CLASSIC, VINTAGE AND VETERAN MOTORING FOR OVER 70 YEARS
No. 357 April/May 2019
NEW ZEALAND’S FOREMOST HISTORICAL MOTORING MAGAZINE $7.95
9 418979 000012
RALLY NEWS ROUNDUP
1980 SUZUKI GS405S MAGAZINE OF THE VINTAGE CAR CLUB OF NEW ZEALAND
A new shipment of 1914 6hp Royal Enfields lined up on the Wellington wharf ready to go into service with the New Zealand Post Office. Royal Enfields with box sidecars were used for parcel delivery from about 1912 to the mid 1920s in the four main centres. Photo and information Bevars Binnie.
Contact National Office for all queries regarding VICs, logbooks, historic race licences, lighting endorsement, registration of vehicles, address changes, subscriptions, membership cards, speed events.
NATIONAL OFFICE
The Vintage Car Club of New Zealand (Inc.) PO Box 2546, Christchurch 8140 Phone 03 366 4461 Fax 03 366 0273 Email admin@vcc.org.nz
VCCNZ MANAGEMENT COMMITTEE
CLUB CAPTAIN NORTHERN REGION Kaaren Smylie 021 664 341 nicc@vcc.org.nz CLUB CAPTAIN SOUTHERN REGION Alon Mayhew 027 202 9491 sicc@vcc.org.nz REGISTRAR Rod Brayshaw 07 549 4250 registrar@vcc.org.nz
PRESIDENT Diane Quarrie 06 876 4009 president@vcc.org.nz
SPEED STEWARD Tony Haycock 021 662 441 speedsteward@vcc.org.nz
SECRETARY/ TREASURER Michael Lavender 03 325 5704 hon.sec@vcc.org.nz
BEADED WHEELS CHAIRMAN Kevin Clarkson 021 0270 6525 kevin@vcc.org.nz
Ed Boyd 06 348 4547
mgmt3@vcc.org.nz
Tony Bartlett 06 867 9850
mgmt1@vcc.org.nz
George Kear 03 347 0315
mgmt2@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 October 2019
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 3140 bayofplenty@vcc.org.nz CANTERBURY PO Box 11-082, Sockburn Christchurch 8443 canterbury@vcc.org.nz CENTRAL OTAGO C/- 4B Roto Place, Wanaka 9305 centralotago@vcc.org.nz CENTRAL HAWKE’S BAY C/- 3 Fergusson Avenue Waipukurau 4200, 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/- 2534 Kaitaia-Awaroa Road, RD 1, Kaitaia 0481, 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/- 34 House Ave, Taumarunui 3920 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 PO Box 5352, Dunedin 9058 otago@vcc.org.nz ROTORUA PO Box 2014, Rotorua 3040 rotorua@vcc.org.nz SOUTH CANTERBURY PO Box 623, 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/- 297 Huatoki St, New Plymouth 4310 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 5810 wairarapa@vcc.org.nz WAITEMATA C/- Embroidme, 23E William Pickering Drive, Rosedale, Auckland 0632 waitemata@vcc.org.nz WANGANUI PO Box 726, Wanganui 4540 wanganui@vcc.org.nz WELLINGTON PO Box 38-418, Petone, Wellington 5045 wellington@vcc.org.nz WELLSFORD/WARKWORTH PO Box 547, Warkworth 0941 wellsfordwarkworth@vcc.org.nz WEST COAST C/- 17 Loris Place, Greymouth 7805 westcoast@vcc.org.nz
CONTENTS
Beaded Wheels Publisher
The Vintage Car Club of NZ (Inc.) The Historic Vehicle Authority of New Zealand ISSN 0113-7506 Vol LXX No. 357
Issue 357 April/May 2019
Editorial Committee
Kevin Clarkson (Chairman), Judith Bain, Bevars Binnie, Rosalie Brown, John Coomber, Mark Dawber, Marilyn McKinlay.
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 13140, Christchurch 8141, typed or neatly printed, double space on one side of paper only. 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 (Inc).
FEATURES 14 Light My Fire
The final part of our in depth look into the development and quirks of early sparkplugs.
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Star Revisited
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1980 Suzuki GS450S
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Email beadedwheels@vcc.org.nz Advertising Enquiries
Classified and Display Advertising to: PO Box 13140, Christchurch 8141. Email beadedwheels@vcc.org.nz Phone 64 3 332 3531 Rate schedule available on request.
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Rally Snippets 24 Veteran Run – Auckland Branch 25 Gore Rally – Gore Branch 27 Windsor Rally – North Otago Branch 27 Three Rivers Rally – Gisborne Branch 27 Wallaby Rally – Waimate Branch 28 National Motorcycle Rally – Marlborough Branch
Back Issues Available on request to PO
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Correspondence & Editorial Contributions
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Subscriptions
36
A Nifty Bit of Kit
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The Man Behind the Morris
Box 13140, Christchurch 8141.
Phone 64 3 332 3531, Fax 64 3 366 0273 PO Box 13140, Christchurch 8141. Email beadedwheels@vcc.org.nz Beaded Wheels subscribers change of address to: PO Box 2546, Christchurch 8140. Phone 03 366 4461, Fax 03 366 0273 Annual subscription (6 issues) $45* inc GST Australian subscription (6 issues) NZ$76* Other countries (6 issues) NZ$136*. *Payment by credit card incurs additional bank fee processing charge of 3%
Production
Typesetting & design by RGBDesign Printed by Spectrum Print Ltd, Christchurch.
Closing Date for June/July Issue Editorial Copy Advertisements
29 April 2019 10 May 2019
The Vintage Car Club of New Zealand (Inc.) National Office Phone 03 366 4461 Fax 03 366 0273 Email admin@vcc.org.nz
Time Travel and the Humble Shed Nighel Coghlan’s return to his Austin roots.
COLUMNS 4
President’s Message
4
As We See It
5
VCC Events
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National Office
8 Mailbag 11 Timelines 12
The Way We Were
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Captain’s Log
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50 Year Award
Postal Address: PO Box 2546,
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2021 VERO International Festival of Motoring - Rally Update
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Notice of AGM
44
Brass Notes
46
Mutterings of a Mature Motorcyclist
52
Swap Meets & Rallies
55
Idle Torque
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Passing Lane
Address: 12 Aberdeen St, Christchurch, New Zealand.
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 (Inc)” as the source. Beaded Wheels reserves the right to digitally store all published material for archival purposes.
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Christchurch 8140, New Zealand.
Website: www.vcc.org.nz Copyright Information
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Auckland’s Experiment with a Doble Steam Bus
COVER Leader of the pack … Francis Pointon leads the Wairarapa Branch Coastal Run, see page 63. Photo Kevin Ball.
The Fédération Internationale des Véhicules Anciens (FIVA) is the worldwide organization 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. VCCNZ Registrar Rod Brayshaw is the New Zealand delegate to FIVA and also a member of the FIVA Technical Commission.
PRESIDENT’S MESSAGE As I started to put my thoughts down on paper for this issue news came in of the horrific terrorist attack in Christchurch. Like most of us, I suspect, I cannot find the words to express my deep feelings of shock and sadness. Although the Club and our activities seem to be a world away from what happened, I know that a lot of our Christchurch members, some of whom are still feeling the effects of the Canterbury earthquakes, will be once again shaken to the core. I hope that no-one in our Vintage Car Club family has lost a loved family member or friend as a result of the attack. I urge all our members to work actively to promote the values of kindness, compassion and decency, not only within our Club but in their everyday lives. When I travel around the country making presentations or participating in VCC events, I take the opportunity to speak to members and branch officers. Two issues which commonly get raised are a lack of participation by members in their own branch calendar of events, and a lack of members participating in other branches calendar events. After giving this some thought I wonder whether some branches just have too many events during the year. Are branches putting
on events that members actually want to go to? Just because we have always held a particular rally annually for the last 25 or 50 years, do we have to continue holding it every year? Tradition is good except when it is no longer working. Some calendar events seem to have lost their “magic” or “specialness”. Is it because there is just too much on now? Maybe the period between some branch calendar events needs to be lengthened? Mid-week runs are very popular – why? Is it because of the type of run i.e. non-competitive, informal and to a place of interest? We need to find out what type of events the majority of our members now want as opposed to still putting on the same events that we used to do. We can look to the past but we have to be ever mindful of the challenges presented to us in today’s world and in the future, and we need to plan accordingly. Another factor of the low attendances is the sad reality that with the majority of our members being on fixed incomes they genuinely cannot afford to attend other branch events or national rallies anymore, even if they wanted to, so they have to be selective. We also need to be mindful of the general pace of life these days for our younger
members with work and family commitments. People are often very time poor, and may not have the time or the inclination to get enthused and involved. I have been on many rallies over the years where organisers have made a mistake in the instructions, and I have witnessed resulting boorish behaviour and unacceptable comments directed at the organisers. Why on earth would anyone put their hand up to organise anything when that is the sort of thing they face? It is only the Vintage Car Club – not a life and death situation! The tragic events of Friday 15 March put into perspective what is really important. A little kindness and respect for those who do the work is needed. Over the next few months most branches will be holding their Annual General Meetings. Please make an effort to attend your branch AGM as this is your opportunity to influence the decision making and running of your branch. Also give some thought to standing for a position on your committee. Speaking from my experience, you will get to know a lot more about your branch affairs and learn more about the wider Club, as well as enjoying your involvement.
Geoff and I recently had the pleasure of participating in the North Island Club Captain’s Tour. These tours are a wonderful way to travel over roads never before been on, to places never before been to, while experiencing fun and friendship with other Club members from all parts of New Zealand. Unfortunately North Island Club Captain Kaaren, after planning this event for over a year, at the last moment was unable to take part due to an emergency eye operation. Kaaren was bitterly disappointed that she was not able to lead the tour, however she had done all the work beforehand and we were fortunate that John and Shirley Foot were able to take over the day-to-day running of the event (with lots of phone input from Kaaren). Geoff and I are looking forward to attending the 2019 National Easter Rally being held in Ashburton. South Island Easter Rallies seem to buck the trend of diminishing entries and I look forward to experiencing what their secret is.
Diane Quarrie VCCNZ National President
AS WE SEE IT Over the last three issues I know that many of you have been enjoying reading Kevin Casey’s excellent treatise on spark plugs, as have I. The final part is in this issue. May I suggest that this is possibly the most definitive article on spark plugs ever to be written? Probably it is. It is an in-depth study of spark plugs over the ages that probably needed to be written. The humble spark plug is still with us today and not too different from its first iteration. We owe our thanks to Kevin for producing this work which has involved huge research and attention to detail because, as you probably realise, Kevin likes to have his facts correct. Having his work
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published in Beaded Wheels before it is seen elsewhere is a real benefit to us and we are indeed privileged to have him as part of our team. Our other regular contributors also add value for our readers, and without them our magazine would be much the poorer. Graeme Rice with his popular Timelines for example. Graeme may well be doing other things for us in the future as well. Long time Brass Notes columnist Diane Ross is still the face of veteran cars within Beaded Wheels and she tells me she is set to continue for a while yet! Over the years we have had various members contribute to the Behind The Wheel series,
and currently Greg Price is doing some great work for us there. He has his own unique style of writing which tends to draw the reader into the article, if only to see what he is going to say next. We will be reading more from Greg in the future. The Way We Were, as written by Club Founder and Past President Andrew Anderson, is a very interesting look at the early days of our Club. This came about when Andrew showed me a couple of his old photograph albums. I suggested that he give us some background to the photos and we would publish them and his stories for The Way We Were. This has worked out very well and is always
interesting reading. I am pleased to say that we have many more photos to go as we work through the albums. Please give some consideration to contributing to your club magazine – one of its strengths is the diversity of our contributors. Perhaps now more than ever it is time to add your voice to our increasing stable of writers and photographers.
Kevin Clarkson Chairman Beaded Wheels
VINTAGE CAR CLUB BRANCH EVENTS
Rotorua: Line-up of MGs, Sprite and a Buick.
VINTAGE CAR CLUB NATIONAL EVENTS April 19-21 October 18–20
APRIL
National Veteran Rally hosted by South Canterbury Branch National SI Easter Rally, hosted by Ashburton
5-6 Waikato Mooloo Meander 6 Banks Peninsula Pomeroy Trophy 6 Manawatu Mid Month Run 6 Sth Canty Swap Meet 6-7 Canterbury Autumn Run 6-7 Marlborough Overnighter to Kaikoura with Canterbury Branch 6-7 Southland Autumn Rally 7 Gore Ladies Run 7 Wellington Sunday Run 11 Sth Canty Mid Week Run 12-14 Otago Otago Rally 13 Far North Brian Parker Memorial Rally 13 North Otago Gerald Lynch Blosse Motorcycle Rally 13 Wanganui Autumn Motorcycle Trial 14 Canterbury Annual P Group Rally 14 C. Hawke’s Bay Cross’s Church visit 14 EBOP Club Run 14 Nelson Ladies Rally 14 Rotorua Night Run 14 Wairarapa Club Captain’s Run 16 West Coast Morning Tea Shantytown 17 Auckland Mid Week Tourers 17 Waikato Wednesday Wander 18 Nelson Manuka Hospital visit 19-21 Ashburton National SI Easter Rally 21 Auckland Eddie Sim Motorcycle Rally 24 Rotorua Midweekers Run 24 Wellington Kapiti Mid Week Run 25 Canterbury Anzac Run 25 Otago Anzac Day - last Thurs Run 25 Waikato Trolly Derby 26-27 Taranaki Maunga Moana 27 Canterbury Scooter & Motorcycle under 250cc 27 Central Otago Arrowtown Autumn Festival / Golden Times 27 Northland Swap Meet
28 Auckland 28 Gisborne 28 Marlborough 28 Manawatu 28 North Shore 28 Wellington 28 West Coast
MAY
Club Run Club Run Trip to d’Urville Island Sunday Run Northern Raid Rally Dawn Breaker Rally Club Run
4 Ashburton Swap Meet 4 C.Hawke’s Bay Twilight Rally 4 Central Otago British & All Comers Day 4 Manawatu Post Vintage Rally 4-5 Auckland Pukekohe Swap Meet 5 Ashburton Rotary Classic Car Run 6 Ashburton Veteran & Vintage Tour 8 Rotorua AGM 8 Taupo AGM 9 Banks Peninsula AGM 9 Sth Canty Mid Week Run 11 Canterbury Rural Run 11 Gore Night Trial 11 Nelson Drive-in Movie Night 11 Southland Waimea Motorcycle Run 11 Wellington Leprechaun Rally 12 Far North Mother’s Day Rally 12 Nelson Gymkhana, Restoration of the Year 12 Wairarapa Garage Raid 14 Far North AGM 15 Auckland Mid Week Tourers 15 Waikato Wednesday Wander 16 Wellsford/Wkwth AGM 18 Northland Motorcycle Rally 18 Southland PW/P60 Rally 19 Banks Peninsula Hadstock Gymkhana 19 E Bay of Plenty Club Run 19 Marlborough AGM 19 North Shore Triple Combined Rally 19 Otago Restoration Rally 19 Sth Canty PV/PWV/P60/P80 Rally 19 Waikato Twilight Run 21 Wellington AGM 21 West Coast Morning Tea Shantytown 22 Rotorua Midweekers Run 26 Auckland Club Run 26 Gisborne Chairman’s Run
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Sth Canty Waikato Wellington West Coast Marlborough
31-3 Ashburton
Restoration Run Training Day 50th Ladies Rally Club Run Night Trial and Noggin and Natter Bell’s Run to Oamaru (31 May to 3 June)
JUNE
1 Central Otago Run to West Coast 1-3 Canterbury Irishman Rally 1-3 Waikato Double 50 Rally 2 Sth Canty All British Run 6 Sth Canty AGM 6 Waitemata AGM 8 Gore End of Season Run 9 West Coast AGM 12 North Otago AGM 12 North Shore AGM 12 Waikato AGM 13 Sth Canty Mid Week Run 15 Banks Peninsula Night Trial 16 Nelson AGM 16 Otago AGM & Pot Luck Lunch 16 Rotorua Run & Prizegiving 16 West Coast Rosco Trials 18 West Coast Morning tea Shantytown 19 Waikato Wednesday Wander 20 Ashburton AGM 20 Gisborne AGM 22 Manawatu Night Trial 22 Sth Canty Night Trial 23 Waikato Club Run 26 Rotorua Midweekers Run 30 Akld/Nth Shore Combined Rally 29 Far North Malloy Trophy This list of events is compiled from the VCCNZ National Calendar of Events, and branch 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 Contact National Office for all queries regarding VICs, logbooks, historic race licences, registration of vehicles, lighting endorsement, address changes, subscriptions, membership cards, speed events.
VCC Vero Insurance Scheme
Please remember that to be insured under the VCC Vero Insurance Scheme, you must be a fully paid up financial member of the Vintage Car Club of NZ (Inc.). Discounts on INTERISLANDER and BLUEBRIDGE Ferry Crossings
All financial members of the VCC of NZ (Inc.) can obtain a discount with Interislander and Blue Bridge. You must show your membership card. Full information on how to book are on the Club’s website www. vcc.org.nz or can be obtained from your branch secretary or off the Club website www.vcc. org.nz. When booking with the Interislander, you must book through the Group Bookings option. The codes are as follow: INTERISLANDER – WH5465 and BLUE BRIDGE – ANTIQUECAR Executive Meeting
The Executive meets every March and during the Annual General Meeting weekend. Their last meeting was 23 March in Wellington. Minutes are sent out to branches and your representative who is part of the Executive will be able to personally report to members. Notice Of AGM
On page 43 you will find a Notice of AGM including a request for nominations for the Management Committee positions. John L Goddard Trophy Nominations
On page 52 you will find a Notice regarding the John L Goddard Trophy. Please put some thought to placing a nomination. More information is available in the Branch Manual, one of which
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your branch secretary holds, and the other which should have been placed in a known location accessible to all branch members. VCC ID Card/Authenticity Statement Requirements
Vehicle Identity Card/Authenticity Statement applications must go to your branch which will deal with them. The only exception is a simple change of ownership with no alterations to a vehicle. In this case, ask your branch secretary for a VIC change of ownership form, complete this and return it to the National Office. All applications for Vehicle Identity Cards and Authenticity Statements MUST include photos of the vehicle. Applications cannot be processed without these. If you require a lighting endorsement for a vehicle, you must complete both the Vehicle Identity Card/Authenticity Statement application form and lighting endorsement form and return these to your branch secretary for processing. Change of Address
Please advise the National Office in writing if you have changed address or vehicle ownership. Branch Transfer
Complete a transfer form to transfer between branches. This can be obtained through your branch secretary.
complete the Historic Race Licence RENEWAL FORM and forward it, along with $23 and a new one will be issued. All application forms for the above are obtainable from your branch, the VCC website or the National Office. VCC ID Cards Renewals
Please note that all VCC Identity Cards (VIC) have an expiry date. This expiry is upon change of ownership or 10 years from the issue date. Your vehicle must also be as described on the VIC. A renewal form personalised for each VIC is distributed by the National Office to current financial members approximately three months before expiration. Even if your vehicle has had no changes this form must be checked, current mileage advised, signed and forwarded to your branch, along with the VIC (if the photo correctly shows your vehicle in its present state), or two new photos, as stated on the form.
Upon receipt at the National Office the VIC will be reissued and will be valid for a further 10 years unless there is a change of ownership or major changes to the vehicle during that time. All vehicles entered in National And International Rallies must have a current VehicIe Identity Card (VIC).
ADVISE NATIONAL OFFICE OF ANY CHANGES OF ADDRESS OR SALES/PURCHASES OF VEHICLES
IMPORTANT NOTICE FOR VCCNZ MEMBERS At the March 2018 Executive Meeting, the President highlighted that the Club Constitution stipulates that the Executive approve new members and the cessation of membership. It refers to membership being cancelled by the Executive if it is one month in arrears. As the Executive only meet in March and August, the reports can only be approved at those times. The Constitution must apply. Members are invoiced in early
September for payment by 31 October. If they have not paid by the March Executive Meeting where the approval of the Membership Status report is undertaken, then anyone who wishes to be reinstated after this time will be required to re-join and would lose any continuous service. This still allows late payments up until the March Meeting, which is six months after the initial invoice is distributed, and four months after the payment due date.
VCC Speed Events
It is compulsory for any member entering a VCC Speed Event to hold a current VCC Historic Racing Licence and VCC Log Book for the vehicle they are using. If you currently hold a VCC Historic Racing Licence, please keep an eye on the expiry date and if it needs renewing please
Vintage Car Club of NZ (Inc.) National Office, PO Box 2546, Christchurch 8140 Telephone 03 366 4461 Fax 03 366 0273 email admin@vcc.org.nz www.vcc.org.nz Office Hours Mon – Fri 9-5pm
Julie Cairns-Gee National Office Manager
101 Harman St PO Box 9164 Christchurch 8149 New Zealand Phone 03 338 4307 email office@veterancarrims.co.nz
Lock ring Heavy and light. Now available
Beaded edge Wide range 30x3 to 895x135 Split Rims Motor cycle rims
Well base Rolled edge. All sizes
½
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Beaded Wheels 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 of age, the individuality and the
functional elegance of vehicles from a bygone era, that this magazine is dedicated
Beaded Wheels – Our long established title may have readers wondering about its origin. By way of explanation beaded edge wheels use beaded edge tyres that are kept in place by reinforced rubber beads, which fit into the rolled edges of
CLASSIC, VINTAGE AND VETERAN MOTORING FOR 70 YEARS
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 the title Beaded Wheels for their club magazine which was the successor to the monthly Guff Sheet.
No. 352 June/July 2018
NEW ZEALAND’S FOREMOST HISTORICAL MOTORING MAGAZINE $7.95
CLASSIC RACING AND TIME TRIAL ACTION FROM RUAPUNA AND CHELSEA 1960 HARLEY-DAVIDSON KRTT 9 418979 000012
Beaded Wheels is the voice of The Vintage Car Club of New (Inc.) and its 36 branches Zealand covering the length and breadth
MAGAZINE OF THE VINTAGE CAR CLUB OF NEW ZEALAND
Beaded Wheels 7
MAILBAG The editorial committee reserve the right to publish, edit or refuse publication of any item s ubmitted 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. 1930 MORRIS MAJOR 6 FOUR DOOR SALOON
I am a Morris Register UK member and am hoping readers can help me. My son, Keith, lives in Brisbane Australia and purchased the above car which had spent its life in New Zealand up to five years ago, when it was exported to Australia. The identity plate states Morris Motors Type M J 15, car No N J 2583, engine No 22751. Keith is trying to find some of the car’s history as someone has spent a considerable amount of time and effort in the last 88 years. Any information would be much appreciated. Malcolm Dixon 20, East Causeway, Adel Park, Leeds, West Yorkshire, LS16 8JT Telephone: +44 113 267 0424 Email: malcolmrdixon@msn.com
WEIGHT DISPARITY
Issue 356 Feb/March page 24 lists among the specifications for the 1935 Citroën roadster that it is “2260 lbs (just under half a ton).” 2260lb would actually make the Citroën weigh in at just over one ton. Geoffrey Warren Canterbury
GREAT STORY
I have just finished the great story entitled the Magic of Merlin penned by John McDonald, accompanied by some magnificent photos, as is the norm from John. Apart from being an excellent photographer, he has a way with words. It was very interesting reading the lengths that the late Bruce Pidgeon went to in order to get the 1936 Riley Merlin 12/4 up Porters Pass, including having
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eleven year old son Craig lying alongside the right front guard tapping the SU fuel pump. Perhaps John may be willing to put pen-to-paper for Beaded Wheels, when I finally finish my current and very last restoration, a 1982 Hyundai Pony TLS coupe. To date, it has proved to be the only example in Aotearoa. I look forward to one day seeing photos and words in this publication by John McDonald. Keep up the good work editorial committee. Since first joining the VCC in 1970 I have witnessed a steady improvement in the presentation of Beaded Wheels, particularly over the past two to three years. Trevor Stanley, Amberley (North Canterbury)
SLEEPING DOGS
Sometimes it’s best to let sleeping dogs lie so my comments are directed at anyone who might be tempted to follow Mike Crehan or Martin Lee into print, however Mike’s criticism is questionable unless he has driven the vehicle in question. Some drum brakes were exceptional and Hispano Suiza comes to mind, while others such as Bugatti, somewhat less so at the same speed. Come and drive an average drum braked car at only 90km/h in the midst of Tauranga log-trucks and it will be more than interesting. Beaded Wheels is a magazine produced primarily for the enjoyment of Club members and it is not Hansard or the NZ Gazette so any inaccuracies, real or perceived, are of no great consequence to me or anyone else I have spoken to. I have a concern that if critics hold contributions up to microscopic perusal we run the risk of amateur authors withholding copy and I for one would be very annoyed. My admonition is ”don’t sweat the petty stuff”. Alastair Jones Bay of Plenty Member
DRUM BRAKE SAFETY
In issue 356, Mike Crehan takes issue with the comment made in BW355 that “...an emergency
stop from this speed (90mph) with mechanical drum brakes... would be interesting to say the least”. I suggest that the original comment is quite correct and Mike Crehan has failed to take into account the importance of the word “mechanical” in this context. I believe that by using the term “mechanical” the original author was differentiating cable- and rodoperated drum brakes from the more effective hydraulic variety. From personal experience of both types, I also believe that Mike Crehan’s comments about the effectiveness and reliability of drum brakes apply to the hydraulic variety and not the mechanical sort. Mike’s assertion that drum brakes are used by “most of the large trucks on our roads today” may well be true, but I would be astonished if they are mechanically operated. David North Newsletter Editor, Gore Branch
MAD DASH TO THE HAAST
I am writing this wearing three hats. As a member of the Otago Branch of the VCC, as a member of the NZ Vintage Austin Register and as the poor sod tasked with the compilation of the 50-year History of the Otago Branch of the VCC.
It is in this latter role that I came across an epic journey and I have been compelled to see if we can repeat it. In November 1965, the road through the Haast was opened. It was some months late as the international vintage car rally was supposed to go through there. Alas, construction of the highway was delayed and the rally went around it. However, not to be outdone, two intrepid motorists decided the eventual opening would be the time to do the thing. The grand event was to take place on the morning of Saturday 6 November 1965. So Les Nye and Gordon Sharpe, early stalwarts of the VCC, set off from Dunedin at 4am on Friday the 5th. They travelled up to Dunsandel, across to Springfield, over Arthur’s Pass, through Hokitika and down to Knights Point where they camped the night. All in a 1930 Austin 7 Chummy. In the morning, they attended the cutting of the ribbon by Lady Holyoake. Now here is the interesting bit. Apparently, they were the first car through. That is, ahead of everyone else including the Prime Ministerial entourage.
CAN YOU IDENTIFY THIS?
Some time ago I sent a photo of a car that I wanted identified. Beaded Wheels published the image with good results. Here is another that your readers might be able help identify. I have no dates – no info what-so-ever. I
would also like to know what the device on the running board does. I hope you can help. Alister J Shuttleworth. 11 Selwyn Av, Akaroa 7520 Phone 03 304 7003
Moreover, they kept going arriving back in Dunedin at 8pm that night. This made them the first car to do the circuit. They did this carrying a tent and stopping only for fuel and food. It was a real do-it-yourself effort where they sat down and planned the route and worked out speeds and times. They also carried a tape recorder and recorded those speeds, distances and times. We still have the original car and transcript of the tape recording. We are going to do it again in the original car leaving Dunedin at 4am on Friday 8 November this year. Moreover, anyone with a vehicle manufactured with an Austin label is invited to join and leave them at any point, but the catch is – make your own arrangements. Therefore, Christchurch people may want to meet them at Springfield. North Islanders at Hokitika. You may want to leave earlier and arrive later, motoring with the car at some point. It is entirely up to the individuals. We hope to have the itinerary and any other information ready to publish in Beaded Wheels and the NZ Vintage Austin quarterly in the two issues prior to the date. In addition, I may have an email address for any enquiries by then as well, so all can plan their trip. We will be making some rules but these are to keep people on track and guides to what you should or should not do.
The plan is to use the original car. However, it is on the market at the moment so we may be using a similar vehicle. We will follow the original route, keep to the same times and use the original fuel stops as close as possible. This is how it was done in the earlier years of the VCC. You planned it all out and then went for it. In this spirit we hope some of you will take up the challenge. If a large number end up descending on Dunedin that weekend, we will sort some activities out for a couple of days. David Mills 8 Larkworthy St St Kilda, Dunedin mrdavidmills@gmail.com
NATIONAL MOTORCYCLE RALLIES
Having just competed in the last National Motorcycle Rally, held by the Marlborough Branch, we would like to congratulate the organisers for a great event, Both Fiona and I had a great time. On the final evening there was discussion and some concern that the next National Motorcycle Rally will be held in three years’ time and not the usual two years, due to the some stupid rule that no national rallies will be held in the same year as an international rally. Having competed in three International rallies we feel that we don’t
s David Mills’ 1947 Austin 8. These wee cuties are 80 years old this year being introduced in 1939.
INFORMATION WANTED Looking for any information about MG SA number 2236, believed to have been imported into New Zealand mid 2018. Story has it that the car was originally shipped to Australia new in the ‘30s in an original saloon body style. In the ‘80s it was taken to a restoration firm. Its history at the hands of professional restorers got a bit out of hand over the next 30 years and along the way it was converted into a Tickford look-alike body style (see photo). I understand it was sold to a New Zealand restoration firm but that’s all the information I have. As the keeper of the New Zealand MG SVW register I’d be keen to find out any information on its whereabouts, owners and current restoration process, so we can update the information on the New Zealand and Australian register of MG SVW cars and keep the new owner up to date with things SVW in New Zealand. Please contact Rick Jones Member Banks Peninsula rojones@xtra.co.nz or +64 21 1200549
get the same enjoyment as we do from the smaller national rallies that we attend. When it comes to numbers the Dunedin International Rally had about 600 entrants. As motorcyclists only make up a small percentage of the VCC the 189 entrants at the Blenheim National Motorcycle Rally shows that the motorcyclists in the VCC are more interested in National Motorcycle Rallies than the general membership of the VCC are in International Rallies. As the VCC is always talking about how to get younger members, perhaps the Club should look at what rallies the younger members want to do. There are quite a few entrants at the National Motorcycle Rallies that are under 50 years of age and this is clearly not the case with international rallies. If the club wants to encourage younger members then don’t postpone the next National Motorcycle Rally. It is also interesting that there were 12 overseas entrants at the Blenheim National Motorcycle Rally, many of them having
been to quite a few National Motorcycle Rallies. Joseph McClintock Canterbury Branch
GRUMP’S GRUMBLINGS
In the last year or so there has been a growing realisation that complacency and the way we do things are risking a downward slide and this in a branch with increasing membership. Why Grumps? Well, my kids asked me what I wanted to be called by my grandkids. I wasn’t into Grandad, Pop, Poppa or Grandfather so I selected Gramps. It quickly became Grumps. So where is this heading? It’s my take on why old cars stay in sheds. I enjoy driving my two old cars; Ernie - a 1923 Model T Ford roadster and Mavis - a 1950 Lolite Morris Minor. I am not really anti-social but the idea of bouncing around in an old car mile after mile and over several days is not this 80 year old’s idea of a game of skittles. A while back I competed in several rallies - Pan Pacific in the ‘80s, a
Beaded Wheels 9
Vero in Christchurch and one at Mystery Creek in Hamilton. The former in a 1935 Morris 8 and the two latter in Mavis.
thing in the 1960s when it came to getting hold of a popular car. The arrangement also opened small cans of honesty worms.
What does it boil down to? Apart from the above mentioned, where the novelty wears thin after travelling a while, cost is another factor. It’s not cheap for accommodation, meals and fuel to go on these events. There is also the matter of getting to the venue, either by driving the old vehicle or trailering it there.
A good friend of mine with access to overseas funds through family, bought an HD Holden using that facility. He had little chance of buying new at that time otherwise.
These comments may be a clue to the reason why older club members don’t enter club or national events. Before being dismissed as a moaning negative old fart, this note is also about a topic discussed regularly in car clubs these days owing to falling numbers of participants and/or members attending club evenings. So, is there an answer, and what is it? As a retiree my time is my own, and I am quite happy giving my two old cars a run locally every week. My wife works for my son three days a week and I make and deliver her lunch on those days. The T gets two runs and the Minor one. After lunch with her I enjoy a run down to Bucklands Beach; the entire jaunt is 17Km and takes about three quarters of an hour - just right to satisfy my vintage cruising needs. Anti-social? Maybe, but at least the cars are run and seen out and about regularly and I enjoy the waves, toots, headlight flashing and comments while on the road. The only downside is dealing with modern traffic and people in a hurry to go nowhere. Ah well, I guess that you can’t have everything! Just thinking. Jim McCutcheon
NO REMITTANCE CAR PURCHASES
The letters in the last issue regarding no remittance car purchases were accurate and interesting but maybe did not tell the whole story. No remittance deals were a big
10 Beaded Wheels
The deal was that if you bought one using overseas funds you were entitled to one without such funds the following year. The dealers, as noted, operated under a similar system. You kept the car for 12 months and under certain conditions received the new price you paid when you traded in for the next model. After that you were back to overseas funds to be assured of a popular new vehicle. At that time new Holdens were in huge demand and so (relatively) scarce for Joe Citizen. Because of that the trade-ins brought in a margin over the new price which was where the dealer made his money. It also helped the buyer getting higher up the list for the next new car. Unhappily temptation came into play with the mileage. The dealer required a low mileage car to make the profit over new price. Even my friend, a professional man of high principles, resorted to disconnecting the speedometer as the 12 month period neared, to stay under the limit. He battled his conscience but the money talked. This sort of transaction was common with the most popular cars in that era. Drivers of earlier generations faced many trials though, largely again with the most popular cars. I recall my father waiting for some years for a new Vauxhall. He would make regular visits, with me in tow, to the agency on his trips to town to check on his case without much in the way of results. When the call finally came in 1954 that the Velox was ready, he was asked what car he was driving. The answer was a 1952 Austin A40 he had bought new. The luxurious (for the time) 1929
CITROЁNS
Further to the Citroen article in Beaded Wheels 356 Feb/March 2019. Above is a photo of two Citroën roadsters. My later father Herb Gilroy owned the white one - late ‘40s/early ‘50s. Dad was a great fan of Citroëns. Houses are the style you commonly saw in Mt Eden so perhaps even the house that Greg Price mentioned. Where are these cars now? John C Gilroy
De Soto we had had since new was no longer up to the task, but still no Vauxhall had arrived.
imported ones soon joined that list.
“Sorry sir” was the response from the agent (then the Farmers Co-op in Christchurch). Because he had bought a new car since putting his name down in 1950 he was struck off the list.
David McCarthy
As for farmers, while quite a few still exported under their own auspices and had access to overseas funds,there was another way when it came to a new car. A friend of my father’s, who bought a new header harvester, was upgraded the same year from a Vauxhall to a 1952 Chevrolet. American cars were then in very short supply due to the Commonwealth Preference post war deal. The “English assembled” (then a prestige thing) Austin A40, the first car I ever drove alone, was a motorised dust bowl on country roads which added to my father’s chagrin. It also had the worst column change of all time, another blow because I think all the locally assembled models were floor change. Many
Keep up the interesting editorial.
THE BULLETIN
The Dec/Jan Beaded Wheels article about Early Motoring Publications discusses The Bulletin. It says the Government introduced an important licencing scheme in 1938 to reduce numbers of new cars coming into the country, encouraging buying British. (Vehicles from the States carried extra tariffs.) In 2004 soon after being here I was told that most American cars in New Zealand were imported from Canada as the tariffs were lower than from the USA. Does that still have any significance here? Is it still the same? All these early publications look very interesting, any chance of copies? Ken Braddon
TIMELINES
Mechanical Restorations Vintage & Classic Spares (1980)
photo: doublesixdaimler.tumblr.com
Stockists of new AUTOMOTIVE PARTS CAR, TRUCK & TRACTOR 1912–1997 (85 year span)
1938 Lagonda Rapide drophead coupé. Body designed by Frank Feeley, 4.5 litre V12 engine designed by WO Bentley. This was the Le Mans spec model which was fitted with 4 carburettors and developed 200 bhp.
Historical snippets of motoring interest from years gone compiled by Graeme Rice
100 YEARS AGO April May 1919
In May 1919 the wooden and corrugated-iron Lagonda factory was set up to resume production of the 1099cc, 11.1hp car. It featured the advanced unibody semi-monocoque structure, devised 10 years ahead of Vincenzo Lancia’s famed Lambda’s semi-monocoque construction. By now electric starting, lighting and a horn were essentials resulting in an increase in weight and a later increase of 400cc in the engine capacity. Featuring what is thought to be the industry’s first fly-off handbrake and using antiroll bars, the small Lagonda was amongst the most successful, selling 4770 units. 50 YEARS AGO April May 1969
After a lapse of five years the Lagonda name appeared once more. This time on a William Towns-styled four-door Aston Martin DBS body stretched by 12 inches and fitted with a fuel injected 5 litre V8 which was soon upgraded to the 5.3 litre version. One finished in deep purple became Sir David Brown’s personal car, but only four or five were sold by 1972.
Graeme Rice
75 YEARS AGO April May 1944
Of his engines W O Bentley felt the 1936 4.5 litre V12 was his masterpiece but possibly his last Lagonda engine. The 105bhp, dohc, 2.6 litre straight-six was more successful, winning Le Mans 15 years after it was designed. By April 1944 it was being tested in a Humber Super Snipe. Sadly, the car itself was ill-fated. Company owner Alan Good lost $20,000 in a court case after using the name LagondaBentley which Rolls-Royce objected to. Then there were universals which didn’t work with the independent rear suspension and steel shortages hampering production. It was the success of Bentley’s little 2.6 litre masterpiece in the Aston Martin DB series that eclipsed the saloon.
ENGLISH AMERICAN CONTINENTAL AUSTRALIAN JAPANESE
Kingpin sets Rear axles Engine gaskets Water pumps & kits Gearbox gears Clutch plates Suspension parts Clutch covers Steering joints Carburettors Crownwheel & pinions Fuel pumps & kits Spark plugs Brake & clutch cables Electrical fittings Pistons Wiper motors (vac) Steering box parts Engine bearings Valves, springs, guides Shock absorbers Speedo cables Wheel cylinders & kits Ignition parts Master cylinders & kits Timing gears & chains Shackles Lenses (pins & bushes) Engine mounts Ring gears & pinions MECHANICAL RESTORATIONS VINTAGE & CLASSIC SPARES (1980) RD 7 • Fordell • Wanganui • Phone/Fax 06 342 7713
30 YEARS AGO April May 1989
After 13 years and 645 units built, Lagonda’s 5.3 litre, 300bhp, fuel injected 145mph (232km/h) super-car was gone. When launched in 1976 it seemed as though Star Wars had arrived a year early in the shape of this futuristic flying wedge. In just seven months William Towns and his team took this stunning machine from concept to prototype, complete with digital instruments, controls and car performance read-outs.
Beaded Wheels 11
LIGHT MY FIRE Part IV Words and photos Kevin Casey
When the automobile emerged from its chrysalis in the late 1800s it was regarded with suspicion and hostility. The massive horse and carriage industry had much to fear so opposition was immediate and strong, epitomized in England by the stultifying Red Flag Act. Opposition in America was abetted by the appalling condition of what few roads existed. Not so in France, the cradle of the motor industry, already boasting excellent roads and a populace more open
Colourful plugs like these are attractive to buyers, the point of the exercise of course, but many makers went further by employing eye-catching packaging, mostly cardboard boxes or tubes but also wooden containers, leather cases and lithographed tins. Peto & Radford’s 1905 nickel-plated gem came snuggled in a plush-lined jeweller’s case! Sphinx plugs were packed in “handsome green cases” while Lodge, Ripaults, Massa and others went a step further; their tins were to the automobile. secured with a lead seal and customers Led by forward thinkers such as De Dion, were urged to “refuse if unsealed” (Lodge). Panhard and Renault the French stole a Two of the most decorative tins are march on the world and consequently a big illustrated here. The attractive Red Head chunk of the 5,000 or thereabouts spark plug Big Boy plug nestles in a wooden locater brands originated there. inside its striking triangular tin. Even The French plugs carry mysterious the underside was lithographed. Names words such as marque déposée (registered Attractive packaging can easily sway a vacillating suggesting explosive power were popular; trade mark) and bougie, meaning candle or buyer. What rival could possibly top Mosler’s T-N-T was one but it would be hard to beat spark plug. Eyquem was one of their biggest Vesuvius spark plug? Many of the stronger, more the Volcano brand. The Mosler Vesuvius upmarket brands used striking lithographed tins. spark plug manufacturers. The two “candles” though would nose ahead with its neat pictured here show plenty of nationalistic graphic on the plug and outstanding tin, fervour in their red, white and blue livery. the best I have seen. A R Mosler Co started making spark plugs That interesting plug with the unique graphic is commonly known in 1898 and went on to become a leading manufacturer for many as the “Two Ladies”. It commemorates the return of the Alsaceyears. They were a supplier to Ford early on. Lorraine region to the French in 1919 following Germany’s defeat Some manufacturers such as Arclite, Beacon Lite and Glass – they pinched it again in WWII of course. The ladies are depicted Core went down a different explosive path featuring actual pyroin the national costumes of the two regions, Alsace on the left. technics. Their spark plugs had transparent insulators so that
14 Beaded Wheels
s What patriotic Frenchman could resist Eyquem Nationale’s unique “Two Ladies” spark plug? Those that did would surely buy the Liberty.
s Electra (France) and Splitdorf (US) are fitted with adjustable intensifiers. Lettering is hard to read on dark porcelains. Crossed lightning bolts on the Electra’s reverse are very faint.
s Ezekleen, The Oil Proof and Porter Keepskleen are just three of many plug brand names that referenced the ongoing fight with fouling. It was Ezekleen’s exposed porcelain that made it easy to clean. Odd spelling was another common sales ploy.
every explosion was visible. What a show that would be at night. rate and low combustion temperature meant fouled, misfiring The Anderson was most unusual in having a pencil-thin core and plugs. Slow engine speed would also promote plug fouling. In a its base filled with cast glass. Advertising made much of the fact 1918 article it was revealed “The average speed of a touring car that visible explosions aided engine analysis. A blue flame indicates is probably not over 20mph and the corresponding engine speed correct mixture, pale blue-white is lean, yellow is rich, only one averages approximately 1,000rpm. Rarely will it travel at 40mph showing yellow means a leaking valve and so on. for more than a few minutes”. Air-cooled plugs were popular, and necessary for certain applicaSpark plug brands empowered to slay the carbon dragon were tions such as motorcycles and aircraft. One approach used cooling fins legion. Some targeted soot: Sootless, Anti-Soot, Soot Proof, while near the top or a ribbed base; some employed both. The alternative others kept it clean: OK Self Cleaning, Sta-Kleen, Ezekleen and method incorporated a series of holes and spaces that allowed air Keeps Kleen among them. Nonoyle, Noe Oil and Oil Proof joined to flow in around the hot core. Air Kool, Dave’s Hole In The Wall, Kant Foul, Foul Proof and Foulless while carbon was banished by Eole and many more used this Anti-Carbon-Oil, Carbon No, Kant construction. Kollect Karbon, Carbon Proof and more Related to air-cooled plugs were in that idiom. Later, in the 1920s, lead the breather plugs which contained additives exacerbated the problem. In a small spring-loaded air valve the early years it was quite normal that sucked open on piston down to decarbonize at 2,000 miles and strokes and closed on the upstrokes grind the valves at 10,000 miles or forcing air past the firing points, less. Oily carbon built up on valve cooling and cleaning them. The necks, restricting flow. Compression theory was fine but it seems likely dropped as carbon prevented valves the extreme conditions would soon from seating properly but the most compromise the valve mechanism common problem was fouled plug or perhaps carbon build-up would electrodes and it was these electrodes, win the race. This genre rejoiced in their material and design, that all the such names as Air Valve Carbon No, manufacturers’ advertising hammered. Air In, Animated Air Valve and Le Lenoir’s 1860 effort, the ancestor of Vac Air-O-Matic. all spark plugs, is remarkably similar We have looked at various ways to modern plugs. Certainly the earth the astonishing number of manuelectrode was a plain old L shape and facturers presented their spark the great majority of the early makers plugs to gain a slice of Henry’s stuck to that, with variations such as bonanza, but it wasn’t all about creating an extended low point called Ford for thousands of other makes an “oil drip bend.” spluttered about and they all had A R Mosler Co used a nickel/ a common enemy – carbon. There s The Rentz “Lighthouse” (US) is the most dramatic of all the spark plugs manganese alloy for the electrodes was probably enough oil in the while their more expensive range used with built-in intensifiers. The spring-loaded centre electrode can be set to eliminate the gap, but why would you? The side earth bar is used low quality petrol to double as iridium and platinum, as did Splitdorf for testing. Composed of 25 pieces this was the most complicated and upper cylinder lube. Gravel roads and others from 1906. Now, in 2018, expensive plug ever made. Action at the adjustable intensifier gap of the and no air cleaners rapidly led NGK and Bosch use the same combinabrass FZG plug (Germany) can be observed through its little bay window. The Duro (US) intensifier, visible through the small holes, is not shielded to oil-burning engines and this, tion. Precious metal centre electrodes from fuel vapour and that design was quite common, surely asking for combined with oily fuel, slow flame carry heat away more effectively than excitement.
Beaded Wheels 15
BARN FIND
1980 SUZUKI GS450S Words and photos Greg Price
20 Beaded Wheels
“STILL AS NEW, SOME 39 YEARS ON, AND ONLY 3200 KMS ON THE CLOCK”
I’ve been involved with motorcycles and scooters for more years than I care to remember, having started with a burnt out Puch SRA 150 in the early 1960s. A succession of bikes and scooters followed over subsequent years, alongside my passion for MkI Zephyrs, particularly convertibles. In the mid-1980s I became a big fan of motorcycle racing watching the likes of Wayne Rainey, Kevin Schwantz, Kenny Roberts et al. In terms of competitive motorcycle racing I was already well past my ‘best by’ date – or so I thought. However while attending a street racing event at Rakaia during its last year of operation (subsequently cancelled the following year after the tragic death of VCC member Bob Leask during the event), I happened to visit the pits as the riders exited the track after one of the races. I was quite taken aback when I observed most if not all the riders were seemingly much older than me. A year or two later I was attending the replacement Methven event, and listened to announcer Phil (from the Triumph dealership that’d sold me my 2005 T100 Bonnie a couple of years earlier) expounding the benefits of street racing, and informing the public that all that was required to compete was membership of an approved race club, and completion of at least four track meetings, before one could take part in the street racing. Highly motivated by this I joined CAMS (Classic Action Motorcycle Sports) as the first step. Work and its associated travel commitments seriously impacted on my ability to participate initially – so I quit working. Thus it wasn’t until 2013 that I belatedly got into post classic motorcycle racing, having built my first racing bike – a 1975 Suzuki GT185 which was pathetically slow. Road testing was usually carried out on deserted North Canterbury roads in the early hours of Sunday mornings. I’d have to say at this point that the members of CAMS were all hugely supportive and encouraging, and made my manager and pit crew (my wife) and me very welcome. My slowness was a bit of a problem for some of the more competitive members, but apparently my lines on the corners were very predictable so passing safely was easy for them. I did get shunted off the track at Levels Raceway one year during the Southern Classic Festival of Speed – but that’s another story. I then built a Suzuki GS450S racing version (bored out to 500cc) which went a lot faster. I was keen to become a little more competitive than simply trying to avoid being lapped more than twice in a five lap race at the Ruapuna Raceway, and in particular by a then 15-year-old wannabe Valentino Rossi! To this end I bought another GS450S road bike – the theory being that if I used the road bike on a daily basis, the transition from street to racing would be straight forward, albeit somewhat faster. Unfortunately that particular GS450S proved to be not as reliable as a regular runner so it went the same way as some of our other motorcycles and scooters, post quakes. As is often the case, once a machine departs your garage, hindsight surfaces and you begin questioning the wisdom of your decision to let that particular machine go. So it was that I put “SuzukiGS450S” in as a favourite search on TradeMe. Beaded Wheels 21
THE MAN BEHIND THE MORRIS
THE CENTENARY OF THE FORMATION OF MORRIS MOTORS LTD Words and photos Peter J. Seymour
In 1893, at the age of 16 and with £4 as working capital, William Richard Morris (later Lord Nuffield and for simplicity known hereafter in this account as WRM) set up his first business in a brick building at the rear of his father’s house in James Street, Oxford, repairing bicycles. The business expanded and by 1901 he could advertise himself as: ‘W.R. Morris, Practical Cycle Maker and Repairer, 48 High Street and …James Street, Oxford’. During 1902 WRM entered into a partnership with another bicycle maker so that he could expand his business even further and proceed with the making of motor-cycles, but within a year the partnership had failed. WRM then started repairs on motor cars and entered into another partnership in 1903, trading as ‘The Oxford Automobile & Cycle Agency’ but, once again, the partnership failed when the Agency became bankrupt in 1904 due to the excesses of one of the partners. WRM lost heavily and he had to attend an auction of the Agency’s assets in order to buy back his own set of tools with money he had borrowed. With characteristic determination and with financial assistance from a tobacconist, George Cooke, WRM resumed trading under
s
An advertisement for The Morris Motor Bicycle issued by the ‘Oxford Automobile and Cycle Agency’ c.1904.
Lord Nuffield (in a light coloured his own name and continued suit) is seen congratulating with his cycle and motorcycle Alfred Keen, the General Works business until 1908 when he sold Manager of Morris Motors Ltd, the enterprise together with the as the one millionth Morris vehicle comes off its production rights to manufacture the Morris line making Morris Motors Ltd motor-cycle. This enabled him the first British manufacturer to concentrate on developing his to reach this milestone. Lord motor car business at a premises Nuffield gave the car, a Series III Fourteen-Six, to the Ladies in Longwall which became known Association of Guys Hospital to as The Oxford Garage. In addition be offered as a prize in a special to hiring cars and operating a draw. Tickets could be purchased from Morris Distributors and taxi service, the business held Dealers for one shilling. agencies for several makes of car Taken on 22nd May 1939. and motor-cycles and the Oxford directory then listed WRM as ‘a motor car engineer and agent and a garage proprietor’. In about 1910 having operated The Oxford Garage successfully for a number of years, WRM began to pursue his idea of making motor cars. He decided to obtain the component parts for the car from specialist manufacturers, thereby keeping his costs down as
38 Beaded Wheels
s A Morris pedal bicycle
s A Morris motor bicycle.
the need for expensive plant and machinery was avoided. He would undertake their assembly in the same way he had built bicycles and motorcycles.
W.R.M. MOTORS LTD By 1912, the design of WRM’s first car, the 10hp Morris Oxford, had been completed and orders had been placed with several manufacturers for the car’s components, including White & Poppe Ltd of Coventry for the supply of engines and gearboxes. With a financial investment from the Earl of Macclesfield, and with a loan from Gilletts bank, together with deposits taken for the car at the 1912 Olympia Motor Show, production of the 10hp Morris Oxford commenced at the Cowley factory of W.R.M. Motors Ltd, a company that had been formed in August 1912 for the manufacture of motor vehicles. The first 10hp Morris Oxford was despatched from this factory on 29 March 1913. In order to market the cars made by W.R.M. Motors Ltd, it was decided to appoint two agents. Consequently, H W Cranham was given the agency for the northern part of the United Kingdom, while W H M Burgess was given the agency for the southern part of the country with the exception of Oxfordshire, Buckinghamshire and Berkshire, which were retained for The Morris Garages. Burgess’s agency agreement also authorised him to deal with all of W.R.M. Motors’ export business. As they already held agencies to handle the products made by White & Poppe Ltd, it made sense for Burgess and Cranham to be given an agency by W.R.M. Motors Ltd. In fact White & Poppe Ltd may have made this a condition before agreeing to make engines and gearboxes for the 10hp Morris Oxford. Being an agent for White & Poppe’s products, Burgess agreed to give W.R.M. Motors Ltd credit on the engines and gearboxes that he was to supply to the company. Some nine months after the outbreak of WWI, W.R.M. Motors Ltd introduced another model, the Morris Cowley, which was to gain considerable popularity. The first of these cars appeared in April 1915, and they were fitted with engines, gearboxes and other components that had been imported from the USA. As well as making motor cars at this time, W.R.M. Motors’ factory at Cowley was engaged in making mine sinkers (of which some 50,000 were made) and other munitions to support the war effort under Government contracts. At the end of WWI in November 1918 WRM, who was then aged 41, was suffering from poor health owing to the intensive work and stresses that had been placed on him during the war. To restore his health he then spent six weeks in a clinic and this was when he faced difficulties concerning his business that required his attention.
s A view of the Barton Motor Company’s showroom at 54 Mutley Plain, Plymouth. A typical Morris Dealer of the 1920s.
Soon after the end of hostilities Government contracts for munitions were terminated abruptly and the Ministry of Munitions vacated the Cowley factory of W.R.M. Motors Ltd taking with it their equipment which had been installed. The factory was left in poor condition after four years of war production while its own plant had suffered heavy wear and tear. WRM needed to re-organise the factory, including the re-establishment of its capital equipment and its workforce, so that the production of Morris Cowleys could be continued. The 10hp Morris Oxford ceased production in 1917 after 1,475 examples had been made. In addition to these issues, there were two more aspects that needed WRM’s attention. Firstly, the Continental Motor Manufacturing Corporation of Detroit decided to take no further orders for their Type U engine which the company had been supplying for the Morris Cowley as it was not of a type which was called for in the United States. Secondly, import duties of 33⅓%, that were designed to conserve foreign exchange and to prevent the importation of goods not necessary for the war effort, had been imposed by the Government during the war. This meant that the cost of components imported from the USA for the Morris Cowley were increased by one third, so the price advantage over British made components diminished. Having purchased the drawings and some of the tooling for the Continental Type U engine and for a gearbox that the Detroit Gear & Machine Company had been supplying for the Morris Cowley, WRM searched for a company to make these components in Britain. Inquiries were addressed to British manufacturers. An order was subsequently placed with Hotchkiss et Cie of Coventry who agreed to manufacture engines and gearboxes from the American designs and production started during the summer of 1919. Axles and steering boxes for the Morris Cowley, which had also been imported from the USA, were broken down into their separate parts. These parts were then supplied by British manufacturers and assembled at Cowley while other components for the car, such as radiators, bodywork and electrical items, continued to be ordered from British firms.
MORRIS MOTORS LTD Now that he had secured the supply of components for the ongoing production of Morris Cowleys, together with the new Morris Oxford, WRM made the far reaching decision to change the structure of his business. This not only created good fortune for the business itself but also for WRM personally. W.R.M. Motors Ltd was put into voluntary liquidation and the successor company, Morris Motors Ltd was incorporated in July 1919 to take over its assets. The primary reason for this change was get rid of the onerous agency agreements that W.R.M. Motors Ltd
s W.R. Morris’s showrooms at 48 High Street, Oxford, c.1902.
s The Oxford Garage, Longwall, Oxford, c.1907. W R Morris seen seated in the car on extreme right.
Beaded Wheels 39