and meet some new faces. So, please support these events!

In an earlier addition of Wheelspin I reported on the successful “around the garages” event held on 10/6/2007.

One of the garages visited that day was that of non-member, Trevor Shepherd. Trevor subsequently provided details of the interesting cars seen during that visit. Space precluded providing such detail earlier but we can now provide some detail on just two of Trevor’s eclectic collection ….

1970 Mercedes 280 SE 3.5 coupe The W111 coupe body was introduced in 1961. The 3.5 V8 engine version was offered during 1970/1971.

Trevor had earlier owned a 250 SE coupe but found this to be somewhat underpowered.

In 1976 he saw the example he now owns for sale at Scandinavian Motors (a company now long gone).

The car was in excellent condition and had travelled just 48,000 miles.

He purchased the vehicle and used it as his everyday car for 12 years before retiring it to the garage as a

As space permits in future editions of WheelSpin, I will detail some of the other cars admired during our visit.

Andrew Christophersen as no photos were provided for Trevor’s cars, the two images shown on this page are merely indicative of the cars described

PETROL FUMES some of these king pin / pillars so worn and the bottom rebound spring area smashed off that they are right through to the oil chamber. This must have caused intolerable wheel wobble - a not unknown Lambda problem.

Also the fact that the deficiency of head studs (only six) caused problems with water leaks from the head gasket was known to the factory - they even supplied a spare head gasket in the tool kit. And if they could put 27 screws around the cylinder head water jacket plates why couldn’t the factory redesign the head/ cylinder block to include more studs? It should not have been too difficult. A golden opportunity to redesign this area was lost when the change was made to the tipo 78 engine; and why with the known water leak problems the factory sent these cars out without a temperature gauge is another puzzle to me.

A banjo type differential housing would have been a decided advantage instead of the split-down-the-centre-line-type with tie bar underneath; this design is much weaker than a banjo housing type and is prone to more oil leak problems and is old fashioned.

The vehicle is otherwise of good design even if the later torpedoes must have been more difficult to make due to insufficient press shop power, and must have caused untold headaches for the body shop people to rectify the warped side panels after being hand beaten over formers. All I can say to this is they must have had very cheap labour and lots of it.

The cars by and large are easy to drive once you get used to the gearbox which I think is a bit tricky to master but is otherwise robust. I have a gearbox here which has been “reworked “ on the third to top gear engagement in the interest of better gear changing - done many years ago by the look of it. The car has light steering and a very good turning circle and good brakes and good accessories (lights etc.). They were not cheap cars, mine costing £A950 when new, an allowance of £A425 being made for a trade-in 7th series torpedo. I would say a good car spoilt a bit by old fashioned ideas and poor ongoing design .

Denis Basson

1928 Lambda Torpedo seen at Lancia Castlemaine Rally October 2007

Lancia Lambda – some thoughts from an owner

I have owned a Lambda sedan 8th series for about 40 years but have not used it very much, and have had an interest in them for much longer than that. But some aspects of the design and their continuing use have puzzled me.

Why did the factory continue with the front suspension design as it was first made? Surely the fact that it wore badly at the bottom guide due to no dust or water cover provision at all, was apparent early enough for a redesign to have been effected. The wearing of this guide causes a lot of trouble: the more it wears the more the king pin/pillar gets broken at the bottom caused by it striking the bottom rebound spring at an angle, and so aggravates the problem. I have seen

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14

REARVIEW MIRROR THE AUSTIN A90 ATLANTIC The Atlantic was a pet project of Austin’s boss, Leonard Lord.

He sketched what he thought the car should look like in order to attract the target American market. Influencing the design was the sneaky acquisition of a Pinin-Farina-bodied Alfa Romeo from Geneva in 1946, from which the Atlantic took the chrome edging round the bonnet.

The Atlantic’s sweeping line from the top of the front guard to the rear bumper was a design statement copied by a number of manufacturers in the late forties such as the Daimler Special Sports

by Barker, the LeaFrancis 18H.P. saloon, the Hooper “Empress” bodies on Daimler and Rolls-Royce chassis and Armstrong-Siddeley Sapphire.

When Len saw drawings of the Atlantic body, he immediately decided the bonnet line had to be lowered by some four inches (10cm). To achieve this, the in-house Zenith Carburettors had to be dumped in favour of their rival Nuffield’s S.U.s.

A problem encountered during the car’s development was scuttle shake. The two doors were so large that body stiffness was reduced to the point that scuttle shake was at a level that threatened the marketing of the car. A number of fixes were tried without success. Fortunately, Austin had recruited an aircraft structural engineer who recommended that a sheet of steel be fixed above and below the chassis frame. This fixed the problem.

The car was first shown at Earl’s Court Motor Show in 1948.

Although it caused a sensation, orders did not flow.

To increase sales, Alan Hess, Austin’s Public Relations man obtained approval from Leonard Lord to run an Atlantic for seven days and nights at the Indianapolis Speedway in the United States. Alan’s fellow drivers were Charles Goodacre, and Dennis Buckley with pit manager S.C.H. Sammy Davis.

In spite of Britain’s currency restrictions in 1949, this enterprise was successfully carried out between 12th and 19th April.

In all, 63 American stock car records were established or broken. Neither this achievement nor a price reduction of US $1000

had the desired effect and only some 350 cars were sold in America. Americans preferred European cars to look European, like Volkswagen and MG, a fact that was emphasised with the launch of the Austin-Healey – fitted with the Atlantic engine and gearbox – which sold in its thousands.

At the 1949 Earl’s Court Motor Show, a hardtop saloon was

exhibited and during 1950 the convertible was phased out. Production ceased in 1952 after nearly 8000 cars were built, divided equally between convertibles and hardtops.

Our car is a convertible ex-factory September 1950 and we have travelled extensively in it – to Hervey Bay in Queensland, Perth in W.A., Tasmania, and this year we plan to travel to Tamworth. Since buying it from Miller Films (‘Mad Max’ and ‘Babe’ films), it has given us a great deal of pleasure. It always brings a smile to anyone who sees it.

Alan Carter

SOURCE: ‘THE AUSTIN’

BY BARNEY SHARRATT

Design sketches by Leonard Lord (top, left), Liz and Alan Carter with their ‘Atlantic’(left), Indianapolis team at American Stock Car Records run (top,right),

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TITLED PLEASURES

John Coles, SCC member and dog mechanic Basil with Maggie looking on

MEMBER HISTORY PROJECT This project has now been registered and approved by the Australian Sports Foundation in Canberra. Research of our first group of senior members is under way and recording will begin soon.

While the costs initially are low, the real expense comes later with editing and production. We would love to speak to club members who are in a position to support

this very worthy venture.

To learn more about what we are about to achieve, speak to Warren Schirmer at the SCC office. The benefit in donating to this project through the ASF is the taxation deduction that is allowed.

Graham Boulter Vice President

MICHAEL GASKING’S ARISTOCRATIC RACING PERSONALITIES The headline in ‘Modern Motor’ of January 1955 said, in 25mm high letters, “Grand Prix Win at 22”, and then a subheading, ‘Young Steve Ames, who started racing a few months ago, won the 1955 Queensland Grand Prix. Alf Cummings tells the story’.

Well, that might have been the story of the race which was also known as the Queensland Road Racing Championship, and which was held not long after the Australian Grand Prix at Port Wakefield, which gave Jack Brabham his first Grand Prix win, but it was not the story of ‘young Steve Ames’.

Before we attempt to answer who he was, where he came from, and where he went, we will note that the car he was driving had a significant South Australian connection. It was, arguably, Australia’s most famous Alfa, the ex-Scuderia Ferrari, Vittorio Jano designed Tipo B8C P3, previously driven to many sucesses by such legends as Achille Varzi, Luis Chiron, Count Brivio, Guy Mill, and others.

In Australia, it continued to rack up successes and much loved and very famous with Lex Davison, who eventually sold it to Steve Ames.

When Steve, flushed with his GP success, decided to go to England, or perhaps we should say return to England, he

advertised it for sale in ‘Australian Motor Sports’ in a half page ad for ₤1200 (A$2400). According to John Blanden, it was eventually sold for around $1750 and then spent some time languishing under a house in Toowoomba, before being restored and successfully campaigned during Laurie Rofe’s ownership. It was then sold to Doug Jarvis of Adelaide and continued to achieve success. In its last race in Australia it was driven by Gavin Sandford-Morgan at the 1967 Mallala Easter meeting.

So who was Steve Ames, the 22-year-old who had beaten the likes of Brabham, Mildren and Davison, and had humbled a couple of Cooper Bristols, a Lago Talbot and an HWM? He was Count Stephen Ouvaroff of Russian heritage. From Australia he went back to England where he competed in Formula 1, mostly in a Cooper, and subsequently became a works driver for the Ausper Formula Junior team. Auspers were built in London by Australians Tom Hawkes and Adrian Gundlach.

There was another South Australian connection in that they, at one stage, planned to produce a Formula 1 car using the Clisby F1 engine which for many years was on display in the foyer of the SCC. In F1 in 1958, he competed, with moderate success, against the likes of Brabham, Moss, Salvadori, Behra, Hill, Lewis-Evans, Bonnier, and Brooks. In 1960, he competed at the above Nürburgring event scoring a 3rd place, driving a Lotus 18 Ford.

It is believed that he was a frequent entrant of a 1903 De Dion in the London to Brighton run, and that he ran a dealership for

imported cars in London. He has now, apparently, a relatively high profile in London society and is involved in British-Russian relations attending British-Russian functions such as the Russian Summer Ball in London.

It has been quite a journey for Steve Ames, aka Count Stephen Ouvaroff.

Michael Gasking

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AT THE SHARP END NT speed logic?

Whatever the problem, it seems politicians can only blame speed.

How’s this for logic: NT’s then Chief Minister, when introducing the absolute speed limit of 130km/h, rationalised it thus: “We have a problem in the Territory,” she said. “We drink and drive, we go through red lights and we don’t wear seat belts.”

How does an absolute speed limit have any effect on any of those problems? Obviously it doesn’t, because since the speed limit was introduced last year, the NT road toll increased by 20 percent.

These are some of the cars in the Fremantle collection, many of which are rare or unique.

NO APRIL FOOL’S

DAY JOKE

The excellent Fremantle Motor Museum will be evicted from its Victoria Quay location on 1st April unless the Fremantle Port Authority can be convinced otherwise. Sixty cars worth over $25 million will disappear into storage unless a solution is found.

Museum owner Peter Briggs faces some tough decisions, one of which must be to sell off the collection with the inevitable result that some important cars will find their way overseas. He has suggested a solution

to the Port Authority but as yet they have shown little interest in coming to an agreement.

Messages of support should be sent to Graeme Cocks at “mail to”: cargcocks@fremantlemotormuseum.net” Messages of outrage should be sent to the WA government, the Fremantle Port Authority and The West Australian newspaper.

Paul Murrell

TUNNEL VISION Respected motoring writer Bill Tuckey, in an article in The Australian (Jan 9) suggests revenue-hungry governments are ignoring statistics as they hype the holiday road toll and focus on speeding to the exclusion of the myriad other reasons behind accidents.

Over the past five years the road death toll has largely plateaued.

In the same period total national vehicle registrations have risen from 13,162,000 (10,365,000 passenger vehicles) to just over 14,800,000 (11,510,000 passenger vehicles). During 2007, an average of 9200 new (and safer) vehicles came on to the roads each month.

Despite the increased number of vehicles, the death ratio per 100,000 has been generally consistent. Due to improved vehicle impact performance, faster paramedic response and more effective medical intervention, injury totals have actually declined significantly.

The “holiday period” runs for 13 days (midnight December 20 to midnight January 4). In 2006 (latest figures available), 62 people died, an average of 4.7 deaths per day. For the entire year, 4.38 people died per day and during the lethal Friday to Sunday period the average was 5.4.

For the five days of Easter 2007, the average was five deaths a day.

In other words, holiday periods are no more dangerous than the average weekday and safer than a normal weekend, despite the additional holiday risk factors of greater distances covered, heavier traffic, bigger passenger loads, drivers unfamiliar with long distance driving and the roads they are using, more distractions and greater alcohol consumption.

Fatal car crashes are attended by local police rather than an elite crash investigation unit. In the absence of any obvious evidence of alcohol, drugs or involvement of another vehicle, the inclination is to tick the box marked “speeding” as the cause. Never mind that it could be caused by bald tyres, scored brake discs, no seatbelts, loss of vision through sun glare or defective wipers, tired suspension and steering or even a huntsman spider falling into the driver’s lap from the sunvisor.

There is never a single reason for a crash. Every crash is the result of a series of occurrences lining up in the wrong sequence. However, officials refuse to acknowledge that factors such as vehicle roadworthiness, road engineering or maintenance, weather or even inserting a new CD may be significant.

US research on fatal crashes found excessive speed to be a small or negligible factor, instead blaming driver inattention, “failure to see” and loss of control as the most common causes.

But the advertising and propaganda campaign against speed and alcohol continues, reinforcing the common attitude that if road users don’t drink and drive or speed, they’ll be safe. It reinforces the belief that if an act is made illegal, it will fix things.

However, people always ignore laws they consider illogical or unenforceable: tailgating, failure to keep left, use of mobile phones. Eighty two percent of the 1.07 million speeding infringement notices sent out in Victoria in 2005 were for speeds of less than 15km/h over the limit.

Several surveys have confirmed the frightening statistic that 30 percent of disqualified drivers continue to drive. How can a speed camera change that?

The South Australian Government announced, in May 2005, that $35.6 million of its total road safety budget of $60 million would be spent on 50

AT THE SHARP END

LADIES QUESTION TIME

new red light intersection cameras, adding to the 12 already in place that generated $11 million in revenue in 2004. Official figures over eight years show that disobeying traffic lights was responsible for a mere 1.34 percent of fatal crashes. Where’s the cost effectiveness and logic in that?

All Australian states have shifted their emphasis from surveillance and visual deterrence to speed measurement, as if this were the main crash factor apart from alcohol (even when patrol cars are decorated in garish colour schemes, police persist in hiding them behind bushes to catch speeding motorists). This overemphasis on speed justifies ever greater spending on technology to trap more vehicle users. As mobile patrols vanish, we also lose the ability to check on people using mobile phones, driving with suspended licences, outstanding warrants, underage drivers, the wearing of seatbelts, lane discipline, tailgating, unroadworthy vehicles and a host of other infringements. it’s time for motorists to cry “Enough!”

on a wide and straight section of road, being bored out of one’s wits with the slow progress. Contemporary cars are designed and are meant to travel more quickly than 30 years ago.

Thanks to Bill Tuckey for approval to paraphrase and quote from his article for WheelSpin

Paul Murrell DOES SPEED ALONE REALLY KILL? With reference to the above, your co-editor is throwing in his ha’p’orth of argument for good measure.

In 2006 the total fatality toll on Australian roads would have been just under 1600 given the figures by Bill Tuckey.

In the same period, total road fatalities in Germany were 5361. Comparing Australia’s population of just on 20 million with Germany’s 82 million means that our fatalities are a whacking 22% higher (give or take a fraction), despite traffic density over there being vastly higher. Germany is only slightly larger than ⅓ of the size of South Australia. The number of cars per head of population is roughly similar with 53m cars in a population of 82m. Just imagine some 82 million people with their 53 million cars packed into the southern bit of South Australia!

The important difference is that, generally, there is no speed limit on motorways in Germany outside the big conurbations. Drivers can, and do, travel at speeds of up to 245 km/h, the voluntary limit agreed with the car industry, achieved by governing engines to that speed.

According to the thinking by police and politicians in this country, such speeds would lead to unrestricted mayhem on our roads. That it is not so in Germany is a clear indication that this reasoning is questionable.

In fact, over many years, Germany has experienced a steady decline in road fatalities and that trend is continuing.

Incidentally, there is a speed recommendation on German motorways of 130 km/h. Despite traffic density often not permitting high-speed travel, this is the average speed that cars often maintain… the important point is that when traffic flow permits, or if a particular traffic situation requires it, a higher speed is not illegal and therein lies a safety factor.

Anyone who has followed a road rig with one or two trailers travelling at or near the speed limit knows the problem. Safe overtaking can only be achieved by breaking the speed limit, or else one sits behind a truck, belching diesel fumes, and getting slowly pickled with fuel particulates.

The difference must lie in driver training. More investment – and, for that matter, stricter rules in driver instruction and instructor’s training – would bring the fatality rate down regardless, whether we travel at 100, 110, or 130 km/h on our open and generally well built roads. “P” plates just do not do the trick, but well trained driving instructors would.

The conclusion must be that our pockets are being picked by the police collecting revenues, but achieving little in reducing the road toll.

Given the very low traffic density on most roads outside our major cities, a 130 km/h limit on major roads would bring increased safety rather than higher fatalities. It would relieve the boredom of sitting on 100 km/h

Some goody-goody gumboots have tried time and again to impose a speed limit on German motorways but to no avail. Voters would simply wipe the floor with a government that was brave enough to try this, and that is despite the fact that the Green party has a much stronger presence in parliament over there than in Australia. Here, motorists, in contrast, seem to take speeding fines on the chin. Good sports!

Michael Wapler LADIES’ QUESTION TIME

The answer to January’s Ladies’ Question time is Peter Fonda in his iconic road movie, Easy Rider. Also starring Dennis Hopper and Jack Nicholson with the great sound track by Steppenwolf. The movie actually saved the ailing HarleyDavidson company from extinction.

The chopper (left) is a replica. The original choppers were stolen from the movie set before the filming ended.

LADIES’ QUESTION TIME FOR APRIL Had your elders been in Paris in the 1930s and bought some painting or sculpture from this man, the investment would have beaten any superannuation scheme ever.

Becoming famous after the war, he could afford the sports car in which he is a passenger here, but cars were not his passion, instead he preferred the company of ladies, some of whom he immortalised in his paintings. Who was this man, originally from Málaga in Spain, but with Basque roots? His anti-war painting “Guernica” should give you a clue.

Answers please to: Michael Wapler at: miwap@ ozemail. com.au

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WALTZING VIENNA

This 1960 Bentley S II Continental Coupé with Park Ward body went for €80,000 (A$130,000)

WHAT’S IT WORTH? We all like to know from time to time what our treasured possessions are worth, even if we do not harbour any thought of parting with anything in particular just yet. What better way to have a sticky beak at what others are prepared to pay than having a look at the auctions held by the great sales houses of the world.

Names like Sotheby’s, Christies, or Bonhams come to mind, quite apart from the special auction houses for historic cars, like Shannons in Australia and other famous names elsewhere. But have you ever heard of the Dorotheum?

It is actually the grand daddy of them all. The oldest in the world and one of the largest to boot. It was founded in 1707 by a Habsburg emperor – Joseph I no less – and it acquired its name from its domicile, a splendid palace in Vienna that had previously been home to the monks of a monastery dedicated to St. Dorothea.

With a team of 400 employees, many of them highly specialised in their various fields, and with subsidiary offices in Prague, Brussels, Munich, Milan, and Tokyo, to name just a few, it is an international operation of high repute and range.

Of course, cars are only a part of the story, but it is not difficult to gauge the quality on offer when looking at some of their recent sales.

The Dorotheum, museum-like in its splendid setting, is well worth a visit, when meandering through Vienna. In true Viennese style, you can take your coffee and Sachertorte in style in the Dorotheum’s own café.

Their car auctions are organised by the Salzburg office just to give you an extra incentive, if that was needed, to visit the town of Mozart.

Some 600 auctions are conducted every year, many in the area of painting and fine art, jewellery and watches. Well, there has to be something in it for the lady of your heart as well. Alternatively, she could have bought you an historic Patek-Philippe wrist watch which was knocked down – or does one dare say knocked up – at € 390,000, a cool A$ 650,000.

To visit from your armchair go to: www.dorotheum.com/sbg and click on “English”. The website will provide you with dates of forthcoming car auctions and other information.

For €55,000 (A$92,000) you could have taken this 1931 Chrysler CM Rumbleseat Roadster home with you

A snip at €31,400 (A$52,000), something for the De Dion collector

Michael Wapler

This much sought after 1968 Mercedes 280 SE cabriolet found a buyer at €71,200 (A$119,000)

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OUT AND ABOUT

TRAVEL BUG With today’s air travel still cheaper in real terms than in years past, more of us head off to foreign shores and we do this more often. While family travel overseas may focus on visiting relatives, seeing the sights, or culture vulturing, the car buffs among us usually hanker after visiting car and technical museums. Of these, there is such an embarrassment of riches, especially in Europe – the birthplace of the motor car – that it takes some discipline in the travel plan to make the right choices.

In this new series of Travel Bug, I will group places of interest to the motoring enthusiast, and his better half, within comfortable driving distances and will endeavor to provide you with additional information, where available, on where to stay and where to have some decent nosh.

It would appear appropriate to begin in the area around Mannheim, where in 1883, Carl Benz founded “Benz & Cie. Rheinische Gasmotorenfabrik”. Apart from making gas powered stationary engines, Carl Benz and his technicians worked on the concept of an automobile and on 29th January, 1886 the Imperial Patent Office of the German Reich registered patent No. 37435 in Carl Benz’ name for the first motor vehicle powered by a combustion engine.

When the factory outgrew its Mannheim premises, a new factory was built in nearby Ladenburg which started making Automobiles in 1909. The company was now in the sole ownership of Carl Benz and his two sons, Eugen and Richard and was re-named C. Benz Söhne. Ladenburg will be the hub of the first group of museums in this series and where better than to start your journey at the Automuseum Dr. Carl Benz, a small venue actually situated in Carl Benz’ 1909 factory premises. You could hardly be closer to the dawn of motoring.

AUTOMUSEUM DR. CARL BENZ Am Sägewerk 6 - 8 68526 LADENBURG Germany tel. +49 (0)6203 181 786 fax +49 (0)6203 2503 opening hours: 14.00 to 18.00 hrs Saturdays and Sundays ONLY group bookings by arrangement, contact: Winfried A. Seidel website: www.automuseum-ladenburg.de catering: in house by arrangement, alternatively in Ladenburg: “Zur Sackpfeife” (Bag Piper’s Inn) hotel: Leonardo Hotel, 21 Benzstrasse, Ladenburg bookings: www.bookings.de This is small private museum with some real gems among them. One of them was the private car of Carl Benz

OUT AND ABOUT and the other a company car of C. Benz Söhne, the last surviving Benz cars made in the Ladenburg factory.

Mr. Winfried Seidel, the museum’s enthusiastic owner will make your visit a memorable one. As this is a small collection of about 40 cars, it could be seen as a light start after a long overseas flight.

The next museum is on an altogether grander scale and is a must for any technology afficionado.

It is only a shortish driving distance away from Ladenburg, admittedly along some of Germany’s most congested motorways. The huge exhibition area (16,000m² under cover, 150,000m² open air area) has more than 70 aeroplanes, 40 historic fire engines, 20 locomotives, and a complete walk-through submarine on show.

There is a collection of more than forty historic automobiles, some very rare or unique. Over and above, the museum houses the Winkler collection of historic military uniforms, particularly of the Prussian and Württemberg Armies.

There is an interesting museum department, particularly for the ladies, – the Wilhelmsbau collection – comprising historical fashion, objets d’art, dolls, toys, and mechanical musical instruments.

Allow yourself at least one full day in Speyer or you may regret not having enough time to take it all in. There is an IMEX movie

Am Technikmuseum 67346 SPEYER Germany tel. +49 6232 67 080 fax +49 6232 670 820 opening hours: daily 09.00 to 18.00 hours e-mail: speyer@technikmuseum.de www.technik-museum.de catering: restaurant hotel: Hotel am Technikmuseum bookings by e-mail: info@hotel-am-technik-museum.de www.hotel-am-technik-museum.de Auto & Technik Museum Sinsheim, not far down the Autobahn from Speyer, completes this group of museums in close vicinity to each other around the city of Mannheim. The Sinsheim museum is the sister museum to the one in Speyer and, while its emphasis is more on cars, there are 300 of those, there are also aeroplanes, among them a Concorde and its illfated Russian counterpart Tupolev 144 - sometimes dubbed “Concordsky” due to its striking similarity to the British/French effort.

AUTO & TECHNIK MUSEUM SINSHEIM Obere Au 2 74889 SINSHEIM Germany tel. +49 7261 92 990 fax +49 7261 13 916 opening hours: Mo – Fri 09.00 - 18.00 hrs,

Sat & Sunday 09.00 - 19.00 hrs. e-mail: info@technik-museum.de www.technik-museum.de

theatre and the exhibits are housed in heritage listed buildings.

Within walking distance you will find one of Germany’s finest romanesque churches “Dom Speyer”, a World Heritage site, dating back to the 11th century. It is a must see!

TECHNIK MUSEUM SPEYER

catering: restaurant, bistro and café hotel: Hotel Sinsheim adjacent to exhibition grounds bookings: info@hotel-sinsheim.de www.hotel-sinsheim.de Most of the websites are available in English to help you arm yourself with more information. The sites of the latter two museums are very comprehensive and are worth looking up in their own right.

In the next issue of WheelSpin, space permitting, we plan an introduction to a group of museums in Italy.

Michael Wapler

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24 14

OUT AND ABOUT

ROYAL ADELAIDE HOSPITAL RESEARCH FUND BBQ When Sporting Car Club Volunteers are called upon, there is always a quick response. Before Christmas the Research Fund of the Royal Adelaide Hospital held a fund raising barbie which was attended by members of the Sporting Car Club.

Members Rob Thompson, John Ellis, Mal Hosking, Bob Cornett, and the “Dancing Flag Man� of Adelaide GP days fame, Glen Dix, were busy keeping the crowd well fed. Their effort contributed to raising $4715.05 for medical research.

It amply demonstrates, if proof was needed, that we are not just a bunch of petrol heads but care for the community we live in.

Well done Fellow Members!

REARVIEW MIRROR

25

THE DART GOGGOMOBIL Australia has seen some weird automobiles on its imports list, and one of those must be the Goggomobil. A micro car, imported from Germany, does not at first sight anyway, appear to suit the Australian market, where big V8s and 6s dominate, today as they did then.

Sydney importer, Bill Buckle, thought otherwise and through him the little import was transformed not only into an Australian motor car but into something, that was not only better looking than its original version, but was successful to boot.

This is the story of the Dart, but before that came Armstrong Siddeley, Citroën, Borgward, Goliath, Lloyd, and de Soto trucks, all brands Buckle Motors had been importing since the end of WWII. Bill Buckle, had inherited the company from his father but left to travel to England where he became interested in the making of fibreglass bodied sports cars. Back in Australia he teamed up with Ron Tauranac and together they built a prototype. They then created a completely new coupé body and eventually built about 25 of these with Ford Zodiac running gear.

Buckle Motors were eventually sold to an investor in 1961, but even before that, Bill had turned his attention to another car maker. In 1958, he had travelled to Germany to meet Hans Glas, the patriarch of the Glas manufacturing group, of which the Goggo car manufacturing company was by now the most important part. He came away with the franchise to manufacture the Goggo range in Australia,

✄

Fleurieu Group of the Sporting Car Club Swing into MAY DAY Car run and luncheon WHEN: Sunday 4th May 2008 WHERE: Starting from the Goolwa Regatta Yacht Club at 10.15am CONCLUDING: At the South Lakes Golf Club, Billabong Rd. Goolwa SA COST: $35.00 per person {as last year} Full bar facilities at reasonable prices, Includes a complimentary drink on arrival. A sumptuous 3 course lunch prepared by the Chef of the “South Lakes Golf Club” restaurant, seated in air conditioned comfort and overlooking the golf course. Guest Speaker, Auction. So “Putt Putt” down to Goolwa and Enjoy the Fun! Bookings close 11th April 2008. Book NOW or you MAY miss out.

Please complete and return with payment to: Ali Roscrow Fax 08 85552210 P.O. Box 181 Phone 08 85552029 Goolwa SA 5214 Cheques Payable to: Sporting Car Club of SA Inc. Name {person making booking} ------------------------------------------------Address--------------------------------------------------------------------------------------------------------------------------State---------POST CODE-------------Total Payment $------------- For ----------People Contact Phone vegetarian

No:

---------------------------------Please

advise

if

“Please circle” CASH CHEQUE MASTERCARD VISA

Name of Card Holder------------------------------------------Expiry Date --/-Signature----------------------------------------

There was even a little fibreglass bodied van, similar to one Goggo made in Europe.

WheelSpin believes there is one of these presently in the process of restoration. albeit not with pressed steel, but fibreglass bodies.

Bill brought out one of the little Goggomobils from Germany and started making a mould. He then began importing the underpinnings, engine and gearbox from the Glas works. Eventually, they made bodies not just for the tiny saloon, but there was a coupé and a little sports roadster, the Dart, which appeared first in 1959.

The Dart turned Continued on page 27

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out such a pretty little thing, even the people at Goggo thought about bringing it back to Germany. However, after some evaluation in Bavaria, there were doubts about the rigidity of the fibreglass body at a time when roads in Germany were still pretty rough and potholed.

Buckle even made a little town delivery van based on the Goggomobil. All in all, Bill Buckle reckons that they made somewhere between 3- and 4000 Goggos, while the factory archives point to somewhere near 5000.

The – admittedly – lightweight car was quite lively, despite its tiny 400cc two-stroke engine. That was in part due to a responsive constant mesh 4-speed gear box and very flat cornering.

On one occasion, some Goggo enthusiasts came out from Germany with two cars and went on a round trip of Australia, including a side trip to the Red Centre. The owners of the Wilmington Toy Museum must have wondered whether a donation of a somewhat larger than usual model car was coming their way. However, the tiny cars did their duty and were duly shipped back to Germany.

There is a lively Goggo scene in Australia with a Goggomobile Register, but not a club as such. One enthusiastic Australian owner keeps his Dart in the study of his home.

To this day, Shannons, the insurers and one of the SCC’s main sponsors maintain a small fleet of Goggo Darts which are used for advertising photo shoots and exhibited at motoring events such as the SCC’s Vmax Section’s ‘Small Car Sunday’.

Starting from the next issue, there will be a potted history of the Glas manufacturing company and their products right up to the company’s sale to BMW in 1966. Dingolfing, the small Bavarian town where Goggos used to be made, is now home to BMW’s largest production plant worldwide.

Some of the information in the above article was sourced from an interview with Bill Buckle

by Patrick Quinn which appeared in Australian Classic Car in July 2004

Michael Wapler

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Bathurst Motor Festival

…a South Australian perspective To begin with, it is safe to say that everyone was very excited about the prospect of racing at Bathurst. Dale Yude must be congratulated for having the “right stuff” in making this happen.

Given that nine years had passed since our last outing there, the challenging circuit would be new to most. To put it into one word, the general consensus is that the track was “awesome” That’s an understatement, but each driver has his story.

Gavin Porteous: Big Gav raced sidecars there for 15 consecutive years, was on the pace from the beginning, and hitting an oil spot at the Dipper was his only hiccup which resulted in a DNF in race 2 Grid one. He atoned in race 3 (from a long way back to 6th place) and was easily as good as V8 Supercar driver Paul Morris in the ex Neville Haley car.

Neil Corey: Two previous outings at the mountain. Wherever he goes around Australia Neil is always in the mix. Troubled by rear brake problems early. Did both grids, best result 2nd place Race 1 Grid 2. Had an early start in Race 2, Grid 2, departing when the red lights came on. The drive through penalty resulted in the most watched drive of the meeting (25th to 6th place). Now that’s hard charging.

Graham Boulter: Fifth time at Bathurst, qualified poorly in Grid 1 (24th) better in Grid 2 The old bloke had a few problems but did well to finish 12th Grid I and 7th in Grid 2. Frightened the living daylights out of himself and everyone else when he spun and parked it in the middle of the track at Murray’s while in 5th spot.

There were about 28 cars still coming!

Greg Goding: Did both Grids and used the word awesome 387 times on the weekend. Performed well and we think he may have enjoyed himself. Car ran well other than breaking a gear

shifter on the last lap of Race 2 Grid 2. Ask Greg about the new dance craze… it’s called ‘The Bathurst’.

Daryl Crouch: Another first timer, enjoyed himself immensely.

Daryl also competed in both grids and following on from a good finish to 2007, did quite well in grid 2. Had a big lose at Murrays and scared himself a little. Richer for the experience.

Dean Nicolo: Down on power, Dino struggled a bit, an early crash at Forrest Elbow didn’t help his cause, moving the diff across considerably. Loved the track but expected to do a little better. We are sure Dino will be back to his best form soon.

Graham Mason: Mace had a shocker. He was on the pace but ran the main bearings on Friday and threw the towel in. Regrouped and rebuilt the engine for Saturday only to be sent back from form-up as a retiree. Got that sorted but did the same thing to the engine again. Not a happy chappy, but that’s motor racing.

Denny Couprie: Brought the car home unmarked. Replaced a rear wheel bearing but other than that went well.

Loved the opportunity to race on the iconic track and made the most of it. Had a lot better time than Dino and Mace.

Michael Pratt: Just managed to get an NC license, traveling interstate to do his flags. His venture ended in tears at the top of Mountain Straight in the last race but not before he put in some

PETROL FUMES above the Cutting. The crew fitted a spare head and Trev was back on the track and completed both races for Grid 2. A huge effort for Trevor to get to Bathurst, given the time frame and with his new crew we hope that we will see more of Trevor.

Typically, when at the track, home or interstate our boys help each other through thick and thin. Really a reflection of the whole category and something of which, Australia wide, we should all be very proud.

The fastest lap of the meeting was by John Wood , 2:58.3446, which was a fair bit quicker than most of us. Porteous and Corey being the only South Australians to manage a 3:00 lap. The good news was that although we paid through the nose, we all used the same fuel. Terrific to catch up with some old mates as well, and isn’t Ian Mundell an example to us all.

Graham Boulter

good performances. Good effort given his lack of experience.

Ryan Crosbie: Could not miss this opportunity. Hard to believe Ryan is only 22.

Brought his dad along for moral support, as if he needs it! Had a couple of glitches (head gasket and harmonic balancer) and a monumental 360 in the Dipper, which was captured on in car video. Now “stoney” broke but reckons it was worth it.

Peter Ware: A very happy man. Did not need to fix anything and brought the car home without so much as a scratch having raced side by side at times. Peter competed in both grids and finished 17th in Grid 2, not bad considering his budget and time in HQs. Trevor Davey: Chucked a fan belt and the resultant overheating damaged the head leaving the car precariously placed just

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