CLASSIC, VINTAGE AND VETERAN MOTORING FOR 77 YEARS
No. 384 October/November 2023
New Zealand’s Foremost Historical Motoring Magazine $8.95
ROTORUA ON THE ROAD 2023 SULPHUR CITY RALLY
OUR BIG DAY OUT 9 418979 000012
DAFFODIL RALLY FOR CANCER 2023 DROP DEAD BEAUTIFUL
1959 CADILLAC HEARSE
PANTHER
THE ELUSIVE MOTORCYCLE
SUBSCRIBERS DIGITAL ISSUE DRIVING OUR HISTORY
From the Beaded Wheels archives comes this photo of G C Dennison’s garage, Eden Street, Oamaru, c. early 1930s. (Located opposite current Smith’s City premises.) We are unsure of the relation ship between G C Dennison and Frederick Ridley Dennison (1876–1960) who was an Oamaru mechanical engineer. A quick search on Wikipedia lists Federick Dennison as the designer and builder of New Zealand’s first indigenous motor car in 1900 and first bus in 1906. Photographs Required: Submissions of suitable prints and information are welcome. Post or email original photographs or high resolution digital files of historical interest with any available information to: beadedwheels@vcc.org.nz or Beaded Wheels, PO Box 2546, Christchurch 8140. Laserprints/photocopies are not suitable. Photos will be returned as soon as practicable.
NATIONAL OFFICE
The Vintage Car Club of New Zealand PO Box 2546, Christchurch 8140 Phone 03 366 4461 Email admin@vcc.org.nz
VCCNZ LIFE MEMBERS Andrew Anderson Roger White Norm Dewhurst Rod Brayshaw John Coomber
VCCNZ MANAGEMENT COMMITTEE PRESIDENT George R. Kear 027 221 4332
CLUB CAPTAIN NORTHERN REGION Glyn Clements 021 0833 4081 nicc@vcc.org.nz
president@vcc.org.nz
CLUB CAPTAIN SOUTHERN REGION Mark Wilkinson 021 168 6068 sicc@vcc.org.nz
IMMEDIATE PAST PRESIDENT Diane Quarrie 027 333 1329 pastpresident@vcc.org.nz
REGISTRAR Neil Beckenham 021 588 536 registrar@vcc.org.nz
SECRETARY/ TREASURER Vacant
SPEED STEWARD Ray Sanders 021 632 563 speedsteward@vcc.org.nz EDITOR, BEADED WHEELS Kevin Clarkson 021 0270 6525 kevin@vcc.org.nz
Rebecca George 021 293 7714 mgmt2@vcc.org.nz Andy Fox 03 314 3763
mgmt1@vcc.org.nz
Murray Trounson 03 339 8830 mgmt3@vcc.org.nz COMMUNICATIONS & MARKETING comms@vcc.org.nz ARCHIVIST Don Muller 03 385 6850
archivist@vcc.org.nz
Please note this information changes annually - these details are valid until the next AGM
VCCNZ BRANCHES A full list of branch addresses and contact details can also be found on the VCCNZ website at www.vcc.org.nz ASHBURTON PO Box 382, Ashburton 7740 ashburton@vcc.org.nz AUCKLAND PO Box 12-138, Penrose, Auckland 1642 auckland@vcc.org.nz BANKS PENINSULA 27 Showgate Ave, Riccarton Park, Christchurch 8042 bankspeninsula@vcc.org.nz BAY OF PLENTY PO Box 660, Tauranga 3144 bayofplenty@vcc.org.nz CANTERBURY PO Box 11-082, Sockburn Christchurch 8443 canterbury@vcc.org.nz CENTRAL OTAGO C/-114 Shortcut Road, Luggate, RD2, Wanaka 9382 centralotago@vcc.org.nz CENTRAL HAWKE’S BAY C/- 448 Tukituki Road, RD1, Takapau 4286 centralhawkesbay@vcc.org.nz EASTERN BAY OF PLENTY PO Box 2168, Kopeopeo Whakatane 3159 easternbayofplenty@vcc.org.nz
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FAR NORTH C/– PO Box 312 Kaitaia 0441 farnorth@vcc.org.nz GISBORNE PO Box 307, Gisborne 4040 gisborne@vcc.org.nz GORE PO Box 329, Gore 9740 gore@vcc.org.nz HAWKE’S BAY PO Box 3406, Napier 4142 hawkesbay@vcc.org.nz HOROWHENUA PO Box 458, Levin 5540 horowhenua@vcc.org.nz KING COUNTRY C/- 923 Taringamotu Road, Taumarunui 3994 kingcountry@vcc.org.nz MANAWATU PO Box 385 Palmerston North 4440 manawatu@vcc.org.nz MARLBOROUGH PO Box 422, Blenheim 7240 marlborough@vcc.org.nz NELSON PO Box 3531, Richmond 7050 nelson@vcc.org.nz
NORTHLAND PO Box 17, Whangarei 0140 northland@vcc.org.nz NORTH OTAGO PO Box 360, Oamaru 9444 northotago@vcc.org.nz NORTH SHORE C/- 7 Godwit Place, Lynfield Auckland 1042 northshore@vcc.org.nz OTAGO C/- 125 Forbury Road, Saint Clair, Dunedin 9012 otago@vcc.org.nz ROTORUA PO Box 2014, Rotorua 3040 rotorua@vcc.org.nz SOUTH CANTERBURY 19 Redruth St, Timaru 7910 southcanterbury@vcc.org.nz SOUTHLAND PO Box 1240, Invercargill 9840 southand@vcc.org.nz SOUTH OTAGO C/- 1931 Breakneck Rd, RD 4, Balclutha 9274 southotago@vcc.org.nz SOUTH WAIKATO PO Box 403 Tokoroa 3420 southwaikato@vcc.org.nz
TARANAKI C/- 7 Leatham Ave, Strandon, New Plymouth 4312 taranaki@vcc.org.nz TAUPO PO Box 907, Taupo 3351 taupo@vcc.org.nz WAIKATO PO Box 924, Hamilton 3240 waikato@vcc.org.nz WAIMATE 4 Harris St, Waimate 7924 waimate@vcc.org.nz WAIRARAPA PO Box 7, Masterton 5840 wairarapa@vcc.org.nz WAITEMATA C/- 8 Jean Place, Stanmore Bay, Whangaparoa 0932 waitemata@vcc.org.nz WANGANUI PO Box 726, Whanganui 4541 wanganui@vcc.org.nz WELLINGTON PO Box 38418, Wellington Mail Centre, Lower Hutt 5045 wellington@vcc.org.nz WELLSFORD/WARKWORTH PO Box 547, Warkworth 0941 wellsfordwarkworth@vcc.org.nz WEST COAST C/- 143 Ward Street, Cobden Greymouth 7802, westcoast@vcc.org.nz
CONTENTS
Beaded Wheels Publisher
The Vintage Car Club of NZ Incorporated The Historic Vehicle Authority of New Zealand ISSN 0113-7506 Vol LXXIV No. 384
Issue 384 October/November 2023
Typesetting and Design
RGB Design & Print Ltd, Christchurch
Editor: Kevin Clarkson
FEATURES
Sub Editors:
Judith Bain Rosalie Brown Mark Dawber John McDonald Greg Price Charles Rushbrook
Material for Publication
Reports of restorations, events, road tests, historical and technical articles should be submitted to beadedwheels@vcc.org.nz. Email of text and photos is preferred, digital photographs should be high resolution eg 300dpi. Alternatively mail your contribution to PO Box 2546, Christchurch 8140, typed or neatly printed. No payment is made to contributors. The opinions or statements expressed in letters or articles in Beaded Wheels are the author’s own views and do not necessarily express the policy or views of The Vintage Car Club of NZ Incorporated.
Email beadedwheels@vcc.org.nz Advertising Enquiries
Classified and Display Advertising to: PO Box 2546, Christchurch 8140. Email beadedwheels@vcc.org.nz Phone 64 3 332 3531 Rate schedule available on request.
Back Issues Available on request to PO Box 2546, Christchurch 8140.
Correspondence & Editorial Contributions
Phone 64 3 332 3531, Fax 64 3 366 0273 PO Box 2546, Christchurch 8140. Email beadedwheels@vcc.org.nz
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Subscriptions
Beaded Wheels subscribers change of address to: PO Box 2546, Christchurch 8140. Phone 03 366 4461, Fax 03 366 0273 Annual subscription (6 issues) $52* inc GST Australian subscription (6 issues) NZ$112* Other countries (6 issues) NZ$185* Digital subscription (6 issues) NZ$39 available from vcc.org.nz or issuu.com. *Payment by credit card incurs additional bank fee processing charge of 3%
Closing Date for December/January
Editorial Copy 25 October 2023 Advertisements 10 November 2023
The Vintage Car Club of New Zealand Incorporated National Office Phone 03 366 4461 Email admin@vcc.org.nz
Postal Address: PO Box 2546, Christchurch 8140, New Zealand.
Address: 12 Aberdeen St, Christchurch, New Zealand.
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F.A.B. Virgil Behind The Wheel – Chris Leith’s 1955 Triumph 6T Thunderbird (Sprung Hub). 1929 Buick 55X Sports tourer project
1955 Triumph Thunderbird
10
1929 Buick 55X
16
Panther
24
Daffodil Rally for Cancer
40
Market Place
45
The Enamelled Badge The final instalment of Kevin Casey’s in-depth look at the history and process of vehicle badge enamelling. Triumph TR3A Pedal Car Chasing Panther Shadows
A Poor Man’s Ferrari? Furi 2 1959 Cadillac S&S Hearse A stunning restoration Motorcycle Pioneer Russen Lovegrove and his 1927 Norton 100mph racer Rally Snippets 38 Balcairn – Banks Peninsula Branch 39 R’oilcan – Waitemata Branch 40 Daffodil Rally for Cancer– our national day 2023 National AGM report
COLUMNS 4
President’s Message
44
Archivist News
4
Editorial Viewpoint
45
Marketplace
5
VCC Branch Events
50
Swap Meets & Rallies
6
National Office News
52
Trade Directory
7
Mailbag
54
Branch News
9
Timelines
66
Passing Lane
41
Awards
41
Book Reviews
COVER
Website: www.vcc.org.nz Copyright Information
The contents are copyright. Articles may be reproduced complete or in part provided that acknowledgement is made to “Beaded Wheels, the magazine of The Vintage Car Club of New Zealand Incorporated” as the source. Reproduction of articles must be at least 12 months after original Beaded Wheels publication date. Beaded Wheels reserves the right to digitally store all published material for archival purposes.
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One of Rotorua Branch’s most popular events is the Sulphur City Rally. Pictured here are this year’s P60V winners Bob and Debbie Ballantyne in their 1972 Holden Torana GTR, read more on page 61 Rotorua Branch Report. Photo supplied by Ronald Mayes.
61 The Fédération Internationale des Véhicules Anciens (FIVA) is the worldwide organisation dedicated to the preservation, protection and promotion of historic vehicles and related culture. The Vintage Car Club of NZ (Inc) is a founding member of FIVA. VCC Life Member Rod Brayshaw is the New Zealand delegate to FIVA and also a member of the FIVA Technical Commission.
DRIVING OUR HISTORY
PRESIDENT’S MESSAGE As I write my first president’s message, I feel very fortunate to be stepping into the role when the Club is in such a great position. We are financially sound; our national office has a team of two very capable administrators keeping everything running smoothly, and we now are using the latest computer software systems to manage our database of members and vehicles. The cost savings in bringing our systems up to date is significant and we can now communicate electronically with each member, making us more responsive and able to reduce the ever-increasing cost of the New Zealand mail system. Bringing our membership application on-line has further reduced costs and made it easier than ever for people to join and this has seen our membership grow to the largest it has ever been. Events such as our National Day have raised our profile and brought recognition to the Club to help drive this membership increase. We all owe a big thank you to Kaaren Smylie for her continued efforts to make this day such a success
as well as raise a significant amount for our chosen charity, The Cancer Society. While the weather played havoc for some branches around the country the majority of branches had their best turnout ever. We can’t rest on these laurels as there are plenty of challenges ahead for our Club, much as there are for all clubs around the country. I am a firm believer that the more you put into something the more you get back, so if you have the time to help your branch, please put your hand up and give it a go. As well as helping out, it is a great way to form lasting friendships. I missed the AGM after testing positive with COVID, however, in reading the many reports I can see it was a successful weekend, with the Nelson Branch putting on a great event. This leads nicely to the big announcement that the 2026 Vero International Festival of Historic Motoring event will be in the Nelson region. This is only 2 ½ years away so for those of you wanting to present a new restoration the clock has started ticking.
2026 will be a big year; it marks the Club’s 80th anniversary and is the deadline for filing our new constitution to meet the requirements of the new Incorporated Societies Act. Your branch delegates, who represent you on the Executive Committee, will be requiring your feedback to allow us to workshop these ideas when creating our new constitution. I encourage you to participate in the process, and tell your Branch Delegate your views and ideas. You have an opportunity to contribute to a document that will help the Club to carry on its success for the next 80 years. As I write this the Federation of Motoring Clubs will be releasing the results of their nationwide survey. The collating and analysing of this data is a great achievement and I thank you all for taking the time to complete the survey. The estimated total annual spend across historic and classic sectors of $1b annually is far greater than anyone expected. It places us in a more influential position when discussing with authorities how important the use of our historic vehicles is.
The other item that caught my attention was the finding that 26% of people in New Zealand would love to own a classic vehicle. That’s a potential of 1.3m people that could join our club. If you have not read the report, I encourage you to go to the Federation’s website and read it now. Most importantly share this with your family and friends outside of the club. The more people who understand our passion, the more acceptance we will get from the government to help us continue to “Drive our History”. Now that we are in spring the sun is out and the motoring season is about to kick off. Make the most of what your club offers and get out and about, enjoying the use of your vehicles with other like-minded club members.
George Kear VCCNZ National President
EDITORIAL VIEWPOINT Members of the VCC can be a valuable resource. I’ll explain that in a minute. I’m coming to the realisation that I prefer older cars, especially if I’m going to have to do some work on them. After all, there isn’t very much complicated about overhauling a ’39 Chev motor, a flat head six out of a ‘30s or ‘40s Chrysler or even an MGB, they really present no problems for the spanner twirler at home. There are no electronics or computers (called an electronic control unit or ECU for short) or masses of wiring with about 20 sensor connections hanging off the loom! Conversely, with a modern car you can plug your laptop into the OBDII port and see what is going on in there, something I do from time to time on one
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of my more modern cars – just to keep an eye on things, you understand. It’s quite fun really, like a computer game but with dire consequences if you get it wrong! I recently experienced some dire consequences when my Ford Transit based motorhome suffered an engine failure and was delivered home on the back of a truck. My decision to remove the motor/gearbox and to overhaul the motor myself may not have been the wisest thing to do but, hey, it’s only a motor. What could possibly go wrong? Well, diesel motors and gearboxes are heavy things to manhandle and really are best left to people much younger than me. Nonetheless, out it
came, and many, many parts were purchased to make it like new again. Early on, during the parts accumulation process, I discovered that Ford New Zealand considered that anything over 10 years old is obsolete, so they had very few parts for my motor, which was last made only 12 years ago. However, I did manage to get everything I needed from other sources, reassembled the motor, and reinstalled it in the motorhome.
about my engine and discovered there was a VCC member there, one I had previously been on our branch swap meet committee with. He knew these motors inside out and both during and after the assembly process he was very generous with his time and knowledge and was of great technical assistance to me with this rebuild. His knowledge and helpfulness ensured a successful outcome. Thank you, Dave, you are a great example of one club member helping another.
Referring now back to my opening sentence: I soon found that as far as this modern motor is concerned, I didn’t know what I didn’t know. I called into a garage where I expected I would find somebody who knew stuff
Kevin Clarkson Editor Beaded Wheels
VINTAGE CAR CLUB BRANCH EVENTS
DRIVING OUR HISTORY
Nice pair Bevan! EBOP Branch Chairman, Bevan Lange, found an AP5 Valiant (left) matching his (on the right) during the Eastern Bay of Plenty Mangakino Lake Hop.
OCTOBER
8 Gore 10-12 C. Hawke’s Bay 11 Bay of Plenty 12 Nelson 12 North Otago 14 Far North 14 Southland 14-15 Canterbury 14-15 Manawatu 15 Canterbury
October Run Midweek Rally Mid-Month Run Quiz Nite Mid month Run Dunny Run PV/PWV Rally M/C Girder Fork Rally Motorcycle Rally OCBC (Old Cars Bikes & Coffee) & All British Day 15 Nelson Gymkhana/Driving test 15 Rotorua Club Run 15 Taupo Chairman’s Run 18 Auckland Midweek Tourers 18 Gisborne Club Night 18 Waikato Wednesday Wander 20-23 Wanganui National Commercial Rally 21 Wairarapa Classic Car Run to Brewtown 21-22 Auckland Hunua 100 Weekend 21-23 South Canterbury Mt Cook Rally 22 North Shore Garage Run 25 North Otago Motorcycle Run 25 Wellington Kapiti Midweek 26 Otago Midweek Run 27 Banks Peninsula Wigram Revival 27 Wairarapa Targa 28 Waikato Awards Dinner 29 Bay of Plenty End of Month Run
NOVEMBER
1 Wanganui 3 Hawke’s Bay 3-4 Northland 3-5 E. Bay of Plenty
Night Trial 6th Safari Far North Tour Combined Weekend with Gisborne Branch 3-5 Gisborne Visit to EBOP 3-5 South Canterbury Safari Weekend 4 Canterbury Veteran & Vintage Highland Games & Display
4 C. Hawke’s Bay 4 Otago 4 Southland 4 South Otago 4 Waikato
Annual Veteran Rally 51st Taieri Tour Commercial Rally Kaitangata Car Show Veteran Rally incl Vintage 2 Wheel Brake Rally 4 Wellington Annual Rally & Dinner 4-5 Manawatu Overnighter 5 Bay of Plenty Swap Meet & Family Day 5 C. Hawke’s Bay Club Run 5 Gore Ladies Run 5 Manawatu Sunday Jaunt 5 Wellington Sunday Run 11 Far North Wheels of Mayhem 11 Nelson Club Run 11 South Otago Annual Clutha Rally 11-12 South Canterbury All American 11-12 Southland Arrowtown Motorcycle Rally 12 Canterbury Homestead Run 12 Gore Ladies Run 12 North Otago Teapot Rally 12 Rotorua Club Run 15 Waikato Wednesday Wander 16 North Otago Mid month Run 18 North Otago Swap Meet & Victoria Parade 17-19 Banks Peninsula Rallye Monte Carlo 17-19 Canterbury Show Weekend Tour 19 Gisborne Tahaenui Christmas Fete 19 Waikato Swap Meet Karapiro Domain Cambridge 19 Canterbury OCBC (Old Cars Bikes & Coffee) 19 C. Hawke’s Bay Club Run 19 Hawke’s Bay Homestead Run 19 North Shore Garden & Picnic run 19 South Canterbury Veteran/Vintage/ Commercial Run 19 Taupo Club Run 19 Waikato Swap Meet 19 Wanganui Sunday Run 21 Taupo Hospice Run 24-25 Auckland Annual Motorcycle Rally
24-26 South Otago 24-26 Wairarapa 25 Canterbury 25 North Shore 26 Gore 26 Horowhenua 26 Wairarapa 29 Auckland 29 North Otago 29 Wellington 30 Otago
DECEMBER
2 North Otago 2 South Canterbury 3 Canterbury 3 Auckland 3 Manawatu 3 Nelson 3 Otago 3 Waikato 3 Wellington
6 North Otago 6 Wanganui 9 C. Hawke’s Bay 9 Wanganui 9 Gore 10 Gisborne 10 Otago 10 Northland 10 Waimate 13 Waikato 16 Far North 17 Canterbury 17 North Shore
Lawrence Rev Rock & Hop Wings over Wairarapa Annual Motorcycle Rally Orewa Christmas Parade Josephville Hill Climb Tararua Trundle Vintage Car Day Midweek Tourers Run Motorcycle Run Kapiti Midweek Midweek Run Windsor Rally Christmas Party Annual Vintage Rally Christmas Picnic Christmas Run Club Run Moped Rally Motorcycle Run Children’s Christmas Party Christmas Dinner Restoration of the Year Christmas Function Christmas Parade Christmas Run Club Captain’s Wing Ding Christmas BBQ Christmas Lunch Christmas Picnic/Run Club Night Picnic at Park Christmas Lunch Children’s Christmas Party Show Day
NATIONAL EVENTS 20-23 October National Commercial Rally 25-29 January 2024 National Veteran Rally 29 March –1 April 2024 National SI Easter Rally 5–7 February 2024 National Vintage Only Rally
This list does not contain all branch events – Check branch newsletters for up-to-date details of smaller events. This column is compiled from the VCCNZ National Calendar of Events, and events as listed in each branch newsletter. Any deletions, additions, alterations need to be notified to Beaded Wheels by the Branch Secretary before 10th of the month prior to magazine publication.
While Beaded Wheels makes every attempt to check the accuracy of the dates published in this column we advise readers to confirm all dates with the individual branch concerned.
A valid Vehicle ID card (VIC) is required for any vehicle entered in a National VCC event. Visit www.vcc.org.nz for more information on how to obtain a VIC for your vehicle.
Beaded Wheels 5
NATIONAL OFFICE NEWS Contact National Office for all queries regarding VICs, historic race licences, logbooks, registration of vehicles, lighting endorsement, address changes, subscriptions, membership cards, speed events.
SUBSCRIPTIONS NOW DUE
In early September the annual accounts for membership for the year 1 November 2023 to 31 October 2024 were sent out. These were sent via email or for those members that do not have an email address in our system, the invoices were posted.
If you haven’t received your invoice, let your Branch Secretary or National Office know by early October. Emailed invoices will come from our bulk email address nationaloffice@vccnz.nz, please check your junk email folder if you have not received your subscription invoice. By adding nationaloffice@ vccnz.nz to your safe email address list you should avoid future emails from this email address ending up in your junk folder. Membership cards will be forwarded to financial members in November. Members who have not paid by 1 November 2023, will show as unfinancial. Reminder notices will be sent before Christmas,
and again in January, along with branch secretaries being advised of their unfinancial members. Members whose renewal invoice is unpaid at the time of the March 2024 Executive Meeting will no longer be a member as per the constitution, and will lose any previous continuous membership. If you intend to resign it would be appreciated if you notify the National Office by 31 October 2023. You will be able to pay directly into the Club’s bank account, or via credit card, via a link in the email with the invoice. You must use your full membership number as the payment reference for internet banking (this is shown on your subscription invoice). Failure to include your membership number may result in the payment being unable to be identified correctly and left unallocated. CHANGE OF ADDRESS/ DETAILS
Please advise the National Office if you have changed address, phone number, email address or vehicle ownership. Please
NATIONAL OFFICE HOURS Monday to Friday 9.30am to 1.30pm. admin@vcc.org.nz
include your membership number in your communication with National Office.
Linda Duffell
Karen Proctor
Office Administrator
Mgmt Committee Liaison Officer
which has meant that we often are running closer to the 6-week processing time. We thank you for your patience.
BEADED WHEELS DELIVERY
We are aware that there are delivery delays of our Beaded Wheels magazine to some members/subscribers. Unfortunately, this is outside of National Office’s control. Please allow up to three weeks for NZ Post to deliver your magazine. After this timeframe, please contact National Office if you have not received your copy. VCC VERO INSURANCE SCHEME
Please note: Financial membership of the Vintage Car Club of NZ Incorporated is a requirement to be insured under the VCC/Vero Insurance Scheme. VEHICLE IDENTITY CARD AND DATE OF MANUFACTURE AND AUTHENTICITY STATEMENT APPLICATIONS
BOUGHT A VEHICLE THAT HAS A VINTAGE CAR CLUB OF NZ VEHICLE ID CARD?
Upon a change of ownership, the Vehicle ID Card is no longer valid. It is easy to transfer this into your name. Complete the VCC Change of Ownership form (found on the Club Website, through your branch, or direct from National Office) and return it to National Office for processing. COMMUNICATIONS WITH NATIONAL OFFICE MUST INCLUDE MEMBERSHIP NUMBER
Please include your membership number in all communications with National Office including payments to the National Office bank account. This can be found on your membership card in the top right-hand corner.
Kindly note that our processing times are generally 2-6 weeks from the point the application is received at National Office. There has been an increase in applications over the past year
CLASSIC,
AND VINTAGE
VETERAN
G FOR 75 MOTORIN
YEARS
E $7.95 G MAGAZIN L MOTORIN T HISTORICA S FOREMOS NEW ZEALAND’
No. 368
CLASSIC, VINTAG E
AND VETERA
N MOTORING
FOR OVER 70
March 2021 February/
No. 358 June/July
NEW ZEALAND’S
FOREMOST HISTORICAL
MOTORING MAGAZINE
Beaded Wheels
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Beaded Wheels – Our long established title may have readers wondering about its origin. By way of explanation beaded edge wheels use beaded
BAY HAWKE’S ACTION IN IDSON VETERAN LEY-DAV • 1920 HAR
ER P6 V8 1972 ROV MAGAZINE
GE CAR CLUB OF THE VINTA
OF NEW
9 418979 000012
edge tyres that are kept in place by reinforced rubber beads, which fit into the rolled edges of the wheel rim. This style of wheel was a distinctive feature of early motoring, being used on early bicycles, many pre-1924 cars and most motorcycles until 1927. In March 1955 The Vintage Car Club of New Zealand adopted
000012
of age, the individuality and the functional elegance of vehicles from a bygone era, that this magazine is dedicated.
9 418979
Beaded Wheels is the voice of The Vintage Car Club of New Zealand (Inc.) and its 36 branches covering the length and breadth of the country. The efforts of our members continue to foster and ever widen the interest in this segment of our country’s history. It is to these people, who appreciate the fascination
YEARS
2019
MEGA MOTOR ING
ZEALAND
Rally Action From
Around New Zealan d
1966 NISSAN PRINCE SKYLINE MAGNETOS AND , MORE… MAGAZINE OF THE VINTAGE
CAR CLUB OF
NEW ZEALAND
the title Beaded Wheels for their club magazine which was the successor to the monthly Guff Sheet.
$7.95
MAILBAG Beaded Wheels reserves the right to publish, edit or refuse publication of any item submitted as comment. The views expressed herein are those of the authors and do not necessarily express the policy or views of the Vintage Car Club of New Zealand (Inc.) or the publishers. Letters may be edited for length and clarity.
Normac Special
been disabled and that the fluid coupling and clutchless gear change in combination with doors which gave wide entry (there is no B post), may have suited someone with a mobility issue. Is it too much to hope there may be photographs dating from its early life, or that there are descendants of previous owners of the car whom I could reach? My thanks to Beaded Wheels and readers for any scraps of missing history. Bill Cockram. 03 312 8900 or nzluddites@gmail.com
NORMAC
John Durry asks for photo/ information re a Chrysler Roadster raced at Ardmore in the late ‘50s, driven by Colin McCutcheon. My mother filmed the race with an 8mm camera. I have tried to download the car, with limited success as the original film was poor quality. To clarify an error my father, Reg McCutcheon, actually drove the car and not Colin as printed. My father built and raced the Normac Special from 1955 to 59. The name was from the hamlet, Norsewood, where the car was built and mac from McCutcheon, hence Normac. Jim McCutcheon
HUNTING FOR HISTORY
May I invite readers to take a look at the ugly, but distinctive car in the photograph, and ask
if they can fill in some history. The car is a Singer Airstream sold new in December 1934 by the agents, Tench Brothers of Christchurch, to Mrs Martha Garstang of St Martins. As an advert by a used car dealer has it for sale in 1935, Mrs Garstang did not keep it long. Possibly not surprising given its eccentric art-deco appearance. It crops up in another dealer advertisement in 1947, but then disappears until expiring at Sefton in 1965 and being acquired immobile by the Chambers family. Unlovely as it is, the car’s on-going conservation is important, as it is one of only two survivors known worldwide from a very small production run. I would be grateful for any information on the car’s ownership or sightings prior to 1965. There is a suggestion that one of its owners may have
GREAT PARTS SERVICE
I recently had the pleasure of dealing with Bruce Ardell of Mechanical Restorations Vintage and Classic Spares from Wanganui.
I am a member of the VCC in the UK and have recently purchased a 1912 Wolseley 12/16 (chassis no. 15164) which I understand was exported to New Zealand when new. As you can see from the attached photos it is still wearing the registration no. DF5983 which I think is a New Zealand registration from the 1960s. I am currently recommissioning the car for use in events in the UK and I am keen to find out if the VCC of New Zealand has any records of its existence or any members remember the car or its history.
I was searching for an inlet/ exhaust manifold gasket for my 1928 Studebaker President straight 8 motor, Bruce had one, the last one on his shelf.
I would be grateful for any assistance from readers.
Amazing that it had sat for 89 years on his company’s shelf after being purchased from the Southern Importing company on 12 September 1934.
BERGAMINI’S PLANE
Bruce was able to supply the gasket for the join of the inlet and exhaust manifolds as well. I was grateful to find one in New Zealand and purchased at the same time a new head gasket for my 1939 six cylinder Chrysler sedan. It was a surprise to find both still available. Now I can complete the assembly during this winter and be ready for summer motoring with the VCC. Don Windley Wellsford / Warkworth Branch
Bill Cockram is searching for the history of this Singer Airstream.
WOLSELEY HISTORY WANTED
Dr Chris Guyott chris.guyott@btinternet.com
Thanks for the latest Beaded Wheels issue (BW383). Much enjoyed, as always. As regards the aircraft photo, I can contribute nothing as regards Victor Bergamini, but I can tell you a bit about the aircraft. It is an Avro 504K, one of several aircraft donated by the British government to the New Zealand government after WWI, with the aim of encouraging both civil and military aviation development. The use of the aircraft was allocated to Arrow Aviation, comprising Maurice Buckley (pilot) and Bill Harrington (mechanic), who shipped it to Hokitika in December 1923. The photo was taken then, before it was assembled at Bergamini’s
Beaded Wheels 7
garage. The machine had about seven months’ use on the West Coast, mainly joyriding. When custom died down, the Avro made the first ever aerial crossing of the Alps on its way to Sockburn, where it was returned to the government. It was allocated the civil registration of G-NZAO, but the letters were never worn. The machine did all its flying under the military serial H5241, and the imaginative name of “Blazing Arrow.” Roy West Nelson Branch
MERCEDES BUSES AND ELECTRIC CARS
I read with interest the letter from the ARA Heritage Bus Society in Beaded Wheels 383 about the Mercedes buses. As one of the test drivers at the May Road (Auckland) depot in the mid 1970s of the six (I think) different buses on trial, the Mercedes was not the best one in service but was the most expensive. Others were Leyland,
Daimler and MAN. I thought the Leyland was definitely the best to drive on our bus routes. Strangely, after the ARA started buying the Mercedes fleet, the big boss (CEO?) was seen driving around in a new Mercedes car! My memory tells me that the first six Mercedes buses were delivered to City depot (Auckland) and all suffered from gearbox failure (motorway gearboxes fitted) quite soon, and most of them ran into power poles the first week (rear engine, wet roads, light on the power steering, at intersections). Then there is the tale of the race between the first Mercedes bus and one of the last trolley buses down Dominion Road to the depot. The trolley bus won but we won’t go on about that! One another note entirely, on page eight of the same edition of Beaded Wheels, there’s yet another UK (outdated?) article disliking electric cars. Surely Beaded Wheels can do better than this? We went from sidevalve to overhead valve to overhead cam without too much
fuss. How about a New Zealand based article? I believe a Canterbury branch member (Warwick Stevens) built his own electric car from bits and pieces a few years ago. It’s probably VCC eligible by now! Andy Hammond Waikato Branch
SINGER MEMORIES
The story of Evelyn Graham’s 1935 Singer 9 as recorded in the last Beaded Wheels brings back many memories of the early 1960s when I bought my first car, a 1935 Singer 9 Bantam, for £95. It had been well used but with a little care and attention managed to suffice for most of my university days. The longest trips (practically every weekend during the summer months) were between Christchurch and Kaikoura where three of us enjoyed the pleasures of underwater spear fishing. In those days crayfish were plentiful and easy to catch. I am however rather bemused at the 28 mpg figure quoted for
Evelyn’s Singer. We consistently traveled the 120 miles to Kaikoura on three gallons of petrol giving 40 mpg with the total round trip costing us a handsome sum of £1. (Six gallons at three and fourpence a gallon!) Happy days. That same monetary value of petrol today would only get you about a fortieth of the distance! The other interesting comparison is with the write up on the pre-war Morris Eight. They were very popular around Christchurch in the ‘60s and were of a similar size to the Singer 9. A great little car but way down on performance compared to the Singer. Rod Davies (Wanganui)
MORRIS EIGHT ARTICLE
I was interested to read the article by Greg Price in the August/September issue and have a couple of comments. Firstly I was surprised at the tyre size as Morris Eights I have owned and known have all been 4.50 x 17. But when I checked
RESPONSE TO DEREK UPTON (MAILBAG BW 381)
Mr Wood first built a motor which ran on a solid fuel mixture which kept fouling up. Once he obtained petrol, the motor ran successfully. He then fitted this engine to a bicycle, Wood never wavered from this being in late 1896. He then added a second bicycle, alongside the petrol powered bicycle. He was interviewed by the Timaru Herald in 1897 after completing this tandem. Another Herald article in 1898 entitled “The Motor Car in Timaru” said “outside the Post Office, was a self propelled cart fixed to four bicycle wheels, it made a queer popping sound as it went along.... “ This was Wood’s first four wheel car. Wood then built his three wheel Tricar. This car was seen by Mr Fred Dennison in June 1900, as Dennison motored his own four wheel car from Christchurch to Oamaru. The photo from Celebrating 100 Years of Motoring,
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by Leith Newell shows the width of the Tricar, it sat two people side by side and you can clearly see the footplate flares out equally on both sides which proves the vehicle required both rear wheels for stability. This Tricar was sold to a Mr Tripp, a Timaru lawyer, from Tripp Rolleston & Co. He and his wife rode 30 miles in the Tricar from Timaru to Orari Gorge Station, which was owned by the Tripp family. With rough roads, no bridges, drive to one back wheel only and tiller steering, this was an epic undertaking. The couple spent one night somewhere and to avoid spending a second night, they abandoned the Tricar to walk the last distance to Tripp settlement. The Tricar was retrieved the following day. The Tricar appears to have vanished as Wood never heard any further about it. Wood then built his second
4 wheel car, an article in the Timaru Herald dated 24 October 1902, stated “A trial run was made yesterday by Mr C Wood in a new motor car that can seat two people, it has a 2hp motor” “A second larger car is under construction” On 1 April 1903, another Herald article announced the completion of this last four wheel car, which was 4hp and set to run at 15mph. Later Wood obtained a Ford car franchise and operated it until he retired in 1930. He died on 21 June 1965. His name lived on until about 1985 as Brown Wood Motors, which was owned by Hervey Motors and sold Massey Ferguson tractors. Grant Mehrtens Member South Canterbury Sources: 100 Years of Motoring in New Zealand, John McCrystal Celebrating 100 Years of Motoring, Leith Newell Radio interview with Cecil Wood 28/31963. New Zealand Sound Archives TX227. The Timaru Herald, various articles
TIMELINES in Harry Edwards’ book, The Morris Motor Car, sure enough export models were fitted with 5.25 x 16 tyres. A switch to the UK 17 inch wheels would of course give higher gearing which may be welcome. Harry also noted that New Zealand was the biggest export customer for the Eight. My first car was a 1934 saloon and, as in the article, it was necessary to predict and correct the steering before it began to wander. Failure to do this resulted in an oscillation as the car weaved along the road in an alarming manner. I did everything I could to the steering box and the joints but nothing improved it. I had always wanted an open model and some years later I got a 1937 Sports, which is known in the UK simply as a two-seater as opposed to the four seat tourer. The steering was absolutely fine and I discovered that the reason why my saloon had been so difficult to drive was that it had been missing metal wedges which fit between the front axle and the springs. These alter the caster angle and transform the steering from that of a 1960s supermarket trolley. If these are missing from the car in the article it would make a world of difference. I wouldn’t be at all surprised if Morris Motors added these as a fix when they came to test drive the first cars. I now have a 1933 10/4 which has a wet cork clutch, allegedly because the dry clutch originally designed for the car had oil leaking onto it and this was William Morris’ simplest fix. Philip Brown
MORRIS 8 SPORTS BW 383
I very much enjoyed the article by Greg Price on the 1937 Morris 8 Sports Car. (BW 383). I have not owned or driven a Morris of this model but have clear recollections of the fate of many of these cars during the war. The defence department. commandeered every one of the Morris 8 Sports cars that they could lay their hands on, painted them in typical army
drab colour and provided them to Officers for the use of. They were a common sight round the streets of Auckland. They no doubt had a fairly hard life and I do not know of their fate after the war. Possibly some appeared in the surplus vehicle sales the government conducted at the end of hostilities.
1903 Gordon Bennett Cup winner Mercedes.
1903
120 YEARS AGO
1923
100 YEARS AGO
1948
75 YEARS AGO
I would like to express my thanks to Greg Price for the recent article on my Morris 8 Sports in the Beaded Wheels No 383. The time and effort Greg put into researching the article was amazing.
Packard introduced their new models – the Super Eight and the Custom Eight. Both featured clean, straight-through fender design which won a Gold Medal from the New York School of Design Fashion Academy. This was an economical restyle, using several panels from the superseded Clipper and basing the overall package on the Phantom car built for Vice President Ed Macauley. Two engine sizes were available – a 4720cc eight and a 145bhp 5359cc unit for the Custom.
I have had nothing but positive feedback from everyone after publication of the write-up. Most appreciated, many thanks.
1973
50 YEARS AGO
1993
30 YEARS AGO
The other reason for the article triggering my memory was that my very first driving lessons were in a near new 1938 Morris 8 pickup. This was purchased new by Fisher and Paykel and was allocated to the service department of which an older brother was manager. Lovely little vehicle but I have not heard of nor seen reference to another of this body style. John Stewart
MORRIS 8 SPORTS ARTICLE
Terry Richards President M8TCNZ Member VCCNZ Canterbury
CLASSIC JAPANESE SPORTS COUPÉS
Don’t forget the Subaru Vortex imported in small numbers due to import licensing restrictions and local assembly of other Subarus. This car had a neat feature in that adjusting the height of the steering column also lifted and lowered the dashboard thus letting you see all the instruments all of the time.
VETERAN VEHICLES
Huge expenses and rewards aren’t new to the commercial world of motor racing. Gordon Bennett race winner Camille Jentazy scored not only the £5000 prize money for Mercedes, but was given a new Mercedes as a bonus. Napier on the other hand spent £6000 getting their three cars to the grid – all to no avail. VINTAGE VEHICLES
Success in the Paris Salon for the new Alfa Romeo, a 1994cc, DOHC, four cylinder, four speed, four seater tourer dubbed the RM. The basic Normale developed 40bhp and would do 95km/h, while the 1924 Sport, with a shorter 129 inch wheelbase had an extra 4bhp and would do over 100km/h. PW VEHICLES
P60 VEHICLES
There’s no shock like an oil shock which is exactly what the world discovered in late 1973 when the OPEC nations literally turned off the taps. Terrible time to be selling big cars as British Leyland found with the Leyland P76, Chrysler with the Valiant and Jaguar with the new 5.3 litre V12, amongst others. Suddenly there were lists of the “Most Fuel Efficient Cars of 1973” published alongside lists of the “Worst Gas Guzzlers of 1973”. The former was headed up by the FIAT 128 (37.5mpg), while on top, (or bottom?) of the baddies list was the Lincoln Continental with just 7 mpg. P80 VEHICLES
Honda were hitting a market high with their new Prelude and Integra ranges, touted as being sporty cars at irresistible prices! The Integra range included the DOHC 1.8 litre motor in basic 145bhp mode, with electric sunroof, mirrors and windows for $35,995. or the VTEC 170bhp unit featuring driver’s airbag and ABS braking for $46,000. Going upmarket with the Prelude range gave buyers two options. The SOHC 131bhp 2.2 or DOHC 160bhp 2.3 litre. Prices ranged from $42,995 to $51,990 for the automatic four-wheel steer version. Rounding out the range was the CR-X coupe with the 160 bhp, DOHC, VTEC 1.6 litre engine. For $39,995 buyers also got ABS braking and a removable roof.
Paul Whitehead Katikati
Developments in the motoring world this month in history compiled by Graeme Rice QSM
Beaded Wheels 9
F.A.B. VIRGIL Chris Leith’s 1955 Triumph 6T Thunderbird (Sprung Hub) Words and photos by Greg Price. Restoration photos Chris Leith
“If vere’s one fing wot I like, it’s a burn up on my bike!” So sang Mike Sarne in one of his popular hit tunes in the mid-1960s –Just for Kicks! The next line went, “A burn up wif a bird up on my bike!” In Chris’s case he generally rides with a group of like-minded motorcyclists from the Canterbury VCC bike section, but ‘birds’ are few and far between on these runs from my observations. I also haven’t established if the bike that Mike Sarne referred to was a Triumph or not, but it most likely was, as they were the motorcycle of choice for bikers back in the day, (and still are) especially those who hung out at London’s famous Ace Cafe. For my part, owning a Triumph was a ‘must do’ as opposed to my mother’s view which was a ‘must not’! Which is quite interesting as Chris’s reasons for choosing Triumphs are far more well-thought out than mine. For example, he believes Triumphs epitomise the advance of the British motorcycle industry, and were the swansong of Edward Turner’s time at Triumph. In addition, Triumph was a significant part of the war effort (WWII) and of course many Triumphs were exported to the United States of America (USA). But before we get too far into this tale, let’s look at just one of the things that makes this particular motorcycle so special – it being the ‘sprung hub’ model, and the year of manufacture was 1955, and sprung hubs as such were purportedly not made after 1954, or were they?
WHAT’S A ‘SPRUNG HUB’ THEN? I’d actually heard of them before now, moving in motorcycle circles, but have never actually owned a Triumph with one fitted, in retrospect for no other reason than perhaps idle gossip suggesting that they were ‘problematic’. According to various interweb sources, the Triumph sprung hub is a motorcycle suspension unit contained within a rear wheel hub. It was designed by Triumph engineer Edward Turner to give Triumph’s existing rigid frames the option of rear suspension. Turner designed Triumph’s sprung hub in 1938. The design was inspired by Dowty hubs with suspension within them, as used in the fixed landing gear of Gloster Gladiator fighter aircraft. Turner’s design used a plunger-type suspension made small enough to fit inside the wheel hub. With one spring above the rear axle and two below, the sprung hub provided about two inches of vertical travel and weighed 17 pounds (7.7 kg) more than a conventional hub. It was designed to allow rear suspension to be offered optionally without altering Triumph’s existing frames. The sprung hub did not provide a drive gear for the speedometer, so
s Triumph sprung hub.
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D THE WH EE
L
HIN BE
“For my part, owning a Triumph was a ‘must do’ as opposed to my mother’s view…” Beaded Wheels 11
s SU carburettor.
s Ready for wiring loom.
s Tap for tappet inspection caps.
s Sprung hub assembly tool.
s Painted parts snookered.
the design of the transmission was revised to provide the required drive gear. Frank Baker, the head of the Experimental Department at Triumph, tried to convince Turner that the handling of Triumph motorcycles at the time the sprung hub was available was potentially dangerous at speed, to the point of having himself filmed while riding one of them on a test track at speed. Turner ignored Baker’s efforts and continued with the sprung hub. Turner had intended to introduce the sprung hub with Triumph’s 1940 motorcycles, but the outbreak of the WWII prevented this; the sprung hub was ultimately introduced in 1946. The Mk II version replaced the original in 1951. While the original version was provided with a grease nipple, the Mk II version had no provision for greasing, with the factory grease packing expected to last for 20,000 miles (32,000 km). The sprung hub was the only rear suspension offered with Triumph’s paralleltwin motorcycles up until 1954. The sprung hub is remembered as one of the first motorcycle products to have a safety warning cast into its housing. It is also remembered for inadequacy, being described as “a pain in the rear end” and “one of the weirdest and worst rear suspension systems of all time.” Chris, of course, does not agree with that sentiment.
SPECIFICATIONS Engine: Gearbox: Suspension: Tyres: Electrical: Cruising Speed: Overall rating:
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650cc compression ratio 7.25:1 4-speed Front Internally sprung forks Rear sprung hub on rigid frame Dunlop TT100 6-volt, with alternator. 65mph (on speedometer) POW (perfection on wheels)
s Clutch and primary chain fitting.
THE HISTORY OF THIS BIKE For the 1955 model year Triumph Thunderbirds were to be swing arm rear suspension, but these machines were not suitable for use with sidecars. It would appear that that the New South Wales (NSW) Police Force in Sydney wanted some 110 machines for traffic duty which required sidecars. Thus between 14-16 March 1955, some 117 Triumph 6T machines (frame numbers 64941R to 65058R, not inclusive) were manufactured and on or about 19 March 1955, 110 of them were shipped to Sydney. Chris’s bike, frame #65007R was one of these. Interestingly the letter ‘R’ denoted a rigid frame. After the bike was decommissioned by the NSW Police, it was sold. Nothing is known about the period of its life from then until its earliest known registration in New Zealand in September 1980. It had four more owners before Chris got his grubby hands on it in 1986. At this point in time it was a trailer load of parts plus the frame. Chris initially co-owned the bike along with a work colleague, and their intention was to rebuild it and then flog it off and share the proceeds. But this eventually turned into Chris buying the other co-owner out and becoming the principal owner, as the other fellow had been mainly an inoperative partner. It took around 12 months to get it going. Having rebuilt the motor and using a number of new and replacement parts, the bike was reassembled and once more was ready for road use. The New Zealand registration had lapsed, but fortunately this preceded the certification nonsense, so it was simply a matter of going to the Post Office and re-registering it, albeit with a new plate. Chris joined the VCC in 1991 and commenced attending VCC events, clocking up some 20,000 miles! However by November 2012, the bike was starting to show fatigue, so immediately following the 2012 Canterbury Branch Motorcycle Rally, he made the decision to take the bike off the road for a major restoration. The period between 2012 and 2017 was spent accumulating NOS parts for inclusion in the restoration.
THE RESTORATION Chris’s objective was to return the bike to being as close as is possible to factory original. This necessitated determining the proper paint colour, ensuring that the required mechanical and body parts being new old stock (NOS) wherever possible, and nuts, bolts, fastenings and wiring being as close to original as possible. When Triumph exported motorcycles to the USA, they would export one container of bikes, plus two containers of parts. Thus, over time, and given that Americans generally scrapped as opposed to repair, there were vast amounts of NOS Triumph parts available. Chris still has the original boxes that many of the parts were shipped in. The engine got a new crankshaft, NOS barrels and pistons, oil pump and pressure relief valve. The camshafts and followers were replaced, and the conrods were resized and checked for straightness. And inline oil filter was also added. The bike came with an Amal 389/49 carburettor but this was replaced with a period correct SU MC2 carburettor, and coupled to an extremely rare Volkes branded air filter element. The gearbox received all new gears and shafts. The clutch was completely rebuilt using a new basket, plates, springs and retainers. The luggage rack, or toast rack as they are affectionately known, was hand made by Chris. A modern 6-volt gel battery is fitted within a period correct battery box for authenticity looks. And so the list goes on. Chris supplied me with four A4 pages listing the work he has carried out on this magnificent machine. He carried out most of the work himself, and only outsourced the painting and some specialised machining work. But I must mention the rebuild of the sprung hub. Remember, this carries a warning on it! To dismantle this, Chris made a special tool to safely disassemble and reassemble this complicated part of the bike. It must have worked okay because Chris still has all his fingers and there are no obvious visible injuries to his person. The period correct colour is Triumph Polychromate Blue, and this was obtained from comparing the colour on some 60-year-old parts from the USA that were still contained in their original sticky cotton wrappers, plus copious amounts of grease! I can understand why it took some five years to accumulate the necessary parts, but looking at the bike, it was worth it, for sure. Another point I must make is that despite sitting with the bike in plain sight for some two hours, it did not drop one skerrick of oil. Now we all know that Triumphs leak oil, right? It’s the way to check if you need to top up the oil reservoir? (My 3TA certainly lets a few drips go over time) No drips mean no oil, yes? Well, not so in this instance and Chris plunged his fingers into the oil reservoir to prove that he had not drained the oil prior to my visit. When I asked why his Triumph did not drip oil, he replied, “Because I assembled it carefully”! Fair enough!
all over New Zealand, and in Australia, on numerous rallies and runs, thus my views would be superfluous. So I opted to borrow Chris’s comprehensive restoration folder, and also watch him ride it to and from the photo shoot location. Thus I cannot attest to what difference to the ride a sprung hub makes, save to say Chris reckons it can make cornering a bit ‘iffy’!
SO, HOW RARE ARE THESE ‘SPRUNG HUB’ MODELS? As one would in situations where you believe that you might have something a bit rare, Chris has determined that his machine is the only Alternator 650cc still around with the sprung hub. In the Canterbury Branch he thinks that there are a few 500cc sprung hub models; the Speed Twins.
“I’VE BEEN EVERYWHERE, MAN!” And like New Zealand singer John Hore once sang, so has Chris Leith on his Triumph! (Not singing it, though!) The Triumph was ridden to Chris’s first National VCC Motorcycle rally in 1991, and thereafter to Gisborne in 1993, Nelson in 1995, Masterton in 1997, Otago in 1999, North Shore (Auckland) in 2001, Invercargill in 2003, Cambridge in 2005, Canterbury in 2007, Levin 2009, Oamaru 2011, Whangarei 2013, Central Otago 2015, Waitomo 2017, Blenheim 2019. The 2021 event was cancelled, and he missed the 2023 Invercargill. In addition there were a couple of Australian trips (2002 to Tasmania and 2011 to South Australia) to motorcycle rallies over there, and that was before the full restoration! Once the restoration was completed, the 2018 National Canterbury Branch Motorcycle Rally saw the bike collect three trophies, and then the bike won the 2019 Restoration of the Year award. Chris maintains
THE TEST RIDE Some Triumphs (including this model) came fitted with the luggage rack fitted atop the petrol tank, nick-named the toast rack, probably because that’s what your important parts would be if you ever went head first over the handlebars! This luggage rack was also useful for placing your clipboard on when penning an article for Beaded Wheels, but I’ve found it difficult to write while holding the handlebars with only one hand. So the trick would have been to memory-bank the important stuff and write it all down at the end of the ride. However on the day, I opted to forgo the test ride simply on the basis that this machine has been ridden extensively
Beaded Wheels 13
that he has seen more of New Zealand on the bike than in a car. Did I mention that the bike has also crossed the Southern Alps a few times to attend rallies over on the West Coast?
OTHER STABLE MATES The Thunderbird shares garage space with a 1969 Triumph T120R 650cc Bonneville, a 1972 T120V Bonneville 650cc 5 speed, which was the last year of the 650cc machines. Also competing for attention is a 1991 Bentley Turbo R – which is his favourite, after the 1955 Thunderbird, of course.
FUTURE PLANS? Chris (along with many other VCC members, I’m sure!) is giving some thought to what happens to ‘all his stuff’ once he’s not around. Apart from No 1 son wanting some of the choice tools, his being in Australia limits what he can lust after, so the plan is to ‘de-clutter’ somewhat. I recall the widow of a deceased VCC member at the McLeans Island swap meet some years past, where she had a stall, and was lamenting that her husband had passed away and left her with a garage full of stuff that she had no idea of what it all was, or its value or usefulness, and she was berating those of us viewing the choice items she had for sale. She
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maintained that we should get rid of all our stuff before we die! That did make some sense at the time, but generally I don’t think many people think about that sort of thing, after all, you can’t take it with you, but it sure gives you a lot of pleasure while you’re here, right? If I was in Chris’s position, I’m not sure I’d be all that keen to part with any of those magnificent Triumphs just yet, so hold that thought for a while longer, eh Chris? And on a final note, (pun intended) those of you who do recall Mike Sarne’s other songs of the 1960s may not know that the female vocal in a couple of them, (‘Will I What’ and ‘Come Outside’) was none other than the lovely Wendy Richard, from the TV Series, Are You Being Served? Now I’m going to go for a ton up on my Triumph, but that will be kilometres per hour, not miles!
I grew up around cars, motorcycles and scooters, starting with Austin 7s and Morris 8s. Significant milestones in the hundreds of vehicles that have graced my garages over time included a 1959 Cadillac Fleetwood (owned over 16 years) and currently two Mk 1 Zephyrs (a convertible and a sedan) owned for 50 years and 45 years respectively. I like anything with wheels especially if it has whitewall tyres! The wish list still includes an E-Type Jaguar. What I can’t get to own I like to write about. Greg Price
Breaded Wheels half page 2023_1.pdf 1 17/01/2023 10:42:24 AM
*Shipping out of COKER USA monthly
HALF PAGE FOR COKER
18 Parkwood Place, East Tamaki, Auckland
About seven years ago we had the opportunity to buy a 1929 55X Sports tourer as a project. I’d always wanted to restore a car however running a farm and vineyard meant spare time was limited. But as we were downsizing we had more time.
1929 BUICK 55X SPORTS TOURER PROJECT Words and photos Geoff Buick I realised it was rare as it was one of only 311 Model 55X cars built for 1929, 15 of which were imported by General Motors New Zealand (GMNZ). This vehicle was originally bought new by Duncan Oliver Rutherford of Little River, Canterbury, from Blackwell Motors, Christchurch. Shipping documents and the original registration document (ownership papers) have survived adding to the interest of this car. 1929 was the Buick Motor Company’s 25th year of production so that year’s cars were generally referred to as Silver Anniversary models. Buick continued from previous years building three model lines with the two larger lines using the same engine. For 1929 the chassis were new but they still featured external contracting brakes, replaced by more modern internal expanding brakes for 1930. The body styling was also new and caused quite a lot of
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controversy with the closed styles in particular being referred to as the ‘pregnant’ models. Buick built 196,000 cars in the 1929 model run, of which 26,390 (approximately 14%) were the largest Series 129 models on the 129” wheelbase. In this series there was a full range of both open and closed body styles including the Model 29-55 Five Passenger Sport Tourer featured here. Buick built 1122 of the Model 55 for domestic sales with the additional 311 of the Model 55X for export. GMNZ did have their assembly operation at the time but the only 1929 Buick model to be assembled in New Zealand from CKD packs was the lower price Series 116 sedan. All other models arrived fully assembled as ‘single unit packs’ (SUP). Among the Series 129 models GMNZ imported were 12 Model 50 sedans, two Model 54 convertible coupes, one Model 51 Brougham and the previously mentioned 15 Model 55 Sport Tourers. From the figures available it appears they did not import any of the Series 121 models. There were just over 400 of the Series 116 sedan and six bare chassis. This was my first restoration so it was a fantastic challenge. I didn’t intend to strip it completely but as I progressed I gained more confidence. Without the help of Bill McLaughlin of the Buick 29 Club I don’t know that I would have achieved the result we have. The engine was missing many parts and there was a hole in the block. After scouring NZ for a replacement we went to Queensland to look at Jeff Bidstrup’s Model 55X and his spares
SPECIFICATIONS Engine
Capacity Gearbox Shipping weight Price
Overhead valve six cylinder – 3 5/8 ” bore by 5” stroke – 309.6 ci (5073 cc) Compression ratio; 4.3:1 – Marvel three jet updraft carburettor 91 bhp @ 2800 rpm 4.07:1 diff ratio and 6.50 x 20 tyres give approximately 2,500 rpm at 60 mph 3909 lb (for comparison a Ford phaeton is 2200 lb) Model 55 new price in the USA $1525 (a Ford phaeton was $460)
stock. He gave us the needed parts and just asked that we replace them if possible, which we have just about managed to do. Jeff and Marilyn took us for a ride in their 55X, and I took the opportunity to drive it, which was fantastic. While there I measured the hood (top) irons and bows, and took lots of photos. We also visited the USA, attended some BCA rallies, and visited Don Mayton and Tony Bult who both own Model 55s. Both are a wealth of knowledge. Back home I had the chassis sandblasted, and painted it myself. When it came to the body the learning curve was massive. I learned new skills; TIG welding, beating panels, operating a lathe, metal folder, and swage making among other things. I had help from various local VCC members, including Tris Winstanley and Ray Fairweather. I had Ray Scott paint the body and he made a fantastic job. The body was mostly there but was very rusty, with many areas requiring cutting out and replacing. The windscreen and hood (top) were missing so required making from scratch. We obtained some American Oak to maintain originality for the bows, studied steam bending on YouTube, and on the second attempt achieved success, with my wife Mary proving the required extra hands when needed. When it came to the folding irons I used plans provided by Francis Billado in the US. They were nearly correct, and with the measurements from Jeff in Australia I was able to make them, and the necessary rivets, in stainless steel which was then polished. I needed a trunk for the rear of the car so I thought a good way to justify the purchase of the metal folder I had bought was to make it myself. After a lot of thought and study we are happy with the result. We had the engine professionally reconditioned by Blacklows in Ashburton who did an excellent job. With help from the Club and through my own research, I bought a new wiring loom which I fitted myself. We managed to assemble the car which passed the warrant on the first attempt with flying colours. The resulting restoration was as close to the original as was possible including matching the paint.
ON THE ROAD I had to get the Buick from my home in Blenheim to the upholsterer in Christchurch so decided to drive it. It was good opportunity to run the engine in. The 200 mile drive on a makeshift seat in winter was cold, but enjoyable. The car cruised easily at 50 mph and climbed all of the hills in top gear. The trip home was even more enjoyable, with new leather seats to sit on, and the top up. The power and torque makes it a pleasure to drive. The brake drums are 14 inch x 2 inch and are powerful enough to lock the brakes on seal, but as the bands are on the outside of the drum, defensive driving is called for in the wet. We have named the Buick Annie (after my grandmother), and its first big outing was a 600km round trip to the Art Deco festival in Napier in 2021. Our next project is a 1910 Buick Model 10 toy tonneau, which looks better than it really is. It is mostly there but needs lot of time. At the time of writing it is already completely stripped.
Beaded Wheels 17
Kissel Kar used from 1912 to 1918, Buffalo circa 1930.
THE ENAMELLED BADGE Part III – Words and photos Kevin Casey
Enamel use dates from the 12th century BC in Egypt and Mesopotamia while the champlevé method used to make car badges was known in the 14th century AD, nothing new under the sun…. Restoring an enamelled badge can be regarded as a rescue mission. They were not designed to be enamelled a second time, and sometimes the patient is too far gone. It would not have occurred to badge makers over a hundred years ago that someone would need to restore them. It was just another part of a car, much as a door handle is; if broken, get another one. Enough depth for enamel after stoning is built into the die. It is not useful to have the enamel deeper than necessary for enamel and time are wasted as the enamel shrinks when fired requiring another top up (or three) and firing. The dams are wider at their base meaning as the enamel and metal are stoned level the dam is reduced in height, thereby becoming wider. This narrows the space between letters, which leads to a thin, almost non-existent, enamel coat in those crowded areas. That brings its own problems as the enamel can overfire even though time and temperature are correct; white and other pale colours can take on a greenish tint, black can dimple for example. Although depth can be increased in some cases ▼ Left: T he Kissel has been winged by gunfire. Note the circular cracking which accurately reflects stress lines introduced. Right: Now annealed to remove stress and most of the bullet mark. Extensive use of graver has improved enamel depth.
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by tediously using gravers, it is fraught in that it takes careful strength to remove metal in a controlled way without gouging dams or stabbing your hand. If the detail is complex with tiny spacing it will not be feasible, nor will it work under transparent enamels. Enamels used for badges are either opaque or transparent. The transparent enamel was favoured by designers for its glittering beauty when light is reflected at all angles by the background, milled in sun rays, pebbles, roughcast, and art deco designs - the guilloché technique. Newly made enamel is in lump form, known as frit. This solid slab (about 10-15mm thick) is broken down in ball mills to different grades, the one used for badges is 80 mesh. Apart from all blue badges of Ford, Citroen, Delage, Clyno, and a few more, opaque blue is rarely seen on its own but is by far the most popular colour when in combination with white, the most frequently used colour, often seen with transparent blues or reds. Black is another popular colour, but yellow, red, and green opaques are rarely used. Transparent green is also rare, seen on some Peerless and Mitchell badges and is outstanding on the impressive Crossley badge. I know of only three makes that sported a blended effect where one colour runs into another in the same dam, the beautiful Lorraine-Dietrich, Invicta and McFarlan badges pictured here.
▼ Left: 1923 Lorraine-Dietrich badge shows masterful colour blending, very unusual in a car badge. The Cross of Lorraine is surmounted by the famous storks of the region while the biplane is a nod to WW1 aircraft engine production. Right: Another badge that employed blended colour, a lovely, graceful design.
The badges are usually made of gilding metal which is about 95% copper and 5% zinc. Gilding metal is used for its strength advantage compared to copper but, just as important, transparent enamels show up better. Some badges are made from nickel silver, also known as German Silver, although there is no silver in it, being copper, zinc and nickel. This metal is used for Rolls-Royce badges, and a few more. Enamels used on these badges are a medium temperaturemedium expansion type that has the right coefficient of expansion for gilding metal. There were some badges that contained a higher percentage of zinc, including some of the nickel silvers, and brass, that need a different enamel, a low temperature-high expansion type, that is not readily available. Some Morris and Delage badges require this form. Thompson Enamel (US) quit stocking it years ago due to a limited palette, low demand, and poor shelf life, but suitable enamels may be out there, perhaps from W G Ball in England. The first step in restoration is a careful examination. Photograph and make a drawing of it, recording the colours and enamel numbers by comparing to fired opaque examples on copper. Transparent samples are made on old badges designed for transparent enamels, if fired on copper they will look quite different. Remove soldered fittings, noting anything unusual. All traces of solder must be removed from the badge. At 800º C kiln temperature solder will change its structure, eating right into the metal and forming a very hard, rough surface, not ideal when soldering fittings back on. Plating, if any, must now be removed. I use a homemade setup for this that has the bonus of slowly removing solder. Check that badge fit is correct. They frequently warp in the kiln, not something that can be controlled. Domed badges generally don’t, flat types will but can be pressed flat on removal from the kiln while hot. Complex curves are a headache, the worst being the Alvis with its three incurving points. Sometimes a badge must be counter-enamelled on the reverse to ease stress and minimize warp, particularly on very thin badges. Chipping out or heating and quenching the badge to break out enamel is seldom successful. Areas for transparent enamel will show every little mark and the metal becomes very stressed. There is only one right way to remove the enamel and that is with hydrofluoric acid, one of the three most dangerous acids known. You need a license to procure it (from Australia) and even with that shippers are reluctant to send it. Decant some acid into a smallish tightly sealed plastic container. Do this outside, remembering that the fumes will permanently cloud your glasses, and damage eyesight. The acid can be absorbed through the skin (you won’t feel it) causing nerve damage and bone destruction, arrested only by amputation. The badge placed in the acid will soon show decomposition, taking about 24 hours to finish the job. It is now annealed by heating to red state and slowly cooling or by dunking in cold water. Bent badges are always stressed which can cause new enamel to flake off while cooling. Softening by annealing can counteract that. Fire scale formed in this process can be removed in dilute sulphuric acid but it’s safer to use Sparex crystals mixed in water. The now softened metal can be fettled if needed, and most will. Twisted, drilled, dented, been in a fire or buried are common, sometimes all on one badge. Missing transparent enamel will have enabled heavy oxidation that can be difficult to remove and, even when the metal looks clean, discoloration can show under the new enamel. There are a few tricks that can minimise this condition. Acid corrosion from burial is tricky
▲ At a venerable 93 years ▲ Enamel decomposed this wounded buffalo is by hydrofluoric acid. admitted to intensive care.
▲ Ready to anneal.
▲ Packing the wet enamel. Every grain that has escaped must be picked off while still damp with a tiny pointed paint brush.
▲ One misplaced grain of white enamel ▲ Fired to red heat at 800ºC, now ready on this Ballot horn button is painfully to remove from the kiln. obvious.
▼ Grinding with alundum stone and water.
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▲ Attachment methods, clockwise from left. NOS badge shows disc inside slotted flange. Curved disc that pushes in. Hudson type and then a variation that gets spread to lock. .
▲ The elegant Bugatti badge was designed by Carlo, father of Ettoré. He was a jeweller, hence the “necklace of pearls”. Red colour is for passion and power. This enamel technique is by transfer fired onto a white base; it cannot be repaired.
and not worth restoring the badge. Although it can be done, the result will not be satisfactory. Holes can be filled by using small pieces of an old badge to plug the holes, peening the edges to a tight fit. There is no use in silver soldering the holes (melt temperature is too close to kiln temperature), even less in brazing which will probably destroy the badge anyway. The enamel will ping off above the fill as the badge cools due to wrong coefficient of expansion. Sufficient enamel is spooned into a small, lidded container then washed with water, the water then poured off taking “fines” with it. Transparent enamels are washed several times to remove the fines (powdery dross) as they can cause cloudiness. There is no need to wash opaque enamels. Now a few drops of holding agent are mixed in, either gum Arabic or Klyr-Fire. This is necessary to hold the enamel together when it dries as without it just a tiny bump when placing in the kiln will lose and mix the dry enamels – start again. The amount of gum is critical, too much will leave minute hidden cavities, exposed during stoning, while too little will not hold the grains together. The smallest amount that will hold the dry enamel is the correct amount. The wet enamel is then placed in the dams by using a pointed tool. Originally the thousands of workers packing these badges would have endeavoured to get all the colours in together. This is extraordinarily difficult when the dams are tiny, as in lettering. Before drying, every grain that has strayed must be picked up with a tiny, pointed paint brush. Back in the day this would be too time-consuming, many badges ending up with grains of one colour escaped into neighbouring territory, ignored by quality control. It is not the fact of several colours required; it is minute spacing that ramps up the difficulty and time. There are always going to be several firings during restoration, sometimes six or more, so it is better to not pack adjoining tiny spaces; do one and leave its buddy until the next firing. The badge is now placed on a trivet on top of the kiln to dry thoroughly. Do not be in a hurry. It may not be dry enough although it appears to be. Any remaining moisture will form steam pockets and blow the enamel apart – start again. Firing, at 800°C, takes about two minutes, depending on weight of the badge. Do not take your eye off the kiln, ignore the phone, do not multi-task
▲ Better than a squiggle – Skoda’s modern, yet traditional design, imitates enamel.
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for as sure as the sun will rise tomorrow the badge will be fried – start again. Crack open the door at intervals to gauge when the enamel has become molten at red heat. Remove and place on steel or a kiln shelf to cool. When cold it goes in the Sparex solution to remove fire scale. Due to its granular structure the enamel will sink and pull away from dams during firing, so this process is repeated as many times as necessary. Once the enamel is slightly proud of the dams the badge must be stoned down so enamel and dams are level – and only just enough to achieve it. Originally the badges would be ground on a water-fed belt or stone, but it is a huge risk when you have just spent hours getting a compromised, scarce (maybe unique) badge to this stage. I use Alundum stone in different grades with plenty of water, followed by fine wet and dry to get the metal as smooth as possible. Sometimes enamel in very low dam areas must be left slightly mounded to prevent over firing that leaves a poor, discoloured, and dimpled finish. The badge is now fired to restore the enamel gloss. Soldered fittings are reattached with great care - too much heat is back to square one – before the badge is buffed to an acceptable level for plating. Plating, which does not harm enamel, uses a variety of finishes, starting with none by allowing the badge to oxidise naturally to a deep bronze colour. Gilding the gilders metal by just “kissing” it with 24ct gold was popular and not expensive, so thin that the badge should never be polished. It is a matt finish unlike gold plating done over nickel giving a glossy finish that just looks, and is, wrong. Some badges were finished in a matt silver while others were polished German silver, but the most common finish was nickel, up until about 1929 when chrome took over. There are only two badges I can think of that are not done as described here, Bugatti, and Metz. The badge is smooth, no dams, and an enamel transfer is fired on over a ground coat of white. They can’t be repaired, but so simple to make. These two, and Delage, fit into an oval retainer that is soldered to the radiator before fitting the badge and rolling the lip down. Badges must be soldered to a veteran car radiator’s top tank. Ford and Chevrolet, in fact most vintage American badges, are held by a circular disc, its curved flange offset forward providing an interference fit when pushed into the hole. They can be fitted but not removed in situ without damage. To remove tap it out from behind with a wooden dowel into something soft. They will push into place by the palm of your hand. Another US type consists of a slotted round flange that neatly fits the hole. A disc fits inside the flange and when tapped into place, spreads the slots locking the badge in position. To remove you need a pointed metal tool to prise out the disc as trying to knock the badge out will just tighten it. Use care with these two attaching methods that the badge is perfectly level when fitting. Another type that was mainly used by Hudson and Essex is a simpler guaranteed level type. The badge fitting is fixed in its horizontal slot by a spring and pin while a variation has a slot instead, enabling the sides to be forced out, locking the badge
in place. The common fault with fixed stud types is overtightening - stressing and cracking the enamel. The best solution is to put a blob of silicone around the stud as a backup, not enough to squeeze out, use a star washer and Loctite the thread, drawing the nut up without undue force. Restoring a badge is seldom easy. The information imparted herein is an outline of methodology but, there is much more to know, such as blending colour by sinter firing and grinding, combating the T-factor in transparent reds, bright dipping, lead content grief and so on. Only Rolls-Royce has stuck truly to tradition, its timeless badge proudly adorning that famous tombstone radiator, 118 years not out. Skoda deserves merit for their modern green, black and chrome badge, a stylized representation of a feathered Indian headdress riding atop an arrow, dating from circa 1918 – it at least looks like enamel. Otherwise, today’s selection of meaningless chromed squiggles is boring beyond belief, akin to the Nike swoosh. Unfathomable model names like Zeekr, and Wey, clones of clones. Think of all those glorious names from the past, Riviera, Mercury, Bel Air, Rebel, Zephyr … and sigh
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Kevin Casey Kevin is an automotive engineer who loves colour, teaching himself to enamel badges and make stained glass windows, turning that hobby into a second career 26 years ago. Cars in the stable are: 1941 Cadillac coupe, 1929 Nash Special Six and 1968 Wolseley 6/110. He enjoys researching and writing about subjects that interest him; his first story published in Beaded Wheels in October 2008.
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Beaded Wheels 21
A half-size fibreglass TR3a pedal car has recently been restored in Arrowtown.
TRIUMPH TR3A PEDAL CAR One Lady Owner! Words and photos Pete Drummond But first a little history. “TR3A pedal cars were made by Coventry Laminates and used principally for showroom display. Between 50 and 60 are believed to have been made and they are highly prized by collectors today” (from the book Triumph TR2, 3 & 3A In Detail by Bill Piggott). It is thought that only seven or so are still in existence. This number includes a pristine red example which is displayed alongside its full size counterpart in England’s Heritage Motor Centre at Gaydon. The Gaydon pedal car carries the registration plate JUNIOR but you could have called it whatever you wished as these halfsized cuties were never destined for the open road. Junior’s full sized stablemate is a magnificent red example on painted wires carrying the registration number 643HYX. Now back to our feature car TINY1. The half-size TR3A was purchased in England by the parents of the current owner, Joanne, when she was a little girl. She has fond memories of playing in it as a child, and also remembers the time when it was modified by cutting a large hole in the boot lid to install a petrol motor.
Joanne and playmate in TINY1.
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The family later emigrated to New Zealand and brought the little car with them. As is the way of things little girls become young ladies, and playthings of the past tend to get put aside. Fast forward to 2023, and Joanne felt it was time to see if TINY1 could perhaps be restored to something of its former glory, and enjoyed by her grandchildren. This is where Arrowtown VCC stalwart Alan Sutton entered the picture. The owner’s husband, who had seen Alan’s magnificent Auburn roadster, and knew of his reputation as a legendary vintage car restorer contacted Alan and asked if he would restore TINY1. Alan was ready for a fresh challenge having not long completed the amazing transformation of a rather boxy 1920s four door Hudson into a stunning red and black sports roadster of his own creation. Known as the Stutson it’s a later day tribute to the mighty Stutz Bearcat of days gone by and shows what can be achieved when inspiration meets innovation. The overall state of TINY1 meant that considerable expertise and innovation were required to restore it to full working condition. Various parts were missing, including the entire pedal mechanism, as well as a tail-light, and several of the instrument bezels. Alan
Joanne’s grandchildren Hamish and Hope in freshly restored TINY1.
adapted some bicycle parts to restore the chain drive pedal arrangement, and being a sports machine it has pedals for both driver and passenger to allow maximum velocity to be achieved. During the restoration Alan added a horn, and a set of LED headlights. The headlights began life as part of a battery torch, but were the correct diameter to fit inside the original light aperture. Alan is a real detail man, and this shows through in many ways on the restoration, an example being the dashboard gauges. Where original gauge bezels were missing, Alan recreated these on his lathe, and where original dials were unreadable Alan photographed full sized ones on my TR3A, scaled them down to half-size, and hand painted the detail. Looking at TINY1 alongside its full sized counterpart it is amazing to see the lengths the original makers went to. The proportions are spot on, and it is the detail touches that set this little pedal car apart. The seats for example are moulded in fibreglass to echo the correct shape and trim pattern of the full sized car. There’s a nicely detailed grill, over-riders, a front apron emblem, and Triumph lettering. Inside the little car there’s a gear lever, a set of gauges, and a steering wheel, all of which clearly represent a TR3A. The overall result is stunning as our pictures show. A nice original detail has been preserved in the form of a brass nameplate on the dashboard. The owner thinks this identifies the person who originally made the car. Finally, in a scene reminiscent of TV’s popular The Repair Shop, owner Joanne was moved to tears when she was once again re-united with her favourite childhood toy restored to its former glory. Little is known of what became of the other TR3A pedal cars. If you can add to the story please contact pdrummond@slingshot.co.nz
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s Restorer Alan Sutton alongside Pete Drummond and his full size TR3a
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38 years between Beaded Wheels ads? aka
CHASING PANTHER SHADOWS Words David Broadhead
I’m the proud owner of a 1950 Panther Model 100 (600cc) which I bought fully restored / rebuilt (by Paul Downie here in Auckland) and road legal in late 2020. I felt the Panther was a good fit since I was born in Yorkshire and at the time my brother – still in Yorkshire and also a member of the Panther Owners Club (POC) – had just been bitten by a 1961 Model 120 (650cc). While I have owned several different bikes over the years, my mechanical and engineering aspirations far outweigh my actual abilities; I’m happiest polishing stuff in the knowledge that I can’t do too much damage that way! But there’s a nagging desire to upskill and with an almost empty nest and paid work now just a distant memory I wondered if perhaps my time had come to attempt to upskill. During lockdown I remembered one of my fellow VCC members telling me that he had a Panther Model 95 engine. The Model 95 is a bit of a rarity in the Panther world. It was manufactured for just two years – 1938 and 1939 and then only
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in very small numbers; 334 in total before the production ledger terminated in August 1939. The idea apparently was for it to be a bit more sporty than the other heavyweight (Hwt) Panthers in order to challenge some of the bigger marques for a slice of that part of the market. Then the war got in the way and the model did not reappear post war. An interesting fact is that while a handful of Model 95s still exist, there are less of them in England than elsewhere. I have heard two possible explanations for this (aside from the usual ice, salt on the roads and corrosion).
STUTTGART, GERMANY MARCH 03, 2017: The motorcycle Panther Model 100, 1929.
For the uninitiated here are a few key Panther facts: • 1900 - Company originally formed in 1900 as Phelon and Rayner in Cleckheaton, Yorkshire • 1901 - the first company to make an all chain-driven motorcycle • 1901 - became identified with their distinctive sloping 40-degree stressed member engine, patented • 1904 - Phelon and Moore founded, bikes marketed as P&M • 1914 - Major supplier to the Royal Flying Corps (predecessor of the RAF) during WWI (bonus points if you know what the main cargo was for a despatch rider going to the front lines. Clue: they were alive) • 1924 – “Panther” first used as a model name • 1929 – Panther became the marque name • 1950s - Became known as sidecar haulers (when, in Britain, sales tax and vehicle registration for vehicles with two or three wheels were significantly cheaper than for those with four). Approx 90% of heavyweights sold were set up for sidecars (solos required a special order). • 1962 - With the advent of cheap cars such as the Mini and the general demise of the British motorcycle industry the receivers were called in • Production and spares sales continued until 1966 – the latter handled by a lady called Alice who had worked in every single department in the company and sold spares direct to customers every Wednesday
The first is that although the bikes were produced before the war many of them sat in the cupboard until hostilities ceased. Following a declaration of peace all manufacturers in Britain were ordered to export as much of their inventory as possible as the nation was desperate for foreign currency. Version two is that since production had only just got going P&M decided that it would be safer to export them to smaller markets where it was less likely that demand would outstrip supply. The final point to note about the Model 95 is that it is perhaps the only Panther Hwt (500cc or greater) that has a front down tube. This is because the bike was a bit of a mishmash with the front end being based on the lightweight (Lwt) 350 of the day and other parts such as the valves and everything from the seat-post aft being the same as the Hwts. And it doesn’t “slope” quite as much as the other Hwts. Anyway, back to locked down Auckland. Having done a bit of research, as Auckland moved down a lockdown level, I went to have a socially distanced look at the parts on offer.
It turns out that the owner had been something of a “Mr. Panther” here in Auckland back in the day and as well as the M95 engine had a stray pre-war Lwt frame, a couple of gearbox housings, a mag, a carb and parts of three or four Lwt engines – mostly Model 75 - from the late 40s and early 50s which he was hoping to sell as a job lot. So with no obvious end to the lockdown in sight I of course jumped in and bought the lot….. (My wife had been doing jigsaw puzzles during lockdown and mentioned that she had a piece missing. To which I replied that I now had one piece of my puzzle but need to find not only the rest of the pieces but also 1. how they fit together and 2. the skill to do it.) After bringing the assorted treasures home I began gathering information and received a lot of help from the Panther Owners Club (POC) in identifying the various bits and pieces via photos and numbers (engine commission and build numbers and frame numbers) and from factory drawings. It was particularly interesting to find that some of the people I had read about in the excellent Panther Story by Barry Jones were actually the ones that built some of the engines currently sitting on my bench; Mr. Frank Dutton for example apparently built the 1952 M75 engine (commission number 52K290B, build number D4515 – D for Dutton). It turned out that the M95 engine was missing most parts from and including the pushrods upwards i.e. no pushrods, valves, springs, rockers etc. I was able to source these from Laurie Neal in England. Laurie is the author of the definitive Panther workshop manual and I was lucky enough to visit him during a trip back to Europe in their summer of 2022. I also took in the POC National
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Belonging to Rollo Turner (UK) this is a 1939 model as evidenced by the tin primary chaincase. David’s is a 1938 and has an alloy primary chaincase. The change was made due to the increased demand for alloy at the outbreak of WWII
rally held in Barnsley, Yorkshire and attended by 150 Panthers, but that is perhaps another story. Via the Panther Facebook page I have also received valuable information and tips from owners around the world. It was great to hear that there were other Model 95s on the road - my favourite by a long shot being the one that was recovered from a pond. Next I heard about another load of Panther parts owned by another Auckland VCC member and motorcycle section stalwart. They were already spoken for but I contacted the new owner and post lockdown we did a bit of a trade which saw him take the older frame and engine while I got a frame and Dowty forks for the various Lwt engines I have. Fast forward a few months and I placed a “Panther parts wanted” ad in Beaded Wheels. About a month later I went to visit a fellow Pantherista who had immigrated here from England in the 1980s and as a very active POC member “back home” had placed an ad in Beaded Wheels at that time with a view to starting a New Zealand branch of the POC. We had a good old catch up – he knew several of the people I had met during my UK visit - and as I was leaving he offered me the file of responses to his 1985 advert, which of course I could not resist. The file contained some completed questionnaires along with some pieces of paper with scrawlings on them which we of course know as “letters” but my son – in his mid-twenties – found them a completely alien and most amusing concept and had great fun trying to decipher them (the lost art of reading that we take for granted). I read through them all briefly. One bit that stuck in my mind was this: “I have a Panther Model 100 rigid frame, about 1950-52 I think, which I bought some six years ago as a basket job. It has been totally stripped and stored in a large tin trunk the bottom of which is in two pieces overlapping in the middle. Consequently, every time it was shifted over the last years, a few more of the smaller pieces dropped out.”
‘Nek minit’ I got a phone call in response to my own wanted ad (which by this time I had forgotten I had placed). When the caller started to describe the parts he had – which had been acquired years earlier along with a whole lot of other stuff – the penny dropped and a couple of days later I was looking at “a large tin trunk the bottom of which was in two pieces overlapping in the middle” – and which sadly contained not very many small pieces. Anyway, the deal was done and I suddenly had an early 50s Model 100 project - plus spare engine which I later learned was a 1930 Hwt - to add to the 1938 Model 95; in for a penny… A few days later came the second caller (this time I was a bit more onto it and knew straight away what it was about…). Caller #2 was actually one of the original respondents to the 1985 advertisement and told me interesting stories about not one but two Panthers. The first one had belonged to a Niuean gentleman living in Auckland. Sadly he met his end in a traffic accident while riding the Panther and so it was shipped to Niue along with all of his other personal possessions. Some time later a Kiwi living in Niue intercepted it from a truck bound for the tip and bought it for half a dozen beers. It then came back to New Zealand where somebody started to restore it. Caller #2 was an engineer and made some parts to aid in the restoration then later purchased the bike and finished it off himself. He later sold it to a local collector but had a few treasures left over – which are now in my garage. He also advised me that he had at one time been the temporary custodian of Penelope, possibly the most famous Panther in the world. It became famous when it was ridden across continents by intrepid adventurer and author Des Molloy, now resident of Golden Bay. Those interested can search; “No one said it would be easy,” “The Last Hurrah”, and “Zen and the last hurrah” or visit www.kahukupublishing.com and no, I’m not on commission… While we are on the topic of books there is another Panther must-read: The Rugged Road. On 11 December 1934, Florence
“Panthers are elusive beasts but looking for parts is a bit like having Alzheimers…”
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Blenkiron and Theresa Wallach set out from Crown House, Aldwych in London to Cape Town, South Africa, on their 600cc single-cylinder Panther motorcycle named Venture with sidecar and trailer, seen off by a crowd which included Lady Astor, the first woman MP, and the High Commissioner of what was then Southern Rhodesia. Inspired by callers #1 and #2, I thought it would be interesting to try to track down all of the other bikes and riders that appeared in the 1985 file; after all – what’s 38 years between motorcycling friends? The bikes the respondents described can be summarised as follows: Oldest 1913/14. Youngest 1958. 25 heavyweights (500cc or more) and 10 lightweights (350cc or less) As at Feb ’23 I am about four months into this project and can summarise my findings so far as follows: Total respondents in 1985. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Of which: One bike only. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 23 Two or more bikes . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 5 Total bikes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35 Contacted . .. .. .. .. .. .. .. .. .. .. .. .. .. .. . (out of 28 owners) Original owner still has the bike. . . . . . . . . . . . . . . . . . . . . . . 6 Original owner gone to where the petrol is free, but bike still in the family. . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Bike sold to a known third party. . . . . . . . . . . . . . . . . . . . . . . . 7 Bike sold to an unknown third party . .. .. .. .. .. .. .. .. .. 5 Unable to contact (so far ….). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 My journey to track down the bikes and owners has been a varied and interesting one, ranging from being as easy as looking up the name and address in White Pages and calling a number to find the original respondent still at the same address and still owning the bike to others who have seemingly vanished without a trace. After working my way through the 1985 list I broadened my net a little to contact others sharing our same special interest – including VCC branches around the country - and then followed up on their leads. Most recently I have tried another tactic; calling people that are selling bikes of a similar vintage and lineage on Trademe and picking their brains for local Panther knowledge. This approach has netted a bit of success. One Panther owner originally from Tokoroa had been eluding me and then I had two Trademe contacts in a row fill me in on the details of what is probably my favourite tale so far. The gentleman who responded to the ad had inherited the bike – a 1938 Model 100 – from his father, who had bought it new. He got the oldest bike and rider award at the Cold Kiwi a few years ago but has now passed on and the bike is in the care of his son, so the grandson of the original owner. Meanwhile my quest for parts continues and new leads seem to pop up most weeks, sometimes most days. Along the way I seemed to have gravitated towards doing desk work rather than getting my hands dirty and actually learning something but I have started by looking at – and trying to understand - the inner workings of Burman gearboxes. I found a great YouTube video from a member of the Ariel Owners Club which helped a lot. Then I replicated his test rig on my bench which helped some more (drawings don’t always do it for me – I need to touch and feel, after I’ve polished). Next step, having struggled to
take a couple of boxes apart was to try to put one back together. And now the fun begins! I feel that reading the workshop manual or Panther bible is sometimes not enough for me; I need to do motorcycle engineering 101 first, but have yet to find it. Also on my Burman to-do list is to try to understand the serial numbers, which gearboxes were assigned to which makes and models and what the differences were. Who knew that it could be so complicated? (certainly Roger from Draganfly gives a bit of a hint about it in his summary of serial numbers for gearboxes fitted to Ariels; the best / only such guide that I have found so far) but I’m working my way through the challenge slowly and one day hope to be able to tell at a glance the difference between a CP and a BA, a grease box and an oil box, and an Ariel and a Panther – or Vincent – mainshaft and layshaft. But I do seem to have stumbled across one interesting fact; photos of two different surviving Model 95s show Burman serial numbers that start with “M95”. I’m not sure whether this was added by Burman or Panther but I have yet to see or hear of any other marque or model included in a Burman serial number. KEY LESSONS
• Panthers are elusive beasts but looking for parts is a bit like having Alzheimers; you’re making new friends every day! • The parts are out there; you just have to find them (and then convince their owners to part with them) • The fragrance of “Baked Burman” lingers long in the oven and is not always popular with other members of the kitchen user group! I have deliberately “anonymised” this article to protect the identity of the main characters who probably did not expect any publicity 38 years after the event. If you are trying to reconnect with a former Panther owner just give me a call and I will do what I can to assist. And of course, the search goes on for: • the remaining five members of the “class of 1985” • all other Panther owners in the country and • the parts I need for my now two projects. If you know of any Panther owners please tell me about them, whether you think they were part of the class or not. And my parts wish list now looks like this: Model 95 frame front and rear, Model 95 and Model 100 engine plates and footrests, Webb girder forks; medium or heavy duty, Model 95 petrol tank, 8 inch half hub Enfield rear wheel, 7 inch half hub British Hub Company front wheel, Burman BAP, BAPH and CP parts, Amal horizontal carb and float, Miller or Lucas lighting set, 1 inch handlebars, levers and controls. Any tips, parts or leads appreciated. I would like to thank everyone who has tolerated my weird phone calls and/or responded to my ads to date and I look forward to lots more calls in the future!
David Broadhead
David is a classic motorcycle enthusiast with remarkably little practical skill or ‘feel’ for things mechanical …. and thus enormous room for improvement. Retired, he now finds much of his time taken up by men’s sheds at the local, regional and national level. His modern bike is a 1950 Model 100 while projects waiting are a 1938 Model 95 and a 1929 Model 50 – all Panthers. Any day now he’s going to have to start trying to put all of the recently acquired parts together; “by ‘eck lad; just get on wi’ it!”
Beaded Wheels 27
FURI 2 2002.
A POOR MAN’S FERRARI? FURI 2 Words and photos Jim Bennett
In October 2021 Beaded Wheels 372 published “A Car Making Obsession” detailing the origins of Jim Bennett’s Austin 7 Special. At the time of publication Jim’s special had been consigned to the shed for a rebuild. The vehicle now lives on albeit in a revised configuration. In 1973 we moved into our new house, one in which I had a hand in designing. Of necessity this included a four car basement garage with internal stairway access. By now I was thinking of a replacement for my first FURI sports car which had been sold to help fund our new dwelling. The vision I had was of a car that was a larger and more powerful version which had progressed to the stage of initial planning. As an exchange for some engineering work done for a friend, I had acquired a bare Raymond Mays alloy cylinder head. These were designed to improve the performance of Ford Zephyr engines and the plan for the new FURI was to include a Ford Zephyr power unit equipped with this head. With a suitable workspace I could now commence my project.
s Jim aboard the original FURI at Hoopers Inlet 1966.
28 Beaded Wheels
Shortly after, while I had begun gathering parts, I was offered an affordable, well used, Mk 7 Jaguar engine and then was given a supercharger from a Rootes Group Commer TS3 two-stroke diesel truck engine. These unusual engines had three cylinders with six horizontally opposed pistons operating through a series of connecting rods and rocker arms to rotate a crankshaft beneath the cylinders. This type of engine required an air pump to scavenge exhaust gases and fill the cylinders with air when the pistons were furthest apart. By now the Zephyr design had morphed into a supercharged Jaguar powered device and fabrication of a chassis had begun. With only a single phase electric welder at home I made a space frame chassis out of heavy-wall 38mm square tube because it was easier to electric weld. This was also reasoned as being more durable for long term road car use. As our family now included two young children it seemed prudent to provide some space over the rear axle for them to sit during family outings. I had the use of a company car during the rebuild and as a result I swapped one of our two Ford-powered Wolseleys for a 2.5 Daimler V8 sedan being dismantled by a car dealer. I stripped this vehicle of many useful parts such as instruments, switches and electrical items including windscreen wiper and washer assemblies. For the rear suspension I fitted a Ford Mk4 Zephyr differential and fabricated an independent rear suspension utilising Mk4 Zephyr hubs and axles. This rear suspension geometry was similar to that of contemporary Jaguar and Lotus 18 vehicles. At the front a modified cross member assembly from a Hillman
s FURI 2 Chassis drawing.
Super Minx was incorporated. This disc brake unit was similar to that used on Sunbeam Alpines and Tigers. Suitably wide steel wheels were made using 15 inch Hillman wheel centres machined down in diameter and welded into industrial 14 inch diameter by seven inch wide rims. Hillman drum brakes were used on the rear for convenience. A steering rack from a Triumph Herald was fitted with steering arms, hand made by hacksaw and file, from high tensile square steel bar to suit the forward location. I had the worn Mk 7 Jaguar engine block bored out to 3.8 litres to suit Chrysler Valiant pistons which have a flat top enabling a lower compression ratio suitable for supercharging. The crankshaft was reground, the camshaft ground to an Iskenderian performance profile and with the cylinder head refurbished it was then assembled. The supercharger was attached to the Jaguar inlet manifold by way of an aluminum adapter plate and an inlet manifold for a pair of two inch SU carburettors was fabricated and attached beneath the blower. To accommodate this the power unit tilted to the left by about ten degrees. This meant altering the sump and oil pump pick-up. A suitable drive system was needed for the supercharger and a housing was cast in aluminium to extend from the front of the blower to the front of the engine. I machined this to fit ball races for a drive shaft. This assembly was driven off the front of the crankshaft by a two inch wide toothed belt with drive pulleys and tensioner made in my spare time at work. A Jaguar/Moss four speed overdrive gearbox completed the mechanicals. When the rolling chassis was completed it became obvious that if a clubman style body was used large “power bulges” would be required to cover the tall engine and supercharger. I had hoped that my panelbeater brother Cliff might be prevailed upon, again, to fabricate an alloy body. But he was already assisting our oldest brother Ivan in the restoration of his 1923 Lorraine Dietrich for which the only remaining bits of body were not much more than
s FURI 2 engine bay.
s FURI 2 interior.
Beaded Wheels 29
s FURI 2 1989.
mudguards a radiator and a bonnet. At this time Cliff had also acquired the remains of a Lotus Europa which had been run over by a large American car. The fibreglass body of the Lotus had been consumed in the ensuing conflagration. It was obvious that my project would be a long way down the body-builder’s list. I concluded that I should try my hand at making a fibreglass body that covered the wheels. To get a satisfactory appearance I initially made a scale model from Plasticine mounted on an adjustable slot-car chassis. After the full sized rolling chassis was completed it took about three months to build a buck from which the body would be molded. It only needed three days to lay up the glass fibre reinforced resin. The following three years or more were spent sanding, filling and priming the body. During this time the body was cut to provide doors, bonnet and a luggage boot lid. Fabricated metal panels such as inner mudguards and door frames etc were bonded to these fibreglass parts. Interior panels such as floor and bulkheads were attached to the chassis frame along with the completed fibreglass body components. With my regular day job involving the manufacture of power press tools and stamped metal parts for the car seat industry I had access to contemporary seating components and advice from colleagues with car seat design. Equipped with this knowledge I was able to fabricate suitable tubular steel seat frames. Once again my father was called upon to apply his upholstery skills. Dad was a little puzzled by the modern springing and metal frames but he adapted his old methods readily. There was no need for his trusty magnetic tack hammer and a mouth full of tacks on this job.
It soon became apparent that the Hillman Super Minx disc brakes were not up to the task… 30 Beaded Wheels
For the windscreen I fabricated a frame made from a composite of metal and fibreglass to suit a Mazda RX3 screen. For the interior I made a dashboard with demister outlets, instrument panel and a leather clad alloy steering-wheel. Making and fitting a large number of little items including electrical wiring seemed to take forever. Sliding removable side screens were also made along with a removable fabric hood which I stitched together using a borrowed industrial sewing machine. The car was finally sent to a paint shop and was road legal several weeks later. This was in the spring of 1979, five years after it was begun. A few weeks after FURI 2 was registered I showed it to car dealer friend Lin Neilson. He suggested that I take it to a Country Gents classic car meeting being held a couple of weeks later at Levels Raceway, Timaru. Approval had to be sought from the “acceptance committee” who was Stu Barclay. He inspected it and said because it had a Jaguar engine he would allow it to run. On this earlier short circuit, practice was spent trying to come to grips with the power of this beast which was about double anything I had previously driven. I was also somewhat rusty having not been on a track for over ten years. During the first couple of laps in practice, I felt like I was still trying to get around the last corner when the next would be upon me. It soon became apparent that the Hillman Super Minx disc brakes were not up to the task as they were being worked so hard that they were almost ineffective after two laps. The car didn’t participate in the last run because a rubber engine mount had torn apart, it being unable to handle the torque of this powerful engine. The brake pads, which came with the cross member, were almost down to the backing plates as well. I was informed that my best lap times were similar to that of a Porsche 930 Turbo which was on the circuit that day. Harder Hillman Hunter brake pads were soon fitted along with a necessary vacuum brake booster. A torque reaction rod was also attached to the engine to reduce load on the engine mounts. A couple of years later I raced it at another Country Gents event held at Wigram Air Force base. I was competing amongst a large field of high performance sports and GT cars such as Ferraris, Aston Martins, Jaguars and Lamborghinis. Starting grid spots were drawn by lot and I was on row H of a 3-2-3 grid. I was able to overtake a few cars and recall closely following an Aston Martin V8 driven by Dannie Lupp. I was eventually able to overtake his car
while exiting Bomb Bay Bend on to the back straight. I found this circuit to be excitingly fast. Over the next ten years a number of improvements were made to the handling and braking. I also learned that greed for more horsepower, by increasing the supercharger boost, made the car less reliable. It has been driven to and from events from Dunedin as far as Christchurch and Invercargill for the first 20 years of ownership. The biggest problem was when the wipers failed one wet meeting at Levels. I drove home with the wiper blade assembly in my hand, reaching my arm out and around to the outside of the windscreen and giving it a wipe from time to time. Earlier training in a Ford Prefect and Consul with vacuum wipers where one learned to look around the raindrops may have helped. But it did take several days for the stiffness to leave my right arm. I decided then that I could improve the car with a rebuild. In 1991 I fabricated a new chassis, using a recently purchased MIG welder, to better suit the enveloping style body. This design was similar to one made by Frank Costin for a Lister Jaguar, consisting of a space-frame of light gauge small diameter tubing. Replacement mechanicals included; Ford Falcon ventilated front brake discs with Mazda RX7 Series 4 Turbo four pot calipers attached to Mk3/4 Ford Cortina front suspension components, a Land-Rover V8 clutch and Rover SD1 5 speed gearbox, a Ford Falcon limited slip diff with Holden Commodore Turbo rear calipers on 10 inch discs machined from a piece of solid cast iron bar which my firm had in stock, and a set of alloy wheels. Two high capacity electric fuel pumps and dual fuel lines were fitted to supply sufficient Avgas 100+ fuel for competition. The engine was relocated further back in the chassis for better weight distribution and as our children had grown up the rear seating was dispensed with allowing the fuel tank to be relocated above the differential. This shifted the weight of the fuel forward and gave more useable luggage space. These alterations along with better routing of the exhaust made this car pleasant for touring as well as being better on the track. A 4.2 litre Jaguar short block was later substituted for the now worn 3.8. On occasion the car was used to tow Thelma’s FURI 6 on a trailer to events where both cars participated. I was intrigued at Teretonga once, when I became aware of its straight line speed. During practice for open cars, I was sent out with a number of Formula Fords. As I followed the single seaters onto the main straight on the first lap they initially pulled away but by the start/finish line FURI 2 was catching them. We were in
WRITERS WANTED Alas we are not in the position to provide financial recompense for services rendered but we are sure you will be compensated by the satisfaction of seeing your words and photos in print.
s Jim in FURI 2 at Teretonga 2000.
fifth gear by now and glancing at the rev counter, briefly, near the end of the straight saw it reading 5000rpm. When I looked up, the gap to the FFs was closing rapidly. At the 200 metre mark I applied the brakes and the racing cars drew ahead. The FURI gearing was more than 26mph 1000 rpm in fifth gear so that we were travelling in excess of 130 mph (210 kph). At one of the Southern Festival of Speed meetings, held at Levels, I spent most of the time racing in close company with a regular competitor at these events, who was driving a replica D type Jaguar with a modified 4.4 litre power unit. Between races, motoring journalist, Eoin Young approached me enquiring about FURI 2. He was interested that my road going sports car fitted with a full width windscreen was competitive with the D Type Jaguar. During our discussion I informed him that there was no way I could afford to buy something exotic with performance of say a Ferrari so I had a go at building my own version. As he left he remarked. “Good effort making your poor man’s Ferrari!” I continued to race FURI 2 at Classic events until about 2010 when competitor support dwindled for road legal sports cars. FURI 2 has been with another keeper since 2015.
Jim Bennett Jim Bennett is married and has two adult children. Prior to retirement he managed a precision engineering business where he began work as an apprentice toolmaker. His hobby since high school has been building and racing cars and he has been involved in the design and construction of more than a dozen, eight of which are road legal. A member of the VCC since 2009, he has participated regularly in various branch speed events through out the South Island in his ninth car.
The Beaded Wheels team is always on the lookout for a good article for future issues. To encourage you to put pen to paper two lucky authors or photographers per issue will win a limited edition Beaded Wheels cap. Email your articles and ideas to: beadedwheels@vcc.org.nz High resolution digital photos are preferred. Or contact our Editor, Kevin Clarkson, if you wish to discuss an idea for an
article. Phone 021 0270 6525, kevin@vcc.org.nz Our winners of the Beaded Wheels caps for this issue are: David Broadhead and David Wilkens.
Beaded Wheels 31
1959 CADILLAC S & S HEARSE
WHO WOULDN’T WANT TO BE SEEN DEAD IN THIS? Words and photos David Wilkens
Bristols autoshop have had a working relationship with Harbour City Funeral Home going back to 2010 maintaining their 1936 Packard hearse and their fleet of other hearses. Back in 2012 Simon from Harbour City asked me what kind of hearse I would buy if I wanted the best looking hearse. We both agreed a 1959 Cadillac would be it and had both admired them for many years. The decision was then which body style, as there were a few body designers and makers for hearses back then. We both agreed S&S (USA) built the best looking hearse body and that’s the model we wanted to find. Both Simon and I started looking for an S&S ‘59 Caddy but could not find one on the market. When these specialised vehicles come up for sale they do not last long and quite often are sold privately without going to the market. Finally, in early 2013 Simon called to say he had found one. Many emails later between the owner in America, Simon and myself, we finally owned it. When I say we I mean Simon but this had now become part of my life. The Cadillac was transported to California for shipping to New Zealand in October 2013. When it arrived here in Wellington I decided to drive it back to Upper Hutt from Wellington as it had been sold to us as a pretty good solid car that ran well. However, pictures and stories can be so deceiving… Once arriving at Mainfreight where the car was sitting, it was very quickly discovered the car was a wreck. After an hour we managed to get it started and freed the brakes enough to drive. The exhaust was non-existent so it was very loud and the engine had been solid mounted which made the car very harsh.
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After a whole new experience getting it back to our workshop in Upper Hutt we started looking over the car to see what we needed to do. At this point we knew we were in for the biggest job of our lives. The floor had pretty much gone with only the carpet making it look like there was a floor. The engine and transmission were an old worn out 350 Chev that had been dropped in the engine bay and bits of angle iron and shelving brackets arc welded into place to hold it there. How it didn’t fall out driving it I do not know. There was not one part that was in good condition. At this point we knew we had been stitched. The body had been bogged up and repainted to look good in photos and looking back, all the photos were very blurry and not taken well. Moving on, we started stripping the car down to a shell to see what we had. It was very quickly decided to run a new crate motor from USA. Early 2014 we ordered a new LS3 crate motor package which included motor, transmission, computer and everything needed to make this an easy transition. What we purchased was called a hotrod package from GM direct which we decided was the best option for reliability and longevity for a classic hearse to go back into service. 430hp should be enough!
The body was now ready for dip stripping to see what we were really dealing with. After stripping we made a rotisserie of giant scale to hold and rebuild the body. The rotisserie had to have a chassis frame made internal of the circles to hold the car together as there was now no floor or firewall in it. Bristols are a team of seven who do everything from a WoF to full restorations but this was on another scale. It was decided then, that a team needed to be assembled for this build, something we had never done before. At this point Kurt and Jason from Gateway Auto Body in Masterton joined our assembled team along with Reon and Neale from Supreme Automotive. The body was delivered to Kurt on the rotisserie and steadily worked on over the years. The complete structure of the car including floors, firewall, rear tubs, doors skins, rear guard lower section and so much more had to be replaced. Approximately 60% of the body was replaced due to rust. While the body was being rebuilt, the work on the chassis and engine package was being dealt with back in our shop. The chassis was completely stripped down, sand blasted and repaired. We then started mocking up the new crate engine and figuring out how we were going to make it all fit and work. After making the new engine mounts and having the full mechanicals all sitting in place, the chassis was stripped down again for painting. The chassis was completely reassembled with every joint, bush, bearing replaced so it was like a new car again. The suspension had new springs to accommodate the different weight of engine and driveshaft remade to suit the new gearbox. A disc brake conversion on the front was done due to the engine upgrade and the vehicle going back into daily service. The steering was completely overhauled
and a modified column outer casing made to accommodate the gear change positioning, as the new gearbox had a different layout. New linkage was made to keep the car looking totally original inside. New whitewall radial tyres were fitted to make the car smooth and easy riding on our roads today. The chassis was now complete and ready to trial fit the body back on and start mocking up all of its chrome. The body was still being worked on and it took some time before they were reunited. Once the body was back on the chassis for a trial fit up, the huge task ahead was to fit and make fit, as much as we could before the body was to be painted. We found out very late in this project that this car had sat outside in a wrecker’s yard for many years in Texas, where it appeared to have been attacked with an axe. All of the windows had been smashed years before and a lot of the die cast and stainless had been aggressively broken and damaged. All of the glass was remade and including having a mould made for a new curved back window. Most of the die cast components and stainless work on this car was made specially for the S&S hearse body, so replacements were unobtainable. The broken die cast had to be re welded and repaired and all chrome work redone. The body was then removed and taken to the paint shop. The grand size of this car made it awkward to transport and be moved around without its chassis. Once at the paint shop, hundreds and hundreds of hours were spent guide coating and blocking until near perfect for painting. After final coats of paint were on, again more blocking and polishing was done. The body was finally ready for reuniting to the chassis for the last time. New rubber mounting pads were fitted
Beaded Wheels 33
and the body carefully lowered onto the chassis. Fitting up doors, front guards and bonnet was carefully done by Kurt and Jason to get the perfect fit again. Then came the assembly job starting with making a new wiring harness from scratch to suit our new engine, transmission and now modified car. The old wiring loom and fuse box were rotten and corroded so everything was replaced. The dash top could not be re-vacuumed in New Zealand so it was sent to Spain to be done. This was one of the first things we did back in 2014, so it was sitting in a box ready to go. The headliner was made and fitted along with new door draft strips and the complete dash was fitted up and working. We now had power to everything and could start assembling the components on the car. A new petrol tank had to be made with internal pump. We made a 150 litre alloy tank with baffles that sat perfectly under the rear floor. We were now ready for its first fire up with no exhaust. The car fired up first time and ran perfectly, as you would expect a new crate motor to. A full exhaust system and six mufflers were now made and fitted to keep this puppy as quiet as possible – 430hp doesn’t like to be quiet so the challenge was on. Once finished, we were very happy with the sound being no louder than the original Cadillac motor would have been.
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Repairing the bespoke S&S stainless mouldings was a huge task taking over 800 hours. Fitting out all of the doors and reassembling the windows was a tricky job. With this car going back into service to be used daily, it was important the car was as watertight as a new Corolla. The factory never achieved this so how were we to! There are no aftermarket rubber kits available for these cars so all rubbers and seals had to be either made or modified from something else. Being a hand built body from new and now 60% of it being replaced, the rubber situation was tricky. A lot of trial and error was done to get this car watertight but we finally achieved it. New door cards were made and reupholstered and the front seat rebuilt and recovered in leather. The seat frame needed completely rebuilding and slightly modifying. Seatbelts originally were only lap belts so it was decided to fit lap and diagonal retracting belts. All fittings and plates were fitted and certified. New wool carpets were hand fabricated and fitted as per original shape. The rear floor in the original hearse was made with fold out seats in the rear. It was decided to make all of the rear from scratch and user friendly for modern funerals. The floor is now a black marble finish with an electric section of floor coming out 600mm over the bumper at the touch of a button. This makes it easier to slide a casket in, with the door only opening to right angles. The floor is electrically slides back inside the car. The engineering in this little project is unique but works well. Because of the changes in the back area, a completely redesigned interior was made to look original. We have now jumped to December 2020 and the aim was to have the Caddy finished for the Wellington American car day in February 2021 at Trentham. We still had a huge job ahead of us finishing off the assembly of so many pieces and hadn’t even driven the car. Christmas holidays were not even on the cards for our staff, working right through to make this happen. The night before the show we held an evening at Harbour City’s Upper Hutt funeral home to showcase the car to all who had been involved throughout the project. On Sunday morning it was driven down to the venue and was a show stopper. We still had not driven it far and had finishing touches to make but finally we were out driving. After the show we spent a few months sorting a few mechanical issues and completing the finishing touches. The car was now ready to get low volumn vehicle certified, vinned and registered for New Zealand roads. This took a few weeks to sort but flew through with flying colours. The Caddy was finally handed over to Harbour City Funeral Home in July 2021 to go back into service and has since been used for what it was designed for. The team involved in this project was huge and I would like to thank all of those involved from the beginning to the end. Without their help this would never have hit the road again. Special thanks to Damon Turipa and Dale Wilkie, part of the Bristols team who spent many sleepless hours thinking and dreaming Cadillacs. David has been a member of the Vintage Car Club for 33 years, however his family involvement extends over 50 years. As a baby he was bought home from hospital in his parents’ 1930 Essex landau, his Dad had joined the Club in 1968 with a 1930 Essex (still owned). Originally trained as an upholsterer, David now runs and owns a restoration company as part of his Bristols Group. They have produced award winning cars including; 1931 Hispano Suiza J12 (2017 winner at Pebble David Wilkens Beach), 1932 Alfa Romeo 6C (2018 top place winner at Motorclassica in Melbourne). David’s own cars include a 1930 Essex coupe, 1929 Hudson coupe, 1904 Oldsmobile, 1957 Corvette and a 1965 Plymouth Signet convertible.
#6 Lou Evans, Russ Lovegrove, #2 Nigel Newton
RUSSEN LOVEGROVE
MOTORCYCLE PIONEER AND THE STORY OF HIS 1927 NORTON 100MPH RACER As told to Bob Hayton, Words Mark Lovegrove
Hill-climbs and beach racing really took off in New Zealand in the early part of the last century, becoming a favourite day out for spectators and competitors alike. The circuits were nothing special, with little more than rope lines to keep the spectators back. On the beach, poles or markers half a mile or a mile apart marked the course. It was around the outside, up and back as quick as you could, often with a rolling start. They were held on beaches from Oreti in the south to Muriwai in the north. Crowds flocked and riders turned up to ride their bikes as well and as fast as possible. Specials were being built up such as BSAs, Rudges, Velos, Pea-shooter Harleys and of course Nortons. Frank Thomas in Christchurch even built his own motor (way before John Britten was a twinkle in his father’s eye) and he successfully raced it, but that’s another story. A Christchurch Norton rider of note at the time was CF Russen Lovegrove, who took ownership of a new Model 18 flat-tank Norton in 1927. The bike was purchased from Brehaut Bros. of Stafford Street in Timaru. In next to no time Russ was preparing the bike for racing. He wrote to the suppliers to try and obtain information
on cams, carburation, timing, fuel mixture and any other tips necessary for competitive sprints, hill-climbing and beach racing. Brehaut Bros. forwarded his letter to Norton factory representatives Garrad Motor Agencies at 63 Dixon Street, Wellington, who replied by letter dated 20 October 1927. Being a very accomplished rider as well as an extremely gifted tuner and engineer, with the information received from Garrads, Russ set to work and got the bike going better and faster than when new. Russ not only raced the Norton on the beach, but he used the bike in speed trials, hill-climbs and reliability trials, whatever was going, having success in various events. In 1927 he entered the South Canterbury Motorcycle Club’s 24-hour reliability trial. This trial started in Timaru – through to Oamaru – Palmerston – inland up to Ranfurly – Middlemarch – Outram – Dunedin – Palmerston (via the Leith Valley) - Oamaru and finally back to Timaru for a total of 367 miles. His petrol consumption was at the rate of 124.4 mpg, such that from a possible total of 1000 points, he gained 886 – bear in mind that the bike was fairly new at that time. On 21 March 1928 he won the Tiako Hill Climb and in early 1929, Russ also won the Canterbury Autocycle Club’s New Brighton Six Mile
Beaded Wheels 35
Beach Race. The same year, competing in a dirt track event at Monica Park Speedway at Woolston in Christchurch, he crashed and broke a collar bone. Eventually the original Model 18 motor blew up and was replaced with a 1930 Norton ES2 Sports engine he obtained new from England. These engines were fitted with lighter steel flywheels which were a quarter inch narrower than the originals, thus enabling the engine to be revved higher and more quickly. From 1927 to 1930 all sport focused ES2 engines had these steel flywheels, while the Model 18 continued to have cast iron. Then from 1931 onwards the ES2 motors also returned to cast-iron flywheels, which was no doubt due partly to cost and also the successful introduction of cammy engines by Norton, which were proving themselves on the racetrack. This engine too received special attention from Russ. The original pilgrim piston type oil pump was replaced with a home-made Lovegrove gear pump to pressure feed the crank and return oil to the tank – something we take for granted nowadays. Good lubrication was a big problem back in those days. On the return side back to the oil tank, a mist oiling system to the head was run by external pipe from the back of the crankcases to the rockers and then to each valve stem. A large breather was taken from the back of the crankcase, through a flapper valve, from which it divided into two branches to become chain oilers – so important for beach racing. At this time Nortons did offer oil return to the tank on Models 21 and 25, but these were quite rare in New Zealand. Because an Amal TT carburettor from a Norton International was fitted in 1932 and the large breather exited from the crankcase, there was no room for the magneto which on 1930 ES2 motors was mounted behind the cylinder and ran off the crank on the drive side. The magneto was relocated in front of the motor as on the Model 18, but still driven from the drive side rather than the timing side. An extra front downtube which had been installed meant that the magneto platform had to be extended and that in turn required a new alloy primary chain and magneto cover to be specially cast by Russ to suit this arrangement.
▲ First 100mph Certificate.
Russ Lovegrove’s Norton as last raced.
Norton restored by Graeme McClintock and Mark Lovegrove.
36 Beaded Wheels
As Russ successfully extracted more power from the engine, the drive side crankcase finally cracked. After repairing it for use as a pattern, he cast and had nickel plated a replacement in bronze. Of course, this was heavier but stronger and is still on the bike to this day. More weaknesses on the bike continued to surface. As previously mentioned, an extra front downtube was added, the Norton flat tank was discarded to allow the top frame tubes to be braced and a replacement saddle tank fitted (a design which had become available in 1928). There was no engine cradle in the original flat tank frame. The resultant flex was largely compensated for by the addition of two semi-circular engine plates, drilled for lightness, and two extra frame tubes which sweep below the gearbox to attach below the back axle, not unlike on the CS1 and ES2 Special frames available from 1927. The replacement SturmeyArcher 3-speed close ratio gearbox was fitted with a home-made Lovegrove positive stop foot-change mechanism. Certainly an improvement as Norton gearboxes were quite slow to operate by the original hand or knee action. The front wheel was retained as beaded edge, while the rear remained standard with unknown gearing. Motor compression was increased from the original 6.5:1 to about 11:1 and of course hotter cams used, although we don’t know if he made his own cams as so many of his pre-war contemporaries did. October 13 1934 saw Russ finish second in a half mile standing start sprint run by the Pioneer Sports Club Motor Section, at 63.7mph, while on September 11 1937 he finished third in the Open Class Road Hillclimb Championship with the Canterbury Autocycle Club. Six weeks later he achieved 88.23mph in the Flying Half Mile 500cc Petrol-Benzole racing class event at Loburn in North Canterbury. Steadily improving, the following year was his big success, finishing first in the 500cc Flying Half Mile speed event held in April. He achieved 100mph becoming the first to do so in New Zealand in an officially timed test over two runs on the road. For this achievement, CACC awarded Russ a gold star medallion. This success was later followed up with a third in the New Brighton Open Class Beach Race behind Lou Evans (OK Supreme) and Nigel Newton (Norton International), a bike which was also tuned by Russ! Over these pre-war years Russ followed up his motorcycle passion to become a qualified mechanic with his own workshop at 287A St Asaph Street in Christchurch. He became a renowned motorcycle tuner, especially of Norton engines, a contemporary of ‘Buster’ Brown. In 1955 the Canterbury Autocycle Club instituted a cup in his name, known as the Lovegrove Cup, awarded for success in beach racing, while the Pioneer Motor Club awarded Russ life membership in recognition of his achievements. In July 1957 Russ re-registered the Norton as a used motorcycle, and rode it around the district, quite often at rather high speed, but he never sold the bike. When he finally passed away in 1970 at the age of 69, it passed to his son Trevor who raced it just the once it is believed. It sat around at his home for some time before Trevor dismantled the bike with the intention of doing a full restoration. However, this never took place, so when Trevor himself passed away in 2004 the Norton was inherited by his son (and Russ’s grandson), Mark Lovegrove of Blenheim, this time in pieces. Over the ensuing years Mark tinkered with the various components, cleaning and preserving, until meeting Graeme McClintock of Blenheim, a retired motorcycle mechanic. He had visited Mark’s grandfather at his workshop while apprenticed to Bond & Hockley Ltd located nearby in Christchurch. Mark was now in touch with
New Brighton Beach Racing 1929.
someone who knew all about early Norton engines, so the restoration proper was able to proceed at last. Checking out the engine first, Graeme was able to discern that valves were now 44mm, both inlet and exhaust, with very strong springs. The piston was a Heplex slipper-skirt type at +40 thou. and the barrel honed, with new rings fitted. This work had been done earlier by Russell Thomas Engineers. He found that Russ with son Trevor 1938. the flywheels and conrod were lightened and polished. The cams seemed very lumpy and on being degreed, were found to be timed somewhere between the early Norton ohc and Manx models. Fabricating the few missing parts himself, Graeme re-assembled the engine and gearbox before tackling the cycle parts. There was very little to go on apart from two rather grainy photographs, the first one from early days and the second showing the bike as it was last raced. This was the desired end result, incorporating all of the various modifications that Grandfather Russ had built into the bike over the years. A few parts were missing, or in such poor condition that they could not be re-used, so were re-fabricated. These included the exhaust pipe, push-rod tubes, the decompressor components as well as various brackets, studs, clips, nuts and bolts. A new alloy rear guard and the 1” handlebars were donated by friends. After final re-assembly was complete, with ignition timing set to 5/8 inch fully advanced and oil circulation checked, at last on 17 September 2021, after 47 years, the bike once again fired into life on the rolling road. A week later it was taken to an isolated private road for a test run and to tune the TT carburettor. First gear was found to be very tall, but the engine pulled like a train. Changing to second gear gave a massive surge forward to an easy 80mph, with the prospect of 100mph in top quite believable. This insight gave credence to the CACC gold star medal and period newspaper reports highlighting Russ Lovegrove’s pre-war 100mph formally witnessed and certified achievement. Mark and Graeme have done a fine job in bringing this historic racing machine back to life as a tribute to the widely respected pioneer in motorcycle racing, Russ Lovegrove.
Beaded Wheels 37
RALLY SNIPPETS A round up of notable rallies and events from around our branches
Oh No, here we go again! Jason Roberts & Brad Govan.
BALCAIRN
Banks Peninsula Branch Words and Don Gerrard photos John MacDonald
The heavy July rain that had fallen the week before this year’s Banks Peninsula Branch Balcairn Trials ensured that Flemings Farm would serve up ideal conditions for the slightly smaller field of competitors. Thomas Mauger in his Austin 7 Special threw down the gauntlet by taking out the first of six tests by a good margin and just managed to score points in the second after Jason Roberts in the A7 Hawke went the wrong way around a gate in the fast and steep slalom. The usual Jelfs Shelf Test had to be altered to accommodate an ever-deepening stream that had occurred and which needed a good deal of horsepower to clear, catching out many competitors who needed a tow from the efficient rescue team. Avon Hyde in his BMC Special was the only one who gained forward motion after a stop-and-go request in the next test that gained him valuable points, before heading off to a relatively dry Sandpit Pond with a steep incline at the finish, which the majority of competitors managed to clear. The final course, ‘Fendalton Road Swamp’ lived up to its name with the wettest ever conditions, but John Fowler from Greymouth in his Austin 7 Special ploughed through the terrain, victorious at last after years of trying.
However, at the end of the day, it was just another day in the mud for Thomas Mauger again picking up the Old Boot Trophy – now three years in a row with John Fowler a well-deserved second and Brad Govan, third. Warwick Marshall was credited with The Best Blue Car and the Muddiest Driver Award for another Balcairn creation – a Ford 10 this time that became very intimate with the Land Rover Club tow vehicles, which we thank again for doing a great job.
Will it - Won’t it? Warwick Marshall
Thomas Mauger, going for gold.
38 Beaded Wheels
John Fowler - Victory at last!
THE 2023 ROYCROFT R’OILCAN Saturday, 8 July Words and photos Kevin Beesley
Waitemata Branch’s premier annual event, the R’Oilcan, is a brand that needs no further elaboration. It promises a lengthy and vigorous tour on backcountry byways, lots of metal, farm tracks, maybe forestry roads. It promises you’ll be cold, enervated, possibly wet, but not hungry. Generous food stops take care of that. This year, though, it was named the ‘Roycroft R’Oilcan’ in honour of Terry Roycroft who, as last year’s winner was, as the rules require, this year’s organiser. Terry set all the basics in place but, sadly, health issues intervened and he was unable to complete the exercise, so up stepped that dynamic duo Jacqui and Ian Goldingham, who picked up and completed the organising from where Terry had had to leave off. Proceedings commenced with breakfast at The Red Shed, Drury, 7.30 am on a bleak Saturday morning and the entrants began getting away about 45 minutes later. The number of vintage vehicles was reduced in that the Jamieson DI Delage failed to make it to the start so Max and granddaughter Saskia completed the run in a modern. The Greig Riley 9 failed to start so he and Ryan Winterbottom travelled in Mike’s convertible Nissan. Repairs to the Winterbottom Talbot AO70 weren’t completed in time so they used Tracy’s topless MG and while Eddie and Shelley Simpson’s 20.9 Sunbeam was fine they weren’t, so they flagged the run and came along in modern warmth and comfort to join in for the evening. The route extended over 227 miles, taking us by circuitous means through central and western Waikato to finish within 18 miles from where we started. Morning tea was served by The Bush Tramway Club at Pukemiro Junction Station, which we reached via Tuakau and Te Kauwhata. From there a loop down through Whatawhata and Karamu, then up to Ohautira and through to lunch at Te Akau, laid on for us by Te Akau school but served at the local footy club due to soggy ground conditions Although it hadn’t been too bad until then the weather forecast for the afternoon was so dire that Ian invoked rule 22(B) iii and
Overtaking the 1954 Buckler
allowed hoods to be erected. Laughing in the face of adversity Keith Humphreys, my navigator in the Talbot 90 and I chose not to. Within minutes of leaving the lunch stop it bucketed down and continued to do so at regular intervals thereafter. The roads ran like rivers, the potholes (and there were many) filled to form lakes, the corrugations resembled rapids, the water pooled in my seat, seeping slowly into my nether regions. Hah, we said through gritted teeth, it’s only water! We made our way northwards on scenic, sometimes rough, roads less travelled back through Tuakau then west to Otaua and up the coast to Karioitahi and our overnight accommodation at Castaways Resort. The sun breaking through and reflecting off wet roads was a trial for bleary eyes over the last stretch. A great run faithfully maintaining Terry’s vision for the event and upholding R’Oilcan tradition. And the lucky winners were … tah dah! …. Peter and Julie Benbrook in an old Kermit green Honda convertible they purchased specifically for the run. Commiserations.
R’OILCAN POSTSCRIPT
SUNDAY, 9 JULY
Part of Terry’s plan for the 2023 R’Oilcan was an extended leg up and down the Awhitu Peninsular. This had to be deleted from the main event due to time/ distance considerations. However, Stephen and Tracy Winterbottom kindly stepped up to organise this section as an optional Sunday short scenic run. Following breakfast at Castaways many of the R’Oilcan entrants took off on a 50-mile jaunt along this fascinating piece of country which is essentially a giant sand dune separating the Manukau Harbour from the Tasman Sea. Deep gullies sliced into the landscape, patches of native bush, stunning views, gusts of wind blasting in from the west. It was a very worthwhile diversion. The Winterbottoms laid on morning tea at their place, which was more or less on the way home for most of us and an opportunity to view, as Stephen put it, “the current chaos of the sheds”.
Beaded Wheels 39
Gary Jackson, Canterbury.
North Shore.
Wairarapa
North Shore.
North Shore. Photos Bailey Chambers Photography , Derk Schoemaker, Kaaren Smylie
A huge thank you goes out to all those who donated time to the running of this year’s Daffodil Rally for Cancer and also to those who gave generously to help fill the coffers for our annual fundraiser. We saw cars take to the roads up and down New Zealand in support of local Cancer Society Branches and also help raise the profile of our club in our communities. WEATHER
BUT … new members
In spite of the inclement weather in the North the majority of our branches (especially in the South Island) have reported back to say they had another marvellous Daffodil Rally for Cancer.
All was not lost because I know several branches have now got some new members signed up. This is one of the results we wanted to achieve from this campaign !
Well done you awesome members. However, my thoughts do go to both the Taupo and Gisborne branches which were rained out making it near impossible for them to continue with their plans for the day. Also BOP, and EBOP branches who only hung in there by the skin of their teeth, because of the weather. The photos I have seen on our VCC Facebook group do indicate most branches in the North battled it out with the elements in one way or another, which unfortunately did keep the public attendance numbers down.
Waikato.
40 Beaded Wheels
DONATIONS RECEIVED We have yet to finalise our total, as many of our members, and the public are still making donations online, and coordinators are waiting for their respective treasurers to tally up their totals. Today and including what has been raised online, we are sitting at approx $73k. More photos in branch reports on page 54. Kaaren Smylie Daffodil Rally for Cancer Coordinator
Ashburton.
BOOK REVIEWS
Kiwis on Harleys North Shore.
George Lockyer Hard cover, 210 x 260mm Landscape, 200 pages ISBN 978 1 77689 080 4 Bateman Publishing. RRP $49.99 Reviewed by Kevin Clarkson Author George Lockyer talks to 27 Harley owners to find out where their love of this proudly US marque comes from and along the way he uncovers many interesting stories.
North Shore.
AWARDS Congratulations to the following members who have recently been awarded their 50 and 60 Year Awards.
50 YEAR
Wright, Donald Painter, Lindsay Hayman, Brian Kiesanowski, Phillip Elcock, Barry Crossen, Bernard
Wills, Alan Humm, Bob Goodman, Gay Kendall, Ivan
60 YEAR
Banks Peninsula Canterbury Canterbury Canterbury Canterbury Canterbury
Canterbury Canterbury Canterbury Wanganui
I found that I knew, or know of, many of the Harley riders George has found to interview and I suspect that most kiwi motorcycle riders would have that same experience. This book demonstrates that which all motorcyclists know… bike riders come from all walks of life and Harley riders are no exception. George has conducted excellent interviews with each rider and dug out interesting facts giving the reader an understanding of the respect these riders have for their bikes. The book includes collectors, restorers, dealership owners and those who race them or have raced them, or simply riders who remain loyal to the brand. We also discover Harley-Davidson’s famous history and the pros and cons of various models. There are many superb photos. It is obvious the Harley owners in the book are deeply into motorcycling and equally obvious that they recognise that there are other makes out there. Many non-Harleys can be seen pictured in the various mancaves some riders are fortunate to be able to park their steeds in! A book for any motorcyclist and I suspect many Harley owners will consider its purchase a necessity!
Cars of the Rootes Group Graham Robson. Veloce published 2023 ISBN 978-1-787119- 01-07 Approx $105 Review by Mark Holman This comprehensive book on the cars from Hillman, Humber, Singer, Sunbeam and SunbeamTalbot makes a welcome return as one of Veloce’s Classic Reprint series. These marques sold well in New Zealand, and we had our own versions of a few of them, eg the Hillman Minx/Humber 80. Author Robson worked for the company for a time and his book covers the entrepreneurial Rootes brothers, the group’s pre-WWII cars and then each of the makes in turn. From the rather radical Hillman Imp (my late father’s second new car) to the sporting Sunbeam Alpines, ill-fated Singer Airstream, the utilitarian Commer Cob and even a WWII scout car; all feature here with plenty of photos, model specifications and authoritative text. In the 1950s/‘60s, there was a fair amount of ‘badge engineering’, leading to broadly similar Hunters, Sceptre and Vogues for example, although I think they retained more individuality than the BMC equivalents. Competition successes are briefly included, along with some fascinating photos of styling exercises, not all of which saw production (a bubble-shaped Imp prototype for example). The Chrysler and Peugeot takeovers also get a chapter. This is a valuable and readable book about a wide range of cars that were major players for a few decades.
Beaded Wheels 41
Geoff Quarrie and retiring Club President, Diane Quarrie, were presented with a token of the Club’s appreciation by Beaded Wheels Editor Kevin Clarkson.
Presentation to retiring North Island Club Captain, Kaaren Smylie and husband Jim.
Presentation to retiring Management Committee member Tony Bartlett and wife Lyndsey.
VINTAGE CAR CLUB OF NEW ZEALAND
2023 NATIONAL AGM Words Mike Bryan, Chairman, Nelson Branch
Looking out from the Beachside Conference Centre, the venue of the 2023 Executive meetings and the National AGM, the first thing you saw were the tidal mudflats of Tahunanui, now quiet and protected but once noisy and active with cars racing regularly over the New Year holiday season. Nelson Branch chose the Beach Racing theme for this year’s AGM and arranged a display of the cups once competed for, along with photos of racers and drivers that brought nostalgia for many. They even found four of the original Beach racing cars, a V8, a Renault Dauphine and an A40 Farina as well as a replica. Guests at the Saturday night dinner were encouraged to dress for a day at the races… one couple were even surprised it was car races and not horse racing – which they had prepared for! Mike Wilson from the Nelson Classic Car Museum who is creating a beach racing display at the museum showed us some footage of the racing as it was up until the last races in 1977. Branch member, Roger Lusby, a talented poet, entertained us with verse between the dinner courses and a relaxing and convivial evening followed.
During the Executive meeting on the Saturday afternoon, supporters had the option of two tours, one a craft trail and the other a shed visit with both tours joining up at the Nelson Branch clubrooms for afternoon tea and a chance to view the craft display put together by some of the women of the Branch. For those not winging out, Sunday was also a busy day. The Nelson Classic Car Museum was open and over 80 visitors from our group enjoyed a discounted admission with guided tours from Mike Wilson. A couple of classics from the collection had been loaned to us and Club members with grins from ear to ear drove the Edsel and a Chevrolet Impala from the museum to the nearby Nelson Airport as we farewelled our guests after a very busy AGM weekend. For the Nelson Branch the weekend was teamwork... something we are now very good at, and 28 people were involved in many ways, in making the weekend memorable for you all. The feather in our cap was the allocating of the 2026 Vero International Rally, to Nelson, and the appointment of our long time member Ray Robertson as the Rally Director. Management committee 2023–2024: L-R Neil Beckenham (Registrar), Rebecca
George (Mgmt Committee), Murray Trounson (Mgmt Committee), Glynn Clements (NI Club Captain), Diane Quarrie outgoing President, Andy Fox (Mgmt Committee), Mark Wilkinson (Mgmt Committee), Kevin Clarkson (Beaded Wheels Editor). Incoming President of the Club, George Kear, was unfortunately unable to attend in person due to testing positive to covid two days before the meeting. However George was able to join by Zoom.
Incoming Mgmt Committee Member Ray Sanders.
42 Beaded Wheels
The Club’s most prestigious trophy has this year been awarded to Steve and Sue Keys. Steve and Sue Keys have completed a five-year restoration of a 1938 Texaco tanker, taking it from a rusty hulk to the concours condition beauty it is today. Over the last 12 months it has featured in many articles including the 2022 June/July issue of Beaded Wheels, NZ Herald and Hemmings Motor News. Not only has Steve spent over 2,000 hours on the restoration, but Sue has also played a very big part in the restoration
JOHN L GODDARD TROPHY WINNER spending many hours on research and following each step along the way with 50 blogs on a special web page www.texacotankerproject.com Everything has been done to ensure it is as authentic as possible. Steve and Sue are car enthusiasts from way back and their spectacular collection of cars and memorabilia includes a 1936 Ford roadster, 1928 Auburn Victoria 88 and a 1928 Packard 533 Phaeton.
Beaded Wheels editor, Kevin Clarkson, receives sage advice from Life Member Andrew Anderson.
During the restoration Steve and Sue were wonderful hosts to the number of car club members who have come to see their collection along with the progress of the tanker restoration. Over the years Steve has given a lot to the car hobby not only to the Vintage Car Club but also Hot Rod NZ and the Low Volume Vehicle Technical Association, having retired last year after giving many years to that
Nelson Branch Chairman, Mike Bryan, receives acknowledgement from outgoing National President Diane Quarrie for hosting the AGM.
Nelson Branch hosted a convivial AGM that provided lots of opportunities for members to socialise.
association both as President and a Board member. Steve and Sue have not finished with restorations as their next project is recreating the 1933 Texaco Doodlebug on a Diamond T chassis. Steve has also recently restored a period petrol pump for the Auckland Branch collection. Steve and Sue are worthy recipients of this year’s John L Goddard Trophy.
Retiring South Island Club Captain Alon Mayhew and wife Tracie.
ARCHIVIST NEWS
Our club archive is located at the VCCNZ National Office in Christchurch and is open to visitors on Friday mornings. It contains a wealth of historic material, a lot of which has been digitised. It is well worth a visit or if you have any queries do get in contact with our archivist Don Muller phone 03 385 6850 or archivist@vcc.org.nz.
s The Radiator masthead
“THE RADIATOR”
Official magazine of the NZ MTA 1920-2023 In the April/May 2023, Beaded Wheels 381, I wrote an article in the Archivist News on New Zealand Motor Trade Yearbooks. In the article I failed to mention that the now NZMTA, has an excellent magazine, The Radiator, which has been published monthly since May 1920 and is still going strong today, in both printed and digital copy. The Radiator is one of the few 100 year plus, periodical publications, that are still current in New Zealand, the longest being The School Journal, which was first published in 1907. This magazine is sent to all 3,800 NZ MTA members to keep them informed of motoring trends (both in New Zealand and internationally) regulations, technology, stories, history, repair and shop tips. At the VCC Archive we have two copies of 1924, one each of 1925 and 1971. The 1920s 65-page editions, which I am writing about, consist of numerous fullpage advertisements of various makes of vehicles, accessories and products. There are tyre manufacturers, many which are not around today, Frisk Cord, Good Year, Royal Cord, Kelly and Millar Cords. There are also a few petroleum suppliers Big Tree, Shell, Mobiloil, Plume, and Golden Crown advertisements.
s Big Tree and The All Blacks 1925.
s The New Zealand Motor Journal masthead, 1922.
44 Beaded Wheels
One unique advertisement in the 1925 edition caught my eye, it is a Big Tree Motor spirit advertisement with two Kiwis, one dressed in an All-Blacks jersey, that states ‘Unbeaten’, both have tons of energy, force, speed and get there every time. We will have to wait and see if this is correct after the 2023 Rugby World Cup. There are also interesting articles about motoring and motor racing. In the 1924 edition there is a great twopage story of a trip around the North Island during Christmas holidays on a 1915 4 ½ hp BSA motorcycle. The rider travels from Wellington to Feilding, Wanganui, Waitara, Tirau,
Rotorua, Taupo, Napier and back home to Wellington via Palmerston North. The 1915 BSA performed faultlessly over the long arduous journey of deep mud and steep shingle, a far cry from today’s tar sealed roads. If anyone is interested in this story please email me and I will forward you an electronic copy. Also included in The Radiator are all of the garage proprietors, cycle and motorcycle dealers of this era in New Zealand. It is an informative and interesting magazine. A VCC member has contacted me requiring information from the 1966-67 issues of The Radiator, about BMW importation statistics. If anyone can help with this, please email me. Another New Zealand interesting quality motoring magazine of the 1920s is The New Zealand Motor Journal, which was previously called The New Zealand Motor and Motor Cycle Journal from 1905 to the early 1920s. There are already digital copies of this but there is no common database for The New Zealand Motor Journal. The VCC Archive does not have any copies of this magazine. Ian Goldingham is going to compile a national database for these. Ian has emailed all VCC librarians and is trying to locate copies of these valuable monthly publications, so they can be digitized to a national database for the future. If you have any of these magazines, please contact Ian by email goldienz@orcon. net.nz phone 09 445 8811 or myself. Thanks. Acknowledgement to Gerald Rillstone, The Radiator, editor for permission to print this article.
Don Muller Archivist archivist@ vcc.org.nz Ph 03 385 6850
MARKET PLACE
FOR SALE AUSTIN SHEERLINE MOTOR complete with gear box. diff, steering box and all the glass. $1,000 the lot. Ph Mike Marshall 027 600 8890 MEM WANGANUI
Terms and conditions CLASSIFIED RATES Due to space limitation, classified advertisers should refrain from the use of dashes, spaces, blank lines and formatting. All classified rates include GST. The 45 word limit includes contact details. Advertisers requiring ads longer than the standard 45 words, or who require typography or space, must apply display rates. The advertising department reserves the right to edit or return classifieds not meeting the criteria Member of Vintage Car Club: No charge for text or photo classified advertising. Members must be financial and identify their Branch. Limited to one free advert per issue, maximum of three insertions per advertisement. Non Member: $21 for first 45 words or part thereof. Text in a Boxed Ad : $24 non-members* Colour Photo Ad in Box: $56 non-members, enclose a clear photo and an SAE if return required.* Advertisements should be typed or clearly printed or submitted through vcc.org.nz/beadedwheels. Advertising Email address: beadedwheels@vcc.org.nz Advert and Payment: to arrive not later than 10th of month preceding publication. Payment by Credit card or Internet banking (for Internet banking details email beadedwheels@vcc.org.nz). DISPLAY RATES* (gst exclusive) Casual (per issue) 3 Issues (per issue) Full Page $900 $720 Half Page $530 $390 Horizontal ¼ Page $270 $216 All display rates quoted exclude GST and are for finished digital artwork supplied. Artwork can be arranged at an extra charge. Deadline for copy 10th of month preceding publication. Beaded Wheels will consider articles of a technical nature for inclusion in its editorial space. Beaded Wheels however regrets that it is not able to offer editorial space for advertisements nor for the promotion of products. Marketplace advertising cancellations received in writing prior to advertising deadline will be refunded in full. Where possible Beaded Wheels will refund 70% of the advertisement cost for any cancellations received after the booking deadline. *Payment by credit card will incur additional bank fee processing charge of 4% Beaded Wheels makes every effort to ensure no misleading claims are made by advertisers, responsibility cannot be accepted by Beaded Wheels or the Vintage Car Club of New Zealand (Inc.) for the failure of any product or service to give satisfaction. Inclusion of a product or service should not be construed as endorsement of it by Beaded Wheels or by the Vintage Car Club of New Zealand (Inc.). No liability can be accepted for non-appearance of advertisements and the text of all advertisements is subject to the approval of the editor who reserves the right to refuse any advertisements which are not compatible with the aims, objectives, and standards of Beaded Wheels or the Vintage Car Club of New Zealand (Inc.) In accordance with the provisions of the Human Rights Commission Act 1977 Beaded Wheels will not publish any advertisement which indicates or could reasonably be understood as indicating an intention to discriminate by reason of sex, marital status, religious or ethical beliefs. Advertisers should take all care in drafting advertisements as they could be held liable, as well as Beaded Wheels and the Vintage Car Club of New Zealand (Inc.).
1936-38 MORRIS 10 hp Hepolite 30+ Pistons, rings and gudgeons. Still in box. $150. Ph Terry 021 047 4670, telnbarb74@gmail.com MEM CANTERBURY. 1960 PEUGEOT 403, complete car and parts plus workshop manual. Driveable but needs restoring. Tidy and original body. Ideal project for someone. Had some work done. $900. Ph 03 338 5210 email: flyingdutchman@slingshot.co.nz MEM CANTERBURY CARBURETTOR RECONDITIONING including classic and performance makes. 40 plus years trade experience. Free advice. Contact Graeme Tulloch, Tulmac Carburettor Specialists on 027 612 2312 or (Levin) 06 368 2202 COACHWORK F or all your coachwork, woodwork and timber rim steering wheels for your veteran, vintage or commercial vehicles contact Designs N Wood, John Martin, 11 Bell Avenue, Cromwell. Phone/fax 03 445 0598, 021 109 1309 or email martin_jw@xtra.co.nz MEM CENTRAL OTAGO 1978 FIAT 128 BELLO, one owner, body and mechanicals in excellent condition, regularly serviced, garaged for 45 years, current WoF and Rego. Extensive new and second hand spare parts including a new unused engine with pistons, phone Geoff 022 464 0598. 1989 TOYOTA CORONA TWIN CAM. M int condition. Two owners, Cam belt, water pump, alt belt, fuel filter, front pads and flush, new windscreen, body tidy. interior trim done, Chris Amon suspension. Owes me $6500. Realistic offers considered. Photos available via email Ivan playsafe@xtra.co.nz MEM CANTERBURY BUICK 1919 Restored in the late ‘60s. Has been on many rallies and is due for another restoration. Phone Patrick 027 313 9102, Motueka MEM NELSON 55 HUMBER SUPER SNIPE ENGINE. Dry stored since 1980, going when taken out of low mileage rusty car. phone 021 168 5928 MEM NORTHLAND.
VINTAGE CAR REPAIRS
All Classic and Vintage Car restoration. • Panel making • Wooden body repairs, • Bumpers and moulding repair • Competitive hourly rate. Unit 1 11 Penn Place, Upper Riccarton, Christchurch
Phone Grant 341 5100 or 027 223 9474 granttvin@gmail.com DRIVESHAFTS DRIVESHAFTS DRIVESHAFTS We can alter or make driveshafts with fabric components to take modern universal joints and yokes, as well as performing dynamic balancing. We also carry a large range of driveshaft components for cars, trucks, industrial and marine. M S Coombes Ltd, 344 St Asaph Street, Christchurch 8011, Ph 03 366 7463, email: info@mscoombes.co.nz GRAVELY MODEL D, s ingle wheel garden tractor, restoration project. Two available plus heaps of parts and cultivation gear. $350 for the lot. Phone 03 308 2297. MEM ASHBURTON LARGE AUTOTECNICA WATER PROOF CAR COVER. Fleecy lined. It came with a car I bought a few years ago. The car’s gone but I’ve still got the cover. In good servicable condition. Pick up Palmerston North. Phone 027 345 2676. or wandj1340@extra.co.nz MEM BAY OF PLENTY PENRITE ENGINE COOLANT A colourless hybrid-organic non glycol based corrosion inhibitor designed specifically for use in Veteran, Edwardian, Vintage and Classic Car cooling systems. M S Coombes Ltd, 344 St Asaph Street, Christchurch 8011, Ph 03 366 7463, email: info@mscoombes.co.nz
LARGE SHED WITH CARPORT AND HOUSE Shed 108m2 with car port 66m2 and house. On tidal river near Whangarei. Bush waterfalls and pond. 110 m2 architect designed house with sleepout and garage. Ten minutes to city edge or coast. Bruce 09 437 7077, bruceyoung@xtra.co.nz. MEM NORTHLAND
OCTANE MAGAZINE - complete years 2015 to CAR MAGAZINES, T horoughbred and Classic Cars, 2022 (inclusive). Mint condition, always dry-stored. twenty years, 2000 to 2019, almost a complete Available for collection in greater Auckland. set, just three copies missing out of 240. In 12 $36.00 per year phone anytime. Ph 09 424 1290 month bundles, buyer collects from Wanaka, or 027 493 8729, dollar.savecarhirenz@gmail.com offers. Phone 03 443 8868 or 021 245 8868 MEM WAITEMATA MEM CENTRAL OTAGO THE FOLLOWING VEHICLES are currently being CHEV FOUR ENGINE PARTS. 1 927 to 1929 includes marketed by Rushmore Motors Ltd. There are blocks, crankshafts, rods, heads, flywheels, clutch more, but this is the cream of the crop. 1916 pressure plates and many smaller fitments. Maxwell Roadster. 1923 Maxwell 1 ton Roadster Sensible offers considered. Ph Bob 021 364 308 or truck. 1926 Model T Raceabout. 1928 LVVTA email rjscotty@gmail.com MEM CANTERBURY Mercedes SSK Replica. 1929 DA Dodge. 1930 Model A Tudor. USA. 1931 Model A Raceabout. 1931 GOT VIBRATION PROBLEMS? Model A Woodie. 1934 Vauxhall. 1938 Hillman 14. The crankshaft pulley/balancer/damper may 1952 Mercedes, 1957 Jaguar MK7M. 3.4L, be the cause. Rubber perishes over time. John 1978 Fiat 128. 1980 XJ6 Jag. 1987 Ford Falcon. 1989 at Harmonic Damper Rebuilds can rebuild Alfa Romeo 164 Lusso. For pricing, pictures, info your pulley like new. He has a proven system and location, Ph. 027 2245 045 inc a/h. to re-rubber and re-sleeve dampers. Most can be rebuilt as good as new and save you money and engine repairs. 027 666 3350 or 07 863 3350 damperdude@gmail.com Beaded Wheels 45
MARKET PLACE
1952 AUSTIN DEVON R eg and new WoF. New rear brakes, drives excellently. Health reason for selling. $5,000. Phone 027 431 1299, huib.poot@live.com MEM NORTHLAND
PERSONALIZED PLATES for your 1973 classic Ford/Mini/MGB, or your initials and birth date. Remake these to black and silver for an authentic look. $2,950 ono. Leigh 021 326 850, leighthal1977@gmail.com MEM AUCKLAND
COLLECTORS AUCTION – NELSON Saturday 2nd December 2023 6 x Allis Chalmers tractors, restored 1939 - 1948. Collections of old tools chainsaws, sewing machines, radios etc. Photos/Info: www.jwauctions.co.nz John Walker, Auctioneer ph: 027 443 2525
1932 J2 MG, Great little car, and motors well. Not 1980 RENAULT 5 GTL. Needs a little work on VINTAGE TRUNKS made to order or stock getting used so time to move on. WoF and reg. LH front suspension. Reg on Hold. Moving, No sizes. Dust proof and waterproof. Phone Has a 1200cc Wolseley 4/44 motor and gearbox room to store. $2500 ono. Ph Brian 021 910 219, Allan 06 844 3959 or 0274 469 331 Napier, installed in the 1950s. Some spares $25,000. merlinsbrain3@gmail.com MEM EBOP acjones760@gmail.com MEM Contact Eddie 021 422 409, eddie@albion.net.nz MEM WAITEMATA
1972 3500 ROVER V8 AUTO Lovely car, runs well and great condition. Reg, shouldn’t fail WoF. Well maintained with records. New carpets, recovered seats, and paint in original dark green. Garaged Rangiora, Canterbury. Realistic offers. Ph 027 425 3843, pamehrtens@gmail.com MEM CANTERBURY
VINTAGE & CLASSIC QUARTZ halogen bulbs. Replace your existing bulbs without rewiring the headlamp assemblies. Up to 100% brighter than your existing Tungsten bulbs. Will fit most reflectors fitted to Pre & Post war cars and motorbikes. Also available in single filament 55 watt P22 & BA15 bases for use in spotlamps and mechanical dip reflectors. Most bases and configurations available in 6v & 12v. Further info: Norm & Jan Sisson, sole NZ Agent. Phone 027 311 6563, Amuri Motorcycles, 2C Birmingham Drive, Christchurch. Email modelboatsupplies@snap.net.nz
BMW 2002 TII 1973. N Z new. Lady owner since ower steering upgrade, 1981. Only 3 left in NZ. Ex condition. WoF and 1967 DAIMLER V8 AUTO P Registered. Always garaged and covered. Used in new English wire wheels and tyres. Engine VCC events. Verona Red. Enquiries to 027 479 1792. reconditioned by Finlays Chch. Reg, shouldn’t fail WoF. Well maintained, restoration / maintenance MEM ROTORUA records. Reconditioned seats. Runs well, great condition car. Realistic offers. Ph 027 264 4421, jandamehrtens@gmail.com MEM CANTERBURY 46 Beaded Wheels
SS/MK4/5 JAGUAR Front and rear windscreens. Both good original condition. $150 each or $250 the pair. Monty 021 022 612, claxtonsnz@gmail. com MEM CANTERBURY
1925 INTERNATIONAL LIGHT TRUCK SR24. Reg on hold, good condition. Known history from new. New tyres & radiator. $15,000 ono. Ph Bill 027 494 9030, globill.phillips@compassnet.co.nz MEM WAIKATO
1970 ISUZU BELLETT MOTOR $50 that will need an overhaul. Phone 06 876 7195, email alincoln@ nowmail.co.nz MEM HAWKE’S BAY.
MARKET PLACE
MAGNETO AND COIL WINDING SERVICES Magneto repairs, coil rewinding, work guaranteed. We buy and sell magnetos of all types except aircraft. 728 Waimutu Road, RD2 Marton 4788. Phone Warwick 06 327 3849, 027 281 8066, walandlynn@farmside.co.nz MEM RUSHMORE MOTORS LTD can market your Veteran, Vintage or Classic car immediately. We have great success with most makes and listing a vehicle is completely free. We hold a huge database of prospective buyers and we endeavour to match sellers with buyers. If you have an unused vehicle sitting in your garage and would like your bank balance considerably enhanced, give us a call on 027 2245 045 inc a/h. rushmoremotors@xtra.co.nz
NZ NEW 1971 ROLLS-ROYCE SILVER SHADOW 119,000 miles. Complete braking system overhaul and front wheel assemblies. 4 new tyres. Current WoF & reg. Receipts available. Recent beautiful ride in this car from Northland to Canterbury and back. $25,000 Located Paparoa, Northland. Ph 09 431 7490 Kerry.
ROVER 90 1958 MODEL 9 7,000 miles in reasonable condition has been on blocks and undercover for the last 32 years. $1600 ono. Ph 027 630 7844.
VETERAN PARTS FOR SALE, Lucas bulb horn, Boa constrictor horn, alloy steering wheel, Bosch ZR6 mag. Bosch DF4 mag. Stewart speedo, dual ignition Bosch mags, oil tail lights. Ph 07 348 4227.
1937 AUSTIN SEVEN RUBY Recently restored 2022. Current WoF & rego. Reluctant sale due to personal circumstances. Phone 027 209 8972, valjohnson@outlook.co.nz MEM ASHBURTON
BALANCING BALANCING BALANCING, We can balance most vintage and single cylinder engines, fans, driveshafts etc. Work is carried out on a modern digital machine. M S Coombes Ltd, 344 St Asaph Street, Christchurch 8011, Ph 03 366 7463, email: info@mscoombes.co.nz
Looking for Vehicle Parts? Motors, gearboxes, carbs, panels, wheels, accessories, miscellaneous & more. What do you need for your restoration? Contact marlborough vcc. we have sheds full of used parts. email: tandhwin@xtra.co.nz
MEM ROTORUA
VINTAGE ENGINE SHORT BLOCKS We can in most cases rebuild your short block using modern shell bearings, new pistons and rebuilt oil pump. Please contact us for more information. M S Coombes Ltd, 344 St Asaph Street, Christchurch 8011, Ph 03 366 7463, email: info@mscoombes.co.nz WAIRARAPA VCC PARTS SHED. We have a range of vintage headlight lenses, flat and curved. Send a photo/email/measurements of what you require. GM new old/stock windscreens: FE/ FC Holden 748608, HA Viva 7178040, Chevette 97316, FD Victor 6304316, Camira heated rear screen 92014672. Try us for other parts. Ph Frank 06 3797167, Jeff 06 3774622, Barry 06 3771152 or email j.percy@xtra.co.nz or ljandbjwells@gmail. co.nz. WAIRARAPA BRANCH
MORRIS 1946 10/4 SERIES 2, L ow mileage, 3 owners, dereg. All parts restoration, bought from Rod Brayshaw, engine recon’d, new pistons, needs panelwork, original leather seats need repair, have spare parts of donor car. Offers to accshed@gmail. com. Ph 027 474 0794. MEM NORTHLAND
1923 FORD MODEL TT, runs but taking up space. 1953 MORRIS MINOR CONVERTIBLE WITH Not registered, but historic vehicle. History goes HOOD. Running well, current WoF and Rego, all the way back to its Royal Mail days at Makarora $5,500 includes spare gearbox and petrol tank. View in Oamaru, phone Wendy 027 224 $7,750. Enquiries to gtml@xtra.co.nz 2018 or email wendympringle@hotmail.com. MEM CENTRAL OTAGO
1990 TOYOTA COROLLA GL Genuine 90,300kms. 3 speed Auto very very tidy inside and out. Original tool kit and manuals near new tyres, period Alpine radio tape and remote alarm central locking. Cambelt done at 68k, no rust. $4,500 ono Dunedin. Ph 027 227 4855 dnewbery750@gmail. com M EM BANKS PENINSULA
MEM NORTH OTAGO
1938 MORRIS 8 Very Good condition, runs well, current WoF and rego. Two operation and maintenance manuals. Spare starter,generator,and some electrical items. Some previous ownership information available. Fully restored for 2000 Hamilton rally by a previous owner. $10,000. Ph Steve 027 436 9004. MEM CANTERBURY Beaded Wheels 47
MARKET PLACE
1917 DODGE TOURER. Good mechanical order 1922 WILLYS KNIGHT MODEL 20A Brought into COLLECTORS AUCTION – NELSON & paint. Six tyres, two new. New battery. Seat NZ as a tourer, the sedan body was built in 1924 Saturday 2nd December 2023 6 x Allis Chalmers covering fair. Some spares and tools. Reg and WoF. by Nielson’s of Dannevirke. Magneto completely tractors, restored 1939 - 1948. Collections of old $30,000. Car is in Wellington. Phone 021 754 606. overhauled in 2022, new windscreen, radiator tools chainsaws, sewing machines, radios etc. recored. Reg, WoF & VIC. Lots of mechanical MEM WAITEMATA Photos/Info: www.jwauctions.co.nz John Walker, parts. $18,500. Ph Brian 06 753 3313, aliebolly@ Auctioneer ph: 027 443 2525 hotmail.com MEM TARANAKI
MODEL A FORD SHOCK ABSORBERS New Zealand made, new as original. If your old shock can be rebuilt, cost is $240. Postal Delivery extra. Arms and all connecting parts available. also at the Canterbury Swap Meet Site No. 153 Phone Jack 03 352 6672, 0274 322 041 Christchurch. M EM CANTERBURY
1938 STANDARD FORD COUPE v ery tidy condition, no rust. WoF and rego. Health reasons force sale. Offers. Phone Richard 03 383 2077. MEM CANT
WOODEN WHEELS made for your metal work. Steam-bent felloes, any shape spokes. New beaded rims available in some sizes. Ph Vern Jensen 06 323 3868, 16 Osborne Terrace, Feilding, sandvo@callsouth.net.nz MEM MANAWATU 48 Beaded Wheels
1951 DAIMLER SPECIAL SPORTS, Model DB18. Fully restored and in excellent condition. $65,000. ono. Phone Owen 07 543 0061. MEM BAY OF PLENTY
1966 MG 1100 FOUR DOOR SALOON 101,790 miles. Rego on hold. Warrant expired. Extensive rebuild in 2014. Idler gear now stripped. Extensive spare parts. Original BMC tool kits. As is, where is. Offers. Contact Dennis Nisbet. Ph 04 475 7413. nisbetdd@xtra.co.nz
1930 GRAHAM PAIGE SPECIAL SIX MODEL 615 Very rare model Cabriolet coupé. Starred in the 1934 ROLLS-ROYCE 20/25 Mulliner body sedan. New Zealand film “Predicament”. Purchased in Fully restored and put on the road 1985. Been in 1960 restoration in 1996 used regularly until 2000. storage since 2014 with Rego on hold. Drivable but Rego on hold. Hood and upholstery excellent. will need work for WoF after this time. Owner lives Offers over $20,000. Phone 027 288 1105. overseas so contact me for further details. Patrick Pascoe 027 442 1786. MEM TARANAKI
MG SPECIAL, MGB BASED, b uilt & raced by Grant Kern. Inspired by a ‘30s MGK3, reg on hold, log book, LSD custom chassis, 1800 five bearing engine. 15” alloys runs and drives very well, would be hard to recreate. $23,500. Ph 0274 350 979, protheroe@xtra.co.nz MEM ASHBURTON
HUMBER 1933 16HP. With prestige Salmon & Sons body with a Tickford Hood. This rare 4 seater sports car is a delight to drive. Beautifully restored in 2010. Email: bobandree74@gmail.com for photos or phone 03 352 1449. MEM CANTERBURY
MARKET PLACE
PISTONS PISTONS PISTONS PISTONS FOR VETERAN, VINTAGE, CLASSIC & ODDBALL ENGINES. We can supply piston sets for most makes and models. All piston sets come complete with rings and gudgeons. We have over 700 listings at competitive prices. M S COOMBES LTD 344 ST ASAPH ST, CHRISTCHURCH Ph: 03 366 7463 E: info@mscooMBES.CO.NZ PARTS APLENTY! Wairarapa VCC has a large store of parts and may have just what you need, eg, Austin rear brake drums/hubs, inside dia 11inches, width 2 inches. Ph Frank 06 379 7167 or email either; Jeff j.percy@xtra.co.nz or Barry ljandbjwells@gmail.com WAIRARAPA BRANCH PARTS
WANTED
AUSTIN 7 MOTOR c omplete if possible and in working order. Give me a ring and talk it over, ph Robin Strachan 06 364 6780 or 021 468 763. HOROWHENUA BRANCH MOTORCYCLE FRONT & BACK MUDGUARDS for 1936 250 Panther as per attached photos. Motorcycle 19 inch back wheel, 40 spoke, sprocket and drum on left side. Any P&M Panther parts 250/350 cc 1936 to 1947. Wayne ph 07 863 7232 or pam.wayne.c@gmail.com MEM BAY OF PLENTY
CHEV 1937 PARTS WANTED. F ront grill or parts. Windscreen surround. Glove box clock. Ph Brian 07 548 0085. MEM BOP
CYCLEMASTER AIR FILTER for Amal carb and metal shroud to cover the Amal carb. Contact Steve 027 616 5211 or mrcrimpy11@hotmail.com MEM WEST COAST
HONDA CBX1000 WANTED. A ny year and condition, running or not. Ph Rory 022 341 0608. MEM AUCKLAND.
WATER PUMP FORD MODEL A. Original stock model (still the best in my opinion) in new unused condition includes gasket and fan mounting kit. $150 + postage. Now surplus to requirements. Ph. David 027 4510 700 MEM BOP VAUXHALL HB RECONDITIONED SHORT BLOCK. $400 ono. Contact D Roberts, 23 Browning Crescent, Stoke, Nelson 7011. Ph 03 547 334 evenings. MEM NELSON PANTHER MOTORCYCLE PARTS WANTED HWT PENRITE OILS W e carry a large range from vintage to modern engines. Gearbox, diff, SU dashpot and water pump grease. M S Coombes Ltd, 344 St Asaph Street, Christchurch 8011, Ph 03 366 7463, email: info@mscoombes.co.nz
1935 CHRYSLER PJ HOOD ORNAMENT, single wing. Phone 027 936 2248. Ph Reg Rees. MEM WANGANUI
– 1938 M95 or M100. Looking for front & rear frame, petrol tank, Lucas magdyno, Burman BAP or BAP-H gearbox, Amal 89/116 carb with 64/077H horizontal float chamber, 8in half hub rear wheel, tinware, handlebars, levers, lighting set. Possible exchange for M75 frame / engine parts. Contact anytime after 15 Oct, David Broadhead 021 324 762 dbroadhe@xtra.co.nz MEM AUCKLAND
JAGUAR MK8 OR 9 WANTED i n good condition not looking for a project. HUDSON straight 8 chassis, motor and running gear wanted for Railton speedster replica. Please contact John Pothan 021 757 936, John@gseengineering.co.nz LOOKING FOR A 3 SPEED GEARBOX for 1929 DeSoto (I think Dodge cars used the same gearbox that year). Ph Gary Turner 021 770 443, gjcgturner@gmail.com.com MEM OTAGO ROVER OWNERS o f all models in the Hawke’s Bay area interested in forming a group for get togethers on a regular basis please contact Laurie Malcolmson on 021 579 133 or 06 374 9823. MEM CENTRAL HAWKE’S BAY MARVEL MODEL T CARBY AND RISER R for 1929 Standard Buick die cast type or just the jets. Ph Arthur Warren 03 217 9378 MEM SOUTHLAND AUSTIN A70 HAMPSHIRE, any condition for spares. Ph John Kinvig 027 452 4326 or 04 234 1262, jakinvig@xtra.co.nz MEM WELLINGTON
VETERAN MUDGUARDS 6½” across the main blade. Two right hand very similar but not the same. $200 each. Need repair but pretty solid. In Napier. dirgeandsal@orcon.net.nz for more pictures/details, phone 06 835 9492.
MEM HAWKE’S BAY
1948 AUSTIN K4 5 TON, p arts truck wanted. Especially after a good chassis and 8 stud rear axle. The later model Loadstar up to 1955 would be okay too as the chassis is very similar, preferably in Canterbury/Otago area. Ph John, 021 62 6042, johncoby.snowden@gmail.com MEM ASHBURTON
AUSTIN A30 AS3 O ne bronze casted over rider as per photo. Phone Alan 021 296 5099, email rustycars@xtra.co.nz MEM AUCKLAND
DRIVING OUR HISTORY
CLUB MEMBERSHIP SUBSCRIPTIONS ARE NOW DUE 1946 FORD GENTLEMAN’S COUPE. I s running no WANTED TRIUMPH FRAME OR PARTS WoF, Reg is on hold. Feel free to ask questions. of as pictured. Also rear fork parts email Also, I have heaps of random parts for sale please veterantriumph@gmail.com. MEM WELLINGTON call or text for details happy to email photos. Jess 021 0290 1186, jessthepainter@outlook.com MEM AUCKLAND
Contact National Office or your Branch Secretary if you have not received your club membership invoice.
Beaded Wheels 49
EN
HE
H
BRUARY 2 02 4
BL
Saturday 2 March – Monday 11 March 2024
Club Captain’s
FE –7
2024
IM
UG
5
SWAP MEETS & RALLIES
• M A R LBO
RO
TOUR ITINERARY Saturday 2nd: Arrive Whanganui Sunday 3rd:
Thursday 7th:
Dannevirke to Masterton
Whanganui -Ohakune Whanganui (via River Rd, Fields Track)
Friday 8th: Masterton – local run
Monday 4th:
Masterton to Feilding
Whanganui to Napier (via Taihape Rd) Tuesday 5th: Napier – local run
Saturday 9th:
Sunday 10th:
Manawatu Branch - Ruahine Ramble
Wednesday 6th:
Napier to Dannevirke
Monday 11th: Homeward Bound
For entry form and accommodation details please email
Glyn Clements at nicc@vcc.org.nz
NATTER & NOGGIN • REGISTRATION HERITAGE DAY RALLY LUNCH AND DINNER CONTACT: MARLBOROUGH@VCC.ORG.NZ
$1 $ ADM 5 m 5 pe ISS ax
Annual
pe
ION rp e r fa rson mi ly
W O H S Y L I FAM GE V I N TA
&
RS IC CA CLASS
MEET S WA P
Hosted by
WANGANUI BRANCH
6th National Commercial Rally 2023 Entries Close 15th September
Friday 20 – 23 October • Labour Weekend Rally • Enter Online At Bit.ly/Natcomrally2023 Or Email Entry Form To Natcomrally2023@Gmail.com Secretary - Linda O’keeffe 0274 733 767 Treasurer - Neil Farrer 027 457 9634
Book Your Accommodation Early! Join us for our WHAT WILL BE THERE?
2023 ovember N 5 y a • See the large display of d a Sun veteran/vintage/classic Taurang
oad, 29 Cliff R - 1PM time: 8am
n phone formatio 7 552 4201 Further in 1 or Jill 02 48 1 76 74 Bruce 02
mily e whole fa th r fo t u o • A day rinks od and d fo d o o G •
and feature cars
• Get your car parts at the
Swap Meet stalls – sellers $15 per stall - must be sited by 7.30am
• Check out our ongoing
activities & merchandise on the Vintage & Classic Car Club stand
• Free parking including disabled car parks
NORTH OTAGO BRANCH
ANNUAL
WINDSOR RALLY
Departing from Friendly Bay Reserve, Wansbeck Street, Oamaru Contact Windsor Rally organisers for entry forms. Ernest George 027 209 0609 email: windsorrally@gmail.com
PO Box 360 Oamaru 944 50 Beaded Wheels
SATURDAY 2 DECEMBER 2023
ENTRIES CLOSE 22 NOVEMBER
All vehicles entered in National And International Rallies must hold a current VehicIe Identity Card (VIC).
2024 National Veteran Rally DRIVING OUR HISTORY
Incorporating the 70th Dunedin-Brighton Veteran Rally and Prince Henry Tour to be based at the The Edgar Centre in Portsmouth Drive, Dunedin Weekend programme Thursday 25th January: registration plus noggin and natter Friday 26th: National Veteran Rally Saturday 27th: 70th Dunedin - Brighton Rally followed by prize-giving dinner for both events Sunday 28th: BBQ lunch and farewell Monday 29th: Start of the Prince Henry Tour Entry forms will be available from branch secretaries following the National AGM in August.
Contacts: Rally Director Nicola Wilkinson 021 180 3225 Rally Secretary Trevor Kempton 027 221 5208 or email natvet2024@gmail.com
NEW CONTACT FOR BOOKINGS
SOUTH CANTERBURY BRANCH VCC
VCCNZ Ashburton Branch
SWAPMEET
Saturday 4 May 2024 Club Grounds 86 Maronan Road, Tinwald Ashburton No Dogs Allowed • Catering by Ashburton Lions Club
Site Bookings to Cathy Sweetman Email: ashburtonswapmeet@gmail.com Phone: 021-372087
GATES OPEN 7.15AM
WAIKATO WAIKATO VINTAGE VINTAGE
SWAP MEET
SWAP MEET BAZAAR
Site Bookings Phone Michelle 027 284 6422 scvccswapmeet@hotmail.com Committee Chairman Colin Johnstone ph 03 693 9093 NO DOGS ON GROUNDS
Saturday
6 APRIL 2024 SC CAR RACING GROUNDS – FALVEY ROAD – TIMARU
8.00am START Held wet or fine
DRIVING OUR HISTORY
OAMARU • NEW ZEALAND
Coinciding with the Victorian Heritage Weekend
KARAPIRO DOMAIN, CAMBRIDGE
SATURDAY 18 NOVEMBER 2023
Gates open 7am • Public Entry $5 • Children under 12 Free Sites $10 • Commercial sites and large trailers $25
Hot Food and Coffee available • Book a site, get that stuff sitting in the garage you no longer need and let someone else love it!
Sunday 19 November 2023
Organised by Waikato Branch of VCC and Waikato Vintage Tractor & Machinery Club Enquiries Ph Jeremy Brook 021 152 0922, George Gardner 027 301 5711 For more information visit www.wvvcc.co.nz
A & P Showgrounds Ettrick St • Oamaru
Public Entry from 8am $5 adult Children under 15 free
Site Holders entry from 7am $15 including 1 free entry
All enquiries to email: swapmeetnovcc@gmail.com or phone Derek Brehaut 021 390 518,
Beaded Wheels 51
SWAP MEETS & RALLIES
TRADE DIRECTORY
MARLBOROUGH MAGNETOS
Magnetos Rewound in New Zealand using the best available materials Magneto repair and restoration undertaken
Swap Meet starts at 7.00 a.m. Entry: Sellers $10.00 Buyers/Browsers $5.00 Children (under 12) Free Vintage Car Display - Car Parts Old & New - Motoring Books & Manuals Collectibles – Bric-a-Brac Refreshments – Sausage Sizzle – Bacon Butties
Exchange armatures available
Hard-to-get parts manufactured
Coil Only service for DIY assembly
Magdyno and Maglita units restored
Curiosities investigated
☎ 027 577 8328
Venue: Wellsford/Warkworth Vintage Car Clubrooms Satellite Station Rd –off SH 1 – 3km south of Warkworth All enquiries to 027 423 8122 or wellsfordwarkworth@vcc.org.nz
Contact Paul Radmall at paul@magnetos.co.nz
MAKE CHRISTMAS LAST A WHOLE YEAR WITH A
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Get Christmas sorted early this year with a gift subscription to Beaded Wheels. Subscribe online at our website vcc.org.nz or use the form here… Visa/Mastercard only (Processing by credit card will incur additional bank fee processing charge of 3%. NZ Post money orders not accepted.
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Or join the Vintage Car Club and get Beaded Wheels for free… Visit vcc.org.nz to join the Vintage Car Club and get motoring with us today. 52 Beaded Wheels
DRIVING OUR HISTORY
Repairers and Restorers of Vintage and Classic Instruments Speedo Cables repaired or made new to order 13 Fleming Street, Onehunga, Auckland
Specialist in restoration of Vintage and Classic cars and motorcycles
EMAIL stephen_winteringham@hotmail.com
FREEPHONE 0800 862 476
www.classicchrome.co.nz
▼
COPPER – NICKEL – CHROME
▼
Done the old way – the right way
▼
CARBURETTOR SPECIALISTS
Full reconditioning service Carburettor body, re-bushing and shafts supplied. Specialising in Weber, Holley, SU, Stormberg, etc
40 YEARS TRADE EXPERIENCE Contact: GRAEME TULLOCH Ph: 027 612 2312 or 06 368 2202 Email: tullochfamily@xtra.co.nz ı tulmac.co.nz
RESTORED CARS MAGAZINE AUSTRALIA
UPPER CLASSICS
First published in 1973. Most back issues are available. All vehicles featured are restored or in original condition. Events, How To’s and Australian motoring history are a specialty.
NEW ZEALAND
VETERAN - VINTAGE - CLASSIC MOTORCYCLE SERVICING ENGINEERING SERVICES MACHINING - BORING - HONING ALLOY & STEEL WELDING
FOR THE REPAIR & RESTORATION OF ALL CLASSIC OR VINTAGE CARS & MOTORCYCLES
FREE ADVICE
CONTACT: LEE WALKER-HOLT 021 036 8635 info@walker-holt.nz TITIRANGI-AUCKLAND
INSTRUMENT REPAIRS
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PH 61 3 5476 2212 RESTOREDCARSMAGAZINE.COM
Hamco
INDUSTRIES
Motorcycle & Car a Wire Wheel Repairs & Restorations
Experienced expert technician Bruce Chaytor ph 021 631 700 Nicolette Prangley 021 166 8374 nap.chaytor@gmail.com 5 Gibbs Place, Kinloch, RD1, Taupo 3377
We Specialise In • Custom Made Spokes • Speedway Wheels Rim and Frame Lining • Wheel Building & Truing • Complete Wheel Restoration
Vintage – Classic – Modern Craig & Debbie Hambling
Phone 06 324 8345
Mobile 027 231 7864 410 Green Road, RD 6, Palmerston North Day or Night
Beaded Wheels 53
BRANCH NEWS s Auckland: Nicholas Taylor’s E Type Jaguar.
s Auckland: Bendix Startix switch (automotive absurdity).
s Auckland: Special day for our Branch Chairman Shaaran Price and husband Alan who arrived for Daffodil Day in their newly warranted 1930 Chev roadster. First day back on the road after two years and two floods that submerged the car well above the firewall, granddaughter Kushla in fine daffodil dress.
ASHBURTON
TREVOR BEGG
A good attendance at our Annual Dinner enjoyed a talk by Craig Carr from Carrfields Group, who serve the rural and agricultural community, on how the business was started by his father Greg Craig. Currently they are also growing and producing hemp. Patron Diane Ross presented Marilyn Galletly with her 25-year badge and Stuart Hart his 35-year badge. As Dave Cornelius was absent his 35-year badge will be presented later. On 29 July long standing member Ollie Hurst turned 90 years old. Ollie is always at the parts shed on a Saturday morning so 20 people had morning tea with Ollie and watched him cut the cake. ▼ A shburton: L-R: Stuart Hart, Branch Patron Diane Ross, Marilyn Galletly, Branch Chairman Peter Jacob. Absent Dave Cornelius.
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On 12 August we hosted the North Otago, Waimate. and South Canterbury Branches for the Garage Raid. This attracted 106 members and they visited six sheds including one which incorporated his neighbour’s three sheds in the morning. After lunch another three were visited. It was organised so there weren’t too many people at one place at the same time, and everyone enjoyed the day. Quizco was held on 17 August at Ashburton Branch with South Canterbury taking the trophy home again.
AUCKLAND
JOCELYN MCALPINE
The branch raised more than $2,200 for the Daffodil day event. The Ladies’ Rally attracted 17 vehicles, and was won by Rodger and Val Ball in their 1930 Model A Ford. The August Club Night speaker was barrister and vehicle collector Nicholas Taylor. At the July Veteran Section meeting Barry Birchall produced an original De Dion Bouton spark plug in its original wooden box. He also produced a Bendix Startix switch box, fitted to a number of cars c1930-‘33. Google “Bendix Startix” if you want to know more about this
s Ashburton: Ollie Hurst 90th.
s A shburton: a differential engine.
automotive absurdity. Phil Henley has had CAD drawings done in preparation for casting a cylinder block for the 1913 Mitchell. He has located other blocks in the USA, but it’s quite a mission dealing with the owners. Matt Metcalfe has successfully rebuilt the gearbox for his 1913 Hudson. Russell Vincent is working on his 1908 Cadillac single cylinder. The motorcycle section recently visited Steve Key’s collection of vehicles and automobilia, they also made a trip to Kaiaua to see Peter Blake’s collection of vehicles and machinery. A recent speaker at the section meeting was Karen Molesworth who rides a Norton Commando, Ducati 100 and Yamaha. The Vintage Section holds good meetings, with veteran enthusiast Barry Birchall speaking about his early club years with his long since sold 1926 Whippet. Part of the on-going freshen-up of the clubrooms has been the installation of an Archgola over the rear terrace, which will make it more pleasant to use in warmer weather. Jodi Tomlin and Shaaran Price organised a well-attended ladies’ lunch in the clubrooms. Neil Beckenham conducted a VIC refresher at the clubrooms.
CANTERBURY
COLIN HEY
Our winter activities got underway on 22 July with the annual branch Winter Rally. It provided conditions appropriate to the season, with torrential rainfall before and during the rally creating surface flooding across both land and roads in many places. However everyone made it back to the clubrooms safely. Given that many areas we drove over are destined for future subdivision it certainly awakened many to the fact that even flat and stony Canterbury land can have significant drainage issues. With less happening on the motoring front this time of year, there has been a lot of activity in the parts shed dealing with several significant donations of parts cars and spares. The parts team also bid farewell to Chris Parker who has been a stalwart member of the team for many years and has now moved to Australia. Meanwhile the building and grounds team has been busy preparing for both the October swap meet and more immediately the Daffodil Rally, and our grounds look lush and park-like in readiness for both events. The branch Daffodil Rally this year was extremely successful, with around 600 participants descending on Cutler Park
▲ Canterbury: Fiat Bambinas and their owners capture the spirit of the event.
from four different start points around and beyond the city on a beautiful if not early Spring Day. Many of our branch members helped throughout the day. Live entertainment by a volunteer group of well-rehearsed musicians and a barbecue lunch cooked up by the Avonhead Rotary Club provided a relaxed and enjoyable atmosphere in the club grounds for all the motoring enthusiasts.
BAY OF PLENTY
KAAREN SMYLIE
Sadly the rain refused to go away when we held our Daffodil Rally For Cancer. We were optimistic about a fundraising figure that would have eclipsed our best efforts to date, but the Weather Gods were against us on the day, with the public and other invited car clubs not turning up in force as we hoped. Despite this set back, a hardy core of diligent members hung in there, and their efforts have ensured a reasonable result. We also celebrated our 65th birthday recently. This milestone was witnessed at our clubrooms, and it was pleasing to see that we had some of our founding members in attendance. Stories were told after a superb luncheon, and many of the yarns told went back to 1958 when our branch
was formed. Long serving member Yvonne Allen made a wonderful job of producing a birthday cake, which was then cut jointly by three of our youngest members under the supervision of our oldest member and former Chairman – Morrie Nottle. A group photo was taken outside our clubrooms at the conclusion of the festivities, and the sun shone at that moment despite ominous rain clouds looming along the Kaimai Range. Our branch can boast that we have the youngest signed up member in the country at present. Freya Wiseley (age 5) was formally welcomed into our branch at our August club night. It is awesome to see that at present we have three members aged under 10 years. Early planning is underway for the 2024 VCC AGM which will be held in Tauranga. The branch annual Car Show and Swap Meet team are beavering away for this year’s event on Sunday 5 November.
CENTRAL HAWKE’S BAY
HEATHER CHEER
At our AGM on 21 June, Neil and Pat Malcolm were each awarded their 25 year badge, presented by outgoing National President Diane Quarrie. Neil and Pat are
▲ Bay of Plenty: BOP Branch members at the Branch 65th birthday celebration.
Bay of Plenty: Daffodil Rally for Cancer children for the local Cancer Society.
▲ Canterbury: Christine and John Coomber accept donations as cars arrive from the Daffodil Rally. ▼ Canterbury: some of the diverse range of cars at the Daffodil Rally.
▼ Bay of Plenty: Daffodil Rally for Cancer - BOP Organisers - Raewyn & Trevor Hughes.
Bay of Plenty: BOP Branch 65th birthday celebration - youngest and the oldest member - Maurice Nottle, Mason Webb, Arthur Wiseley, Freya Wiseley (5 years old - Currently the youngest VCC member). ▲
Beaded Wheels 55
valued members, and continue contributing to the running of the branch. They have enjoyed owning their 1928 Ford Model A Tudor, and have travelled widely throughout New Zealand. On 20 August, the official Daffodil Day fund raiser, we held a very successful day at the Oruawharo historic homestead in Takapau. More than 70 cars were on display, along with a hot soup stand, sausage sizzle, caravan selling raffles, Devonshire teas, coffee cart, and market stalls. The local yellow honey truck was the focus for spin the wheel prizes and the auction of numerous donated goods and services. A hard working committee, along with club members and management from Oruawharo, helped raise $8,800.
CENTRAL OTAGO
DON YEAMAN
The mid-week run for July started with everyone meeting at 10am for coffee at Kinross Winery, Gibston Valley, before going to the New Orleans Hotel in Arrowtown for lunch. This was followed by a visit to the Arrowtown Museum. As a slight twist to our August mid-week run, our Club Captain invited the Deep South TR Group from Dunedin to join us for lunch at Waipiata. The Central Otago group began with morning coffee at the historic Vulcan Hotel in St Bathans. This
▲ Central Otago: Vulcan Hotel, St Bathans. ▼ Central Hawke’s Bay: Jim and Irene Spicer’s 1948 Vauxhall decorated for the day.
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hotel has been in existence since the 1860s and is reputed to be haunted by Rosie. Apparently, you are more likely to feel the presence of Rosie if you spend the night in room One where she once plied her trade. The next stop was lunch at the Waipiata Pub where we were joined by a couple of TRs from the Dunedin Deep South Group, who had come up via a coffee stop at Middlemarch. After lunch everyone left for home by various routes, with some taking advantage of the area for more sightseeing. Having the TR group join us was great and it would be good to see more joint efforts/ runs in the future. Daffodil Day was organized as a Show and Shine Day at our club rooms where we were well supported by the Cromwell Alpine Street Machines club. The day was a great success, with about 58 vehicles on display. Including raffles and gate takings, about $1,100 was raised for the Cancer
pulse jet, mounted on an old Austin Seven chassis. It was very loud and spectacular with long flames from the afterburner’s exhaust. Next up was the Rotorua Swap Meet, and as always there were the usual range of treasures for sale and old friends searching through the parts. The August highlight was the Daffodil Rally for Cancer, when we once again invited other car clubs to join us in a display and run through Whakatane as a fund raiser. Despite the number of participating cars being down on previous years due to dismal weather, we raised as much money as last year. As a group we had a sharp reminder of the need to be wary of the dangers that can occur in our hobby. A member was having difficulty starting his 1960s sportscar which had not run for a while when it decided to switch from internal combus-
Society.
tion to external combustion. Fortunately, he has a fire extinguisher in his workshop and was able to restrict the fire to the engine bay. The car is singed and will need rewiring and carburettor repairs, but he and his workshop are unburnt. It was a reminder to ensure we have the appropriate safety equipment close to hand when we are working on our cars. Emergency services are a fair distance away for many of us, so work safely.
EBOP
BRUCE SEDDON
The first run in July was to the 5th Mangakino Lake Hop, where the miserable weather reduced the number of attendees, but those who got there enjoyed a great show of cars and some spectacular hydroplaning on the lake. Another highlight was the “mad scientist” built home-made
▲ Central Otago: August mid week run. ▼ Central Hawke’s Bay: Michael and Victoria Harding dressed in clothes the same age as their car.
▲ Central Otago: Lunch stop at Waipaiata Hotel.
▼ Central Hawke’s Bay: Organisers, Janet Weaver on scooter and Eva Gollan.
▼ EBOP: Phil Leaming’s Model A is lead car for Whakatane’s Daffodil Run.
▲ EBOP: Even ducklings enjoy VCC runs – Lesley and duckling.
EBOP: New use for a 1920’s Austin frame – jet engine power Mangakino.
▲ Far North: Peter Matthews.
▲ Gore: Gary Mikkelsen’s Triple Villiers powered bike.
FAR NORTH
▲ Gore: David McDowell and Mary Tremaine prior to the Tuesday Ramble.
▲ Far North: Members vehicle scenic lineup.
MURRAY CORMACK
rally was based around the beaches and
Our July event was the annual prizegiving lunch, again held at the Mangonui Cruising Club. It was well-attended, and it was good to see the prizes and awards spread widely amongst our membership. The Club Person of the Year trophy deservedly went to Margaret Ilton for her commitment and enthusiasm in all matters of club communication. Other winners were Steve and Steph Edwards, Ron and Beryl Shuggs, Dave and Dorothy Duirs, Tom and Margaret Deverall, Warren and Robyn Mackay, Winston Matthews, and Claude Ilton. It was also an occasion to present a 50 year membership award to club stalwart Peter Matthews. Peter’s car and truck collection is legendary in the Far North, and both he and his wife Judy have been generous to VCC members nationwide with visits to their property. Neil Beckenham, National Registrar, presented this award. After some persuasion, Peter spoke of his lifetime of work in the Far North, and his commitment to vehicles. Our August event was the mid-year pot-luck Christmas Lunch, which started and finished at our clubrooms. The
coastline of the Karikari peninsula and was enjoyed by a good number of club members with their cars. We have had some great winter rallies this year, and members appreciate the organisation these take. Perhaps some drier weather would be welcomed.
GORE
BILL SHEDDAN
Last month’s Tuesday Ramble followed the usual format with lunch at a pub, this time at the Mataura Falls Hotel, then to view a very talented branch member’s collection. Where else could you see a Lister stationary engine powering a motorbike or three Villiers lawn mower motors joined together doing the same? These were just two of Gary Mikkelsen’s extensive collection of restored machines or made-fromscratch creations. Annual dinner and prize giving nights from years past were very well attended, often with a band or entertainer present, and going into the early hours of the morning. This reflected the age and enthusiasm of members at that time. This year’s annual dinner evening was attended by
▲ Gore: New member Michael Rickerby receiving one of the three awards he won presented by Paul Herron and John Parish
▲ Gore: John Tremaine, Daffodil Rally organiser
Gore: Gary Mikkelsen with his collection of invalid chairs, popular with invalid soldiers following WWII.
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▲ Hawke’s Bay: Young John with Terry learning the ropes.
▲ Hawke’s Bay: Hans and Mercia Paaymans with their recently purchased 78 Landrover, a replacement for flooded vehicles.
▲ Manawatu: August club night – attentive members at the Jappic Cycle Car talk.
about 40 members who enjoyed the meal and a good old natter over one or two drinks. The forecast wet Daffodil Day thankfully did not eventuate, allowing nearly 40 cars to meet at the local showgrounds before setting off on a two hour drive to the Tokanui Tavern. The route included picturesque bush drives on good gravel roads, which surprisingly did not deter the drivers. Rally organizer John Tremaine’s debrief included the promise that anybody complaining would be next year’s organiser, but he need not worry as I believe everybody enjoyed the day. A good proportion of the cars were owned by non-VCC members and the possibility of increasing our membership was not overlooked. A sizable sum of money was either donated or coerced from those present to go to the worthy cause.
HAWKE’S BAY
ESTHER SMITH
The variety of events the branch runs each month means we offer our members something for everyone, from the Tuesday morning tea at the clubrooms, to Club runs, our regular club night meeting, and the more social Mix and Mingle. Membership numbers continue to stay buoyant, and though vehicles of all types are the common interest the social side is important as well. Winter Art Deco in July was a bigger than usual event. We worked with the Art Deco Trust to put on a Winter parade, which was led by 50 pre-1946 cars, and featured various services that had helped
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▲ Manawatu: Daffodil Day car display in Feilding’s Manchester Square.
immediately after cyclone Gabrielle struck and the ongoing clean up. The cars were then on public display around the Napier Sound Shell area. On Sunday we ventured out to two newer collections. One was all about hot-rod/muscle cars, and the other an incredible collection of motoring memorabilia, including an amazing collection of signs, all arranged in themes. August was Cancer Rally month, and given the time of year we went with indoor, or at least sheltered events. Meeting for coffee at the Sports Centre we viewed the impressive new 50-metre-long swimming pool, then headed off to nearby Tomoana Warehousing for a fun time learning about trucks and the trucking business. Their fuel consumption figures made a few people’s eyes water. Keeping with the theme we made our Mix and Mingle another opportunity to raise funds, and the clubrooms were decorated in style. We had raffles and an auction of donated goods, then a speaker from the Society who explained what assistance is available to Hawke’s Bay people, as the majority of local Cancer patients have to travel to other centres to receive their treatments.
HOROWHENUA
▲ Hawke’s Bay: A wannabee driver Craig sussing out the big toys.
BRUCE JAMIESON
We had a very good turnout of club members visiting Carl Lutz’s farm shed to look at his collection of tractors. He used Fordson tractors for decades on his farm in the hills behind Otaki, and has collected and restored a large number of them. He was somewhat surprised by the number of us who arrived and sat us down to give an
interesting background to his life with his favourite brand. The oldest of them from 1918 is still in its original unrestored (and uncleaned) condition. He started it for us, and with no such thing as a muffler it was pretty loud but still running well. Some of our club members come from farming backgrounds and appreciated the finer details of all the tractors on show. Others just liked the shiny blue ones. We were also invited to look through his workshop where the work is carried out. Alongside in a paddock lie many other tractors, but we were not sure if this was a graveyard or a spare parts supply. We have recently begun a new monthly event: the Garage Raid. The first was to a collection of Morris cars, including a 1934 Ten-Six and an early 1930s Minor, both fully restored. Just completed is a 1929 Isis, very rare in this country. The following month we visited the garages of two motorcycle enthusiasts, one full of immaculate BSA Bantams, and the other with a selection including Velocettes, an Ariel Square Four and a pair of Norton Dominators.
MANAWATU
BRYAN ABRAHAM
Even a wet winter didn’t stop a variety of events and activities from taking place including the monthly Working Bees at the clubrooms. The monthly Sunday Jaunts continue to be popular. They start from Feilding with a leisurely afternoon drive around quiet country roads, then back to the clubrooms in Palmerston North for a hot drink with
those who wish to do so staying on for a BYO tea. In July our Club Captain invited members to a straight-line navigation tuition afternoon. After the classroom theory, participants were able to ‘walk’ through a network of roads which had been marked out on the clubroom floor, complete with a roundabout. This was all finished off with a practical segment - a drive on real roads with straight-line navigation instructions. July and August club nights saw healthy numbers. In July Branch Chairman Derek Haycock gave a talk and showed video of the Irishman Rally which he had attended, and in August the drawcard was Garth Thomas who spoke about the replica Jappic racing cyclecar which he built, then took overseas to race. Daffodil Day was well supported by members, with a Classic Car Display in Manchester Square in Feilding. Other car clubs were invited, and TV’s Seven Sharp
came along to film the day. There was a lot of interest in not just our club cars, but also in the donated Morris Minor which was auctioned off for the Cancer Society Daffodil Day.
MARLBOROUGH
LINDA LAING
In July we had a good turnout for the annual Snow Run to St Arnaud, where we joined up with Nelson Branch and a few members from the West Coast. Nelson once again came up with some great challenges, which always bring out the competitive nature of our members. Our prizegiving lunch followed later in the month, and we were joined for the occasion by National Committee member Murray Trounson, who gave out some 25 and 35 year badges as well as a 50 year badge for Graham Wiblin . We supported our local Mitre 10 during July with a good turnout of cars for a Dads and Lads evening. Mitre 10 have been very
Manawatu L-R: Glyn Clements (VCCNZ NICC) - Bill Turner and Steve Bright (all members of the Manawatu Branch). The picture is actually a screen shot from the Seven Sharp item on TV3 on the Monday – the day after the Daffodil Day display.
Marlborough: Branch Daffodil Rally for cancer 2023.
▲ Manawatu: Daffodil Day car display in Feilding’s Manchester Square.
supportive of the branch following the shed fire. The motorcycles have been out for a short trip to Seddon for lunch, then to a member’s property to have a look at the projects under way. August brought us the Mud Plug, or the 2023 Trials. The weather played ball and stayed fine after a cool start to the day. Competition was strong, with entrants from as far away as the West Coast and Christchurch. Lower numbers than in previous years, but still the same general enthusiasm to get down and dirty. Finally Daffodil Day saw the sun despite overnight rain, with plenty of cars, people, music and food. The public enjoyed the day as much as we did and hopefully the donations will match our previous efforts.
NELSON
RAY ROBERTSON
A well-attended Annual Snow Run to Lake Rotoiti saw 80 plus members from
Nelson: And they keep rolling in for the Daffodil Rally for Cancer.
▲ Marlborough: Graham Wiblin receives his 50 year award from Mgmt Committee member, Murray Trounson.
▲ Nelson: Ex Pat Pascoe (Marlbrough Branch) A40 Farina Tahunanui Beach racing car.
▲ Marlborough: Some of the Marlborough members’ bikes.
Beaded Wheels 59
Nelson: About one third of the entries in the Daffy Rally Nelson.
Otago: Nevin Gough and Janeane Benfell in their Model T.
▲ Otago: Getting ready for our Daffodil ▲ North Shore: M aurice Whitham gave an Rally for Cancer. interesting and detailed talk on the sinking of the Rainbow Warrior.
mainly Nelson Marlborough meet at St Arnaud for lunch and the annual branch challenge. This year organised by Nelson, it consisted of a simple bowl the ball down a hole in the table. This was fought out keenly by all, but in the end Tony Smith of Marlborough was runner up to Ray Robertson, who won the challenge for Nelson. Nelson hosted the National AGM with Tahunanui Beach Racing as the theme. The event was made even more special as it featured the retirements of club stalwarts, National President Diane Quarrie, Kaaren Smylie, Tony Bartlett, Alon Mayhew and Tony Haycock. Also very special was the awarding of the 2026 Vero International Festival of Historic Motoring to Nelson, and my appointment as Festival Director. We are keenly looking forward to doing justice to the event. Our Daffodil Day Rally was a real success with almost 400 cars joining in the event and 237 entering the rally, raising $10,000 to boot. This was even more impressive given the torrential rain during the night, which saw our grounds turn to slush and mud. To see the hot rods and even a McLaren drive through all the muck and puddles – we were stoked. Next our Biennial Rally is being held in Murchison in September, with indications
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North Shore: The weather did not completely play ball for the Daffodil Rally for Cancer.
that this is looking to be a popular event with adjoining Marlborough, West Coast and maybe Canterbury entrants.
NORTHLAND
RAY SANDERS
In spite of a fairly tough winter weatherwise Northland Branch have got on with activities, which included a quiz afternoon and the annual Daffodil Day run. Quiz afternoons are a great way to have some social time over lunch in a nice dry clubroom while it is raining outside, so we were fortunate to have a volunteer quizmaster among us. Daffodil day went well, with four other car clubs participating in addition to our branch. The turnout was enhanced by our deputy chairman giving a radio interview in advance of the day, resulting in a muster of about 50 cars of all types, shapes and sizes. There were a few rain showers to dodge but overall, everything went well. You may have seen an advertisement the branch placed in Beaded Wheels for the sale of a member’s partially restored Willys Knight. This was the result of an effort by members to recover the car and the many parts from the home of a very ill member who was unable to complete the restoration. We are pleased to report that a member has stepped forward to take the car and continue the restoration, in line with the wishes of the previous owner.
NORTH SHORE RICHARD BAMPTON A misty start in June when members went to Helensville to see a huge stock of classic car parts which will be handy for some members, followed by an excellent lunch at Ginger Crunch café. Because the weather is usually awful in July, instead of a run a Saturday evening film show was organised. The 1987 New Zealand Depression era classic, Starlight Hotel was the main feature, with the comedy The Plank as the supporting movie. Around 30 members not only enjoyed the films but the pizza and some of Barbara Stubbs’ home cooking as well. The Daffodil run started in light drizzle, and cars from the organising branches of Wellsford/Warkworth, Waitemata and North Shore were augmented by the Mustang Club and a good number of Minis. It would be great to see many more one-make car clubs joining us to support the Cancer Society every year. Starting from North Shore Airport the scenic run took us to Matakana, where the weather improved for the public to enjoy viewing all the cars. Continuing the monthly special Wednesday-evening events, our Secretary, Maurice Whitham, gave an interesting and detailed talk on the sinking of the Rainbow Warrior and the subsequent investigation. Maurice was a Detective Constable at the
Rotorua: Pieter and Johanna Ebeling, 1948 Wolseley 18/85 pass the Rotorua Bath House.
Rotorua: PWV winners Les Martin and Nathalie Descat, 1957 Chevrolet Bel Air.
Rotorua: Ray and Anne Oakley pass the Bath House building in Rotorua, which awaits earthquake-proofing.
time, but obviously did a good job as one of the co-ordinating officers because he was promoted during the inquiry. It was interesting to learn the ways information was gathered and the meticulous piecing together of the story.
OTAGO
MARION MCCONACHIE
Our mid-week runs continue with good attendance, while during the winter we have done lunchtime runs to various venues. Congratulations to Brian Walker who gained Restoration of the year for his 1927 DM Delage. 25-year recipients this year were Bruce and Lyn Bush, Steven Wesslingh, Ray Wilson. 35-year recipients were Nicola Wilkinson, Peter Daniel, Merv Thomson, and Bryan McConachie. Planning for our Taieri Tour in November is underway. This year it will return to its usual one-day event. Entry forms have been forwarded to all branch secretaries. We held our AGM in June, welcoming Graeme Duthie back into the Chair, and farewelling Nicola Wilkinson from the committee. She is however still convenor for the National Veteran Rally and 70th Dunedin Brighton Run being held 26-28 January. All registration information and entry forms can be found on the VCC
Rotorua: The start: Graham Paige and Rolls-Royce,the total vintage and post-vintage participants.
website. Nevin, Bryan and I are putting together the Founders Prince Henry Tour which will take us south for three days from Monday 29 January. Storage for extra vehicles and trailers is available. The Rally for Cancer saw an attendance of well over 100 cars, many of which were not owned by VCC members. We were very happy with the amount raised for the Cancer Society. The following day about 20 of our members were involved with delivering pre-ordered daffodils to businesses and individuals around the city. Our clubrooms are open every Wednesday morning, so if you are visiting our beautiful city feel free to drop in and make yourself known.
ROTORUA
RONALD MAYES
Our July swap meet was very successful, and our enthusiastic librarian Dennis Kenny was able to dispose of 3 banana boxes of duplicate books. “A car in the room” features at monthly meetings, and never fails to interest everyone. In July we had member Gary Gerrard’s 1978 MG BGT. In August we had a 1994 Toyota Soarer 2.5GT owned by Gemma Duncan, sister of our young members Hayden and Patrick, who are restoring a Hillman Hunter. The Sulphur City Rally on 26 August attracted 36 entries, with more than half of the participants coming from Auckland,
Waikato, South Waikato, Bay of Plenty, Eastern Bay of Plenty, Taupo, Hawkes Bay and Horowhenua Branches. A sign of the times, there was only one car in each of the Vintage and Post-Vintage classes, but 19 in the Post-1960 class, and 9 post-1980 cars. The rally was again centred on country roads in good condition, with little traffic and great scenery. The first stage had 34 questions and 19 silent checks before the contestants arrived at the lunch stop at the Rerewhakaaitu School, south-east of Rotorua. The afternoon run was centred to the west of the main highway in equally great driving country. Only nine questions to tax the contestants and no silent checks. Top marks to the organisers. The winners! (Rotorua branch members unless noted): V and PV combined: Doug and Doreen Green (1929 Graham Paige). PW: Les Martin and Natalie Descat (1957 Chevrolet Bel Air). P60: Bob and Debbie Ballantyne (Auckland, 1972 Holden Torana GTR). P80: Pat Burr and Shona Wickham (1981 Mercedes-Benz 280CE).
SOUTH CANTERBURY
SHANNON STEVENSON
A night trial organised by the Munro family took place on 23 June, the three entries finding their way through foggy
Beaded Wheels 61
▲ Sth Canterbury: Participants cars on the Daffodil Run at Caroline Bay.
▲ Sth Canterbury: Oliver Irving’s home-built from parts Ford Model A, Daffodil Run at Caroline Bay.
▲ Taranaki: The winners of the Brick Run Rally from left is Jill ▲ Taranaki: A 1930 Essex sedan gets a gentle push from members after competing in the Brick Run Rally as the Emeny and Robert Gudopp being presented the “Brick” by battery had gone down. It was soon up and running organiser John Muter. again.
weather in the Seadown, Kerrytown and Levels Valley areas. A winter luncheon was held on 23 July, attracting a turnout of more than 60 members. At the luncheon 50-year badges were presented to Jeff Henderson, and Esme Jones – our first female 50-year badge recipient. We were saddened to hear about the passing of 50-year badge holder Terry Wilson. Terry was a keen supporter of our branch activities, serving time on the committee, and writing books related to motoring. We further acknowledge the recent passings of June Austin (wife of Bob Austin) and Linley Hammer (wife of Ron Hammer), both keen supporters of our branch activities over many years. On 12 August, several branch members took part in the Annual Garage Raid, hosted for 2023 by the Ashburton Branch. The annual quiz night with Ashburton Branch was held on 17 August, with the cup being retained by South Canterbury due to the efforts of the winning team of John and Marion Foster, Shannon Stevenson and Lex Westoby, with Ashley and Evelyn Milliken and Barry Smith in the second placed team. Several of our members assisted with Daffodil deliveries on 21 August. The Daffodil Run took place on 27 August with
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134 vehicles – the run taking participants through Pleasant Point and Geraldine to reach the Waihi School, an independent preparatory school near Winchester.
TARANAKI
COLIN JOHNSTON
There was a very good turnout of members and their cars for the Brick Run that was held after a three-year absence because of the Covid restrictions. It can be difficult getting members interested again in helping run these annual events. However this year John Muter stepped up and organised the event, starting at the Inglewood Railway Station heading out into the back country roads for a 50km navigated course with very easy instructions. The run finished at the clubrooms, and on final check in all entrants were asked how many single lane bridges were crossed. One had to think hard and not many got the correct number of 12. The Brick Run this year was won by Robert Gudopp and Jill Emeny. Our guest speaker for July was Paul (Gundy) Gunderson from Waitara who had been a Warrant Officer in the NZ Defence department. Paul spoke to a very full clubroom of members about when he was deployed for a six-month stint to Antarctica at Scott Base, which is New Zealand’s only base in Antarctica. Without doubt it was
▲ Sth Canterbury: Esme Jones receives her 50 year award from VCC Management Committee member Kevin Clarkson.
▲ Sth Canterbury: Ross Collection – American LaFrance speedster at Rob Ross’ residence – Garage Raid, Ashburton.
one of the most interesting talks given and held our members’ attention, with plenty of questions asked. His description of driving those huge tractors and forklifts over an ice shelf roadway for the five miles from McMurdo Base to the airport runway, with sea water spouting up through the cracks, was very well explained, and would have been quite frightening for some.
TAUPO
FIONA HOLLIDAY
The annual Taupo Hobby Expo took place on 8 and 9 July, with five of our cars from Germany, the USA, Italy, England and France on show at the Taupo Events Centre - AC Baths. Another epic Petrolheads coffee morning was held in July at Cafe Lacus in Taupo, and attendance at the August Petrolheads coffee morning was the biggest it has ever been, with 17 cars and 32 people having a coffee or two and a chat at Lava Glass in Taupo. The Daffodil Rally for Cancer was 20 August but it was a washout for us in Taupo. The heavy rain kept people at home and so the donations were a lot less than in previous years. As always there was a plan B, and those who did brave the elements arrived at the clubrooms with their morning tea contributions and stayed in the warm. Maurice Gianotti from the Cancer Society thanked everyone for
contributing and boosting the Cancer Society funds. Our Parts Master, Bruce Jefferies, has been, and continues to be, hard at work clearing out and organising our large Parts Shed, unearthing some interesting treasures. It’s dirty work but he’s quite enjoying it. I have never seen so many boxed sparkplugs in one place before.
WAIKATO
ELLE TERRILL
In June we had our AGM, with new appointments including Club Captain Graham Pate and an editor for our Venture magazine Aaron Kearney. In July we had a group of members run a Mid-Winter Venturers’ raid to a large collection of vehicles and historical items, including tools, trucks, cars, tractors, motor scooters and household items. These are on display in an old supermarket, and it’s clear that the owners of this collection – Knight and Dickey Ltd clearly take pride in their collection as it was well presented. It was a rainy winter’s day but well worth the trip, with some 20 cars enjoying lunch in Waiuku before heading home. Waikato had a hub rally for Daffodil Day this year, with runs starting in Hamilton, Te Awamutu, Matamata, Morrinsville and Cambridge all making their way to our clubrooms. At one point we counted some 130 cars. Fundraising efforts included
Devonshire tea, a sausage sizzle, and bunches of daffodils for sale meaning that our branch raised some $4,300 for the Cancer Society. We were really pleased, both with the outcome, and that the weather didn’t hinder our efforts to support this great cause.
WAIMATE MAUREEN CHAMBERLAIN On 29 July the Branch put on a display for the Henry Ford Day which attracted a good turnout of cars. The Daffodil Day car show was held in very misty weather here in Waimate. There was a good number of cars parked alongside the weekly garden market at Seddon Square in the middle of town. On Saturday evening a quiz night was held at the clubrooms. A fun evening for those attending. Sunday’s plan was a scooter run around our lovely countryside. The day was very pleasant and about 20 scooters turned up for the start at 10am. Riders started returning about 1pm and were treated to a barbecue lunch by our local members. We appreciated the riders from out of town who joined us and made the day worthwhile. We are looking forward to another run next year. On 2 September we held a swap meet. Members and the public were encouraged
Waimate: Daffodil Day in Waimate in the mist.
BBQ for scooter run riders by Waimate members.
Daffodil day scooter run.
▲ Taupo: On display at the Taupo Hobby Expo.
▲ Taupo: Line-up of members’ vehicles.
▲ Waikato: Despite decidedly average conditions over 130 cars turned out to support our Daffodil Rally for Cancer.
▲ Taupo: Master of the Taupo Branch Spare Parts, Bruce Jefferies.
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▲ Wanganui: Dale Whitaker and Ann Berntsen. Winners of the Daffodil Rally for Cancer.
▲ Wanganui: Ted and Genny Matthews 1970 Ford Mustang.
▲ Wanganui: Stephen and Claudia Anne Voss’ 1930 Austin 7.
▲ Wellington: Civilian vehicles at the military museum. Left to Right - 1980 Panther Lima, 1928 Essex hiding behind 1954 Vauxhall Velox, 1937 Fargo pickup.
to book a site and bring their treasures. There’s always treasures.
WAITEMATA
MICHAEL GREIG
This year’s Daffodil Rally was a joint event with the North Shore and the Wellsford/Warkworth Branches. The event started at the Dairy Flat Airport with the help and support of Stan Smith, our Club Captain, and ground control from the experienced hands of Di Humphreys, who co-ordinated everything and everyone. Mustang and MR2 clubs were along to support this worthy cause. The drive along the backroads, now free of excessive traffic with the opening of the new toll road going north, made the trip to Matakana all the better. The R’Oil Can has been the trophy we all look forward to, as “to not win it is the prize”. The nominee that has their name entered on the Can must organise the next year’s event. They then can appoint their successor. Terry Roycroft had organised the route and the end, but was unable to follow through. However the spirit of the branch covered this, and a marvellous event was completed with splendid accommodation and scenery. Members 64 Beaded Wheels
toured Waikato on roads that luckily were not flooded, but did offer potholes as challenges. Congratulations were presented to Ian Goldingham for his completion of 50 years with the Vintage Car Club. The scholarship, filming and documentation that he has done for branches, individuals, clubs locally and overseas is phenomenal. His early membership in the formation of both the North Shore and Waitemata Branches, along with selfless duty served on committees and the production of newsletters, has led to the high status that these branches enjoy today.
WANGANUI
IAN HIGGINS
We regret to advise the recent passing of Lesley Keats, who for many years was the Editor for our Rivet. She and her husband Vince were extremely active within the motorcycle division of our branch in years gone by. New committee member Dale Whitaker has organised a fortnightly coffee meet for women of the branch at a local café. Strictly no men. I have threatened to try to break into this circle disguised in drag, wearing my wife’s clothing and a scarf covering my
weather-beaten face, but I think that my gruff farmer’s voice will give me away. The annual Daffodil Rally for Cancer was supported by many of our members along with other car clubs. Dale Whitaker and Ann Berntsen were the eventual winners. Many of us also gathered at our local Cancer Society to deliver Daffodils and other goodies to businesses who purchased them from the Society. Huge PR for our branch, as well as supporting the work of the Cancer Society. Over the last two months Stephen and Claudia-Anne Voss, along with Ted and Genny Matthews, have opened their garage doors to showcase their vehicles for our Rivet as well as give a synopsis of their life within the VCC and our branch. The Voss family has a very long history within our branch, and Stephen and Claudia Anne are staunch Austin people. Ted and Genny Matthews lean more towards the Ford franchise, particularly classic Mustangs. Planning for the upcoming National Commercial Rally hosted by our branch is coming together nicely. The Branch is in fine fettle with monthly Club Nights and Sunday Runs. A big question facing us though is how to entice younger people to join our ranks?
▲ Wellington: 1959 Daimler Ferret.
with Daimler) was just bloody excitement on wheels. Their 1941 searchlight was just as fascinating. Eight hundred million candlepower, created by contact between positive and negative rods, much like an arc welder – and a reach of 26,000 feet (5 miles) – driven by a 1942 38hp Lister generator. Churchill once said, “The lights are going out” (1938) and, yes they did. But with such equipment and plenty of Churchillian blood, toil, tears and sweat, they were turned on again years later. This museum has a bright future.
WELLSFORD/WARKWORTH CHRIS HARVEY Winter is a busy time for our branch and we got off to a cracking start on Sat 1 July with our Winter Woollies Wander rally. It started in Warkworth, and took us west to Tapora near the shore of the Kaipara harbour for a lunch stop, then east via Wellsford and Matakana to finish back in Warkworth. A late change of route had to ▲ Wellington: Searchlight.
WELLINGTON
JOHN STOKES
We’ve all heard the criticism levelled at vintage warbirds and military vehicles, that they glorify warfare. I say no way, as otherwise we would have to stop Vera Lynn singing We’ll Meet Again, Glenn Miller would no longer have us In the Mood, and we’d cease listening to Winston Churchill’s inspiring “Blood, Toil, Tears and Sweat” oratory. Brett McKenzie and Phil McCloy know all about blood, toil, tears and sweat because they have been busy acquiring military vehicles and equipment for the fledgling museum they are partners in. On Sunday 6 August, following a café lunch to agree on battle plans, some 30 Wellington members staged an invasion of the museum. Brett and Phil surrendered easily to our demands for an inspection. Wow! To touch on a couple of exhibits, the M113 armoured personnel carrier in which passengers will surely sweat was fascinating. The Scorpion tank makes light work of scooting along open fields at 80 kmh. The wee 1959 Daimler Ferret fourwheel drive scout car (powered by a RollsRoyce engine, but still with the famous Wilson pre-select gearbox synonymous
be made because of yet another closure of the road in the Dome Valley, a consequence of all the rain we have had. The turnout was lower than normal with 34 cars of which 10 were non-competitive. The high petrol prices and the weather seem to have put off
a number of people who would normally show up. On Sunday 20 August we combined again with North Shore and Waitemata to run the Daffodil Day Rally. Those two branches managed the registration of the cars at the North Shore Airfield where the rally started, and we handled the finish at the car park in Matakana. Two days before the rally we held a working bee at the Matakana car park to fill in the huge potholes which had developed there and were putting some people off. On the day we had a good selection of cars, although numbers were down by at least 50 compared with last year, and the amount of money we collected was less than on last year too. We were well supported by members of the Mustang Club and the Mazda MX5 was also well represented.
WEST COAST
ZOE GOUGH
We welcome new member Steve Croesdale from Westport who has a 1926 Ford Doctors coupe. My husband Bruce Heyward and I decided to enter the annual run hosted alternately by Nelson and Marlborough branches. This year it was Nelson’s turn. We arrived to see about 35 cars at the Community centre, which was busy with
▲ Wellsford/Warkworth: Wolseley 18 1938.
▲ Wellsford/Warkworth: Wolseley 6/110 1967.
▲ Wellsford/Warkworth: Morris Minor Traveller 1964.
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around 70 members and others involved in various activities. A very interesting afternoon with a good drive, interesting vehicles and friendly people. We had an excellent response with 40 attending our July run to Moana for lunch. The weather was dry but a bit cold. Those
who were in their non heated vehicles were prepared with rugs and warm clothing. Hardy folk were Elaine and Pat Knowles in their Chrysler without windows and Mike Stanley and Helen in their open Riley 9. The sun appeared as we arrived, and the view across the lake and up to the
snowcapped mountains was a bonus. We started rugging up and departing for home from a very enjoyable event at around 2pm.
… a few last pics from our 2023 Daffodil Rally for Cancer
Manawatu.
Hawke’s Bay.
Bay of Plenty.
Waikato.
DRIVING OUR HISTORY
PASSING LANE In this column we acknowledge the recent passing of club members. Information is supplied to Beaded Wheels by VCCNZ Branch Secretaries.
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Ahburton, photo Bailey Chambers Photography
Begg, Kevyn Conlon, Dale Galletly, Ron Hammer, Linley Holmes, Will Holt, John (Paddy) King, Maureen Kyle, John Love, Marion
Ashburton Nelson Ashburton South Canterbury Wairarapa Northland Waikato South Canterbury Ashburton
O’Brien, Bryan Hawke’s Bay Patterson, Leigh Hawke’s Bay Pike, Rickie Hawke’s Bay Locke, Walter Desmond (Des) Manawatu Persson, Ronald (Ron) Manawatu Smaill, Roger South Otago Wilson, Terry South Canterbury
NOW NORTH ISLAND BASED
www.basisnz.co.nz New Owners and New West Auckland location Supplying new parts for Vintage, Veteran and Classic vehicles. Thank you to Anthony and Robyn who built Basis into a successful business supporting their family and community for 36 years. Phil and Erin Prior and their family now pick up the mantle and have moved the business close to where it all started. Open by appointment for visits and pick ups Tuesday to Thursday plus open Fridays and Saturdays with everything from seals and bump stops to electrical contacts bulbs and wipers.
Shop online at www.basisnz.co.nz
Address: Unit 7, 1 Tony Street, Henderson, Auckland 0610 Phone: +64 3 572 8880, 021 277 3558 Email: sales@basisnz.co.nz
AUSTIN • MORRIS • VAUXHALL • HOLDEN • MG • JAGUAR • TRIUMPH • HILLMAN • HUMBER BEDFORD • MINI • FORD • CHEV • ROVER • JOWETT • SINGER and more
COME AND JOIN US WHATEVER YOUR WHEELS
DRIVING OUR HISTORY
Vehicles, motorcycles or trucks from 1890 to 1990 are club eligible. Or just join us and grab a ride with another member. visit www.vcc.org.nz and get motoring with us today.
Photo Graham Bailey
Are you looking for an excuse to get your car out of the garage – we have 36 active branches around New Zealand. Our events range from weekly runs and coffee get togethers, to hill climbs, speed events and touring. For the more intrepid, our infamous off-road adventures are the stuff of legends.
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