CLASSIC, VINTAGE AND VETERAN MOTORING FOR OVER 70 YEARS
No. 360 October/November 2019
NEW ZEALAND’S FOREMOST HISTORICAL MOTORING MAGAZINE $7.95
NATIONAL DAY 9 418979 000012
2019 Daffodil Rally for Cancer
1938 BSA SCOUT | 1926 GRAHAM BROS WIRING AND ELECTRICAL ISSUES MAGAZINE OF THE VINTAGE CAR CLUB OF NEW ZEALAND
Simply entitled Moulder in our archive we have no further information about this image - email any information to Beaded Wheels@vcc.org.nz. Picture Beaded Wheels Archives.
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
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/-114 Shortcut Road, Luggate, RD2, Wanaka 9382 centralotago@vcc.org.nz CENTRAL HAWKE’S BAY C/- 73 Porangahau Road, 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/– 50 Davis Strongman Place, RD3, Kerikeri 0293 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/- PO Box 13374, Onehunga, Auckland 1643 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. 360
Issue 360 October/November 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).
Email beadedwheels@vcc.org.nz Advertising Enquiries
FEATURES 15 M otor Racing how it used to be Pre-1960 Race Series
18
Scouting Around with BSA
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Behind the Wheels of a 1926 Graham Brothers Truck
26
Daffodil Rally Success
28
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.
Back Issues Available on request to PO Box 13140, Christchurch 8141.
Correspondence & Editorial Contributions
Phone 64 3 332 3531, Fax 64 3 366 0273 PO Box 13140, Christchurch 8141. Email beadedwheels@vcc.org.nz
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Rally Snippets 28 The R’Oil Can 2019 – Waitemata Branch 29 Waikato Shed Raid – Waikato Branch 30 The Balcairn 2019 – Banks Peninsula Branch 32 The Mad Irishwoman’s Rally Let There Be LIght Wiring and electrical issues
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National AGM 2019
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) $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
Design: RGB Design & Print Ltd, Christchurch Print: PMP Ltd, Christchurch.
COLUMNS 4
President’s Message
16
Editorial Copy 24 October 2019 Advertisements 10 November 2019
4
As We See It
17 Archive
5
VCC Events
40
The Vintage Car Club of New Zealand (Inc.)
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National Office
Closing Date for December/January:
National Office Phone 03 366 4461 Fax 03 366 0273 Email admin@vcc.org.nz
Postal Address: PO Box 2546,
7 Mailbag 11 Soapbox 12 Obituary
Address: 12 Aberdeen St, Christchurch,
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New Zealand.
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 (Inc)” as the source. Beaded Wheels reserves the right to digitally store all published material for archival purposes.
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The Way We Were
16 Awards
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47
Captain’s Log Vero International Festival of History Motoring - Rally Update
44 Marketplace
10 Timelines
Christchurch 8140, New Zealand.
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Swap Meets & Rallies
55
Trade Directory
56
Idle Torque
66
Passing Lane
COVER Spreading the Daffodil Rally for Cancer spirit was Mike Green in his 1964 Hillman Minx Series V closely followed by a Ford 100E van. See article page 26. Photo Mark Brimblecombe.
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. VCCNZ Registrar Rod Brayshaw is the New Zealand delegate to FIVA and also a member of the FIVA Technical Commission.
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.
CONTINUOUS MEMBERSHIP 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.
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.
The Constitution must apply. Members are invoiced in early NATIONAL ANNUAL GENERAL MEETING/ BRANCH OFFICERS AND CALENDAR OF EVENTS
events. During the AGM weekend the executive meeting was held. A copy of these minutes is held by your branch secretary. Your branch delegate who is a member of the Executive, will have also reported to members.
Members will find enclosed a copy of the AGM minutes, branch office details and calendar of
10 YEARLY RENEWAL OF VEHICLE ID CARDS
National Office will send out a renewal advice three months prior to expiry. When you receive the renewal advice please check the details are correct and if the vehicle’s appearance has not changed from the original Vehicle Identity Card, forward your expired Vehicle Identity Card and the signed renewal notice to your branch for completion. Please remember, these must go to your branch for signing off. If you do not enclose the expired Vehicle Identity Card, or if the vehicle’s appearance has changed, you must send two identical photos of the vehicle as it now looks. VCC MEMBERSHIP SUBSCRIPTION
At the end of August Vintage Car Club members will have received an annual account for membership from the period 1 November 2019 to 31 October 2020. To receive the discount, payment must be received at the National Office by 20 October 2019. When paying direct
into the Club’s bank account, please make sure you put your membership number as the reference. Membership Cards will be sent in early November. One reminder notice will be sent out to those who have not paid or advised of their wish to cancel their membership. VCC VERO INSURANCE SCHEME
Please note: Financial membership of the Vintage Car Club of NZ (Inc.) is a requirement to be insured under the VCC/ Vero Insurance Scheme. CHANGE OF ADDRESS
Please advise the National Office if you have changed address, phone number, email address or vehicle ownership. BRANCH TRANSFER
To transfer between branches complete a transfer form. This can be obtained through your branch secretary.
LVVTA CERTIFICATION The Vintage Car Club of New Zealand (Inc.) is a Council member of the Low Volume Vehicle Technical Association (LVVTA). Rod Brayshaw is the VCC representative on the LVVTA Council.
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Towbars
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Rear Seatbelts but inservice requirements for condition and performance must be met
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Steering Wheels provided that a direct substitute does not need shaft modification, a non-OE item of a reputable brand, or an OE item from another vehicle
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After-Market Brake Rotors must be to the OE size and can be of the crossed drilled type
Most modifications to a historic vehicle will need to be certified by the LVVTA. The following list contains some items that do not need LVVTA certification. These are included in the document LVVTA Low Volume Vehicle Certification Threshold Schedule - issue # 4, August 2012 which can be downloaded from the LVVTA website.
ISSUE 56 JUNE -OCTOBER 2018
THE NEWSLETTER OF THE LOW VOLUME VEHICLE TECHNICAL ASSOCIATION (INC)
LVVTA’S CYCLIC TEST RIG COMPLETED
In response to the ever-increasing number of unsafe aftermarket automotive components hitting the market during recent years, and the difficulties associated with assessing potentially unsafe components without physical testing, LVVTA’s efforts to help the hobby and the industry has moved to the next level through the development of a purpose-built durability cyclic test rig. The need to build a cyclic test rig arose from growing concerns about the aftermarket parts industry, particularly after the catastrophic failure of an aftermarket tilt-adjustable steering column in 2013. This failure occurred in a small plastic component within the column’s tilt mechanism. Passing a one-off load test is relatively easy, however, to simulate the ‘life’ of a component in service, a high number of ‘cyclic’ (repeated) loads must be applied. Critical components like steering and braking parts will undergo something in the region of half a million cycles.
From the steering column failure, LVVTA began the process of formulating a method by which quality aftermarket tilt columns could be distinguished from poor quality items, along with other components over time. The cyclic test rig has been designed in such a way that it can be used for numerous different components, beyond just steering products. Over time, this cyclic test process will help enable LVVTA to prove — or disprove — the quality and durability of components intended to be fitted to low volume vehicles.
The rig has been built to incorporate an electronicallycontrolled actuator that can apply loads of between 2.5kg and 60kg, loads that can be amplified by using levers when required. The electronic actuator was chosen as it allows for finer control than a pneumatic system, especially at low loads, and also removes the need for noisy air compressors and lines. Loads applied on the column are measured by an electronic loadcell fitted to the rear end of the actuator. This sends a signal to the electronic controller, which is housed in a compartment in the front of the rig. Full data recording takes place of every movement the actuator makes and the loads applied by it. (Cont’d on page 2…)
Making it Happen Gavin Bateman, a specialist design engineer, was engaged to assist LVVTA with the design of the cyclic test rig, and Wellington metal fabrication business Metcon, owned by hot rodder Ian Vibert, very generously carried out the major fabrication work for LVVTA at no cost. This donation was Ian’s way of putting something back into the car hobby he has enjoyed throughout his life. Justin Hansen of LVVTA coordinated the whole project, and had a considerable role in the rig’s design and construction. All eight Member Associations of LVVTA have kindly contributed towards the cost of the test rig. The planning, design, and build has taken around three years - on and off - from start to finish. June - October 2018 Issue 56
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• Anti-Sway Bars providing no cutting, heating, welding to the vehicle structure or suspension components when fitting
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Differential Ratio Changes provided only the differential centre of gear set is changed and the OE axle housing is retained
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Axle Housing Replacement providing the housing fits the vehicle without adaption, no suspension geometry is changed and the OE driveshaft is unmodified, and no changes to the OE brake system
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Gearbox Changes provided the OE gearbox crossmember has not been heated, cut or welded, and the mounting to chassis is un-changed.
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No replacement crossmember is used, the OE driveshaft is un-modified, and the floor or tunnel has not been substantially altered, with the exception of gear-shift clearance.
Minor Modifications to OE Engine not more than 20% more power than the OE engine.
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The fitting of superchargers and turbochargers or wastgate etc will need LVVTA certification
May fit extractor or freeflow exhaust manifolds, big bore exhausts, changed or multiple carburettors, modified fuel injection systems.
An ‘historic vehicle’ must meet the safety requirements applying at the time it was manufactured.
MAILBAG
HISTORIC RACING LICENCE
The editorial committee reserve 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. STAINLESS STEEL VALVES
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
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
please complete the Historic Race Licence Renewal Form and forward it, along with the payment 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.
Julie Cairns-Gee National Office Manager
Beaded Wheels 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 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 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. Older issues of Beaded Wheels are available for download at vcc.org.nz
Stainless steel valves are not quite all they are cracked up to be in certain situations. I have an 1928 BSA 500cc ohv sloper motorcycle which had two stainless valves manufactured and installed into two new cast iron valve guides about four years ago with probably only 1000 to 1400 miles riding. A very low usage bike. The BSA has absolutely no lubrication provision for the valves so they run dry except for a smidgen of oil applied before a ride. The lead additive I use supplies a little lubrication, as witness the inlet valve having barely any guide wear after this mileage. The new piston installed quite a while ago had two compression rings and an oil ring, and solved the slight blue haze that used to follow the bike. The original piston only used two compression rings with no oil control ring – now I know why. The slight blue haze was probably oiling the exhaust valve guide and stem. This presumably allowed the original steel exhaust valve and guide to last 10 to 20 years before bad wear occurred. However, in four years and about 1400 miles the stainless exhaust valve wore the cast iron guide by about one millimetre – I kid you not. This wear encouraged the exhaust valve to lose its head and damage everything in sight. It appears that cast iron valve guides and virtually non-lubricated stainless steel exhaust valves are a very expensive problem just waiting to happen with this incredible wear pattern compared with original steel valves in a similar situation. There is a bit in Google about incompatibility of cast iron guides and stainless steel exhaust valves in this quite common situation of virtually non lubricated exhaust valves
found on lots of motorcycles of this era. From advice I have received from various people, here is what I am going to do1/ Remove the oil ring so hopefully the slight blue haze will help lubricate the exhaust valve and guide. 2/ Replace both exhaust and inlet valves with suitable steel valves running in their cast iron guides. 3/ Run it with an upper cylinder lube, as I should have done with the stainless valves, but after riding the bike for nearly 50 years old habits die hard and I have never done this. The bike is now assembled and has had a few low mileage test runs, so if you follow me on a run early next year please excuse the light blue haze as I am trying to preserve its status as fun to ride, comfortable and normally a very reliable machine. Trevor Lightfoot Canterbury Branch
UK MORRIS OXFORD CLUB
I am the History Officer for the Morris Oxford & Cowley Branch of the Wolseley 6/80, MO and Morris Oxford Club in the UK. We cover 1950s models of Morris Oxford series II to IV, Morris Cowley and Morris Isis. Previously these cars were catered for (worldwide) by the former Morris Cowley & Oxford Club (MCOC) but sadly three years ago the Club Secretary died suddenly and a relative disposed of all the club records before the anyone could get in touch with the family. As a result the club folded – a salutary lesson in keeping accessible backup records for those held on computer (the secretary’s was password protected and
Beaded Wheels 7
THE WAY WE WERE
Continuing our series on the origins and very early events of the Vintage Car Club as recalled by Andrew Anderson
ANDREW ANDERSON VCCNZ FOUNDING MEMBER
▲ AAA at Ridder’s Halswell fixing the Renault.
Looking ahead to the Canterbury Centennial Rally & Procession.
A SCOUTING OUTING
At our committee meeting of 1 June there was uncertainty as to Wigram dates and motor show possibilities. Rob invited Ted Beckett, publisher of Sportscar to attend. Ted mooted the idea of our running a veteran rally to Christchurch from all over to coincide with the procession which, like Otago’s in 1948, would certainly involve many cars. This idea really took off with yet another subcommittee to pursue it and Rob was authorised to hire the King
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Edward Barracks at £15 per day for the motor show. The Retail Motor Trade Association was, of course, one of the members of the Centennial committee. Rob at once approached them for substantial support for the motor show for which they evinced not the slightest interest. In an era when they all had endless waiting lists for barely existent new cars, no one was remotely interested in spending money on promotion. They did however, find a good way of avoiding the tedium of looking after the motoring side of the procession and smartly passed this whole aspect over to us. We kept one of their members on our selection panel for form’s sake. The Rally Committee had fleshed out suitable regulations and a primitive age/mileage points system. The selection committee decided on a procession comprising two cars for every five year period from 1895 to 1950 and now faced the problem of finding them. Our new member Bill Cockram with three cars, self with Panhard, Ken England with the Fairbairn De Dion and other trade people like Auto Parts and Crozier’s provided a good base.
From college days, we remembered our woodwork instructor had a 1909 type AX Renault. This resided on his farm in Halswell and was pulled out every hay making season from under some sheets of iron to tow his hay rake. I duly approached Mr Edward Ridder as to the possibilities and got a guarded OK and set to work. By the November meeting there were still gaps in the procession and Bob Blackburn suggested a scouting outing to North Canterbury. We duly set out on the 19th with Bob, self and Frank Blandford mounted in the Grieg 6½ Bentley (now on its correct Smith carb) with John Burdon and Dave Kay in a Ford Prefect for company. At Amberley we confirmed the 1906 Unic and found a 1912 Siddeley Deasy too incomplete. In the Weka Pass Cave Archer’s FN needed more work than he was prepared
to do, so on to Leslie Hills and Duncan Rutherford, to find he was already getting to work on the family Alldays & Onions and his WWI DR Triumph. In the end we made it with all five year periods as next issues will demonstrate.
Duncan Rutherford’s 1909 Alldays & Onions and his 1915 WWI DR Triumph motorcycle.
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For some years, Canterbury organisations had been preparing for suitable celebration of the coming 100th anniversary of the arrival of the first four ships, Cressy, Sir George Seymour, Randolph and Charlotte Jane. A central committee of councils and societies of every shape and sort already had a full programme established. Rob Shand and the Motor Racing Club had the 1951 Wigram and a motor show from 10 – 24 February already listed. A grand procession covering every aspect of that 100 year story was set down for the actual centenary day of Monday 18 December.
MOTOR RACING HOW IT USED TO BE
PRE-1960 RACE SERIES Words and photos Tim Hill
Wouldn’t it be great if there was a race series where an 18 year-old in his grandmother’s D-Type Jaguar could have a race-long battle with an 80 year-old in a Formula Junior Elva, while further back in the field a supercharged Austin A30 is swapping places with a Prefect 107E, an 850 Mini, an MG TC and a Jowett Jupiter. Well, this is typical of what does happen every season at Hampton Downs, Pukekohe and Taupo racetracks when the Vintage Car Club pre-1960 series comes to town. Any VCC eligible vehicle from 1960 or earlier can compete and if you are not yet a member of the VCC then all you need to do is join the club and you could be out on the track joining in the fun. The races are held under a VCC permit with VCC officials and to VCC regulations, but run within events such as the Icebreaker and the Tasman Revival, organised by the Historic Racing Club Inc. The Pre-1960 races are possible thanks to the enthusiasts of the Waitemata Branch, but are open to any VCC member from any branch. Any vehicle can take part provided it was manufactured before 31 December 1960 and has a Vehicle Identity Card (VIC) and VCC Log Book. However, there is a “continuation clause” in the rules which allows vehicles produced after this date so long as they are to exactly the same specification. For example, the 848cc Mini and 997cc Ford Anglia continued in production for several years after 1960 with few changes, which means there are plenty of eligible vehicles still around for very little outlay. The range of cars which has competed over the last three seasons is mind-boggling, from the Roycroft Bugatti Type 35, C-Type and D-Type Jaguars, a 1938 V12 Lagonda Le Mans and the V8 Northland Special, to the more humble saloons mentioned above. Another less humble saloon which has won several pre-1960 races is the actual Humber 80 in which Harold Heasley won the 1960/61 NZ Touring Car Championship. But in
terms of race wins, the most successful car to date is also one of the smallest – the amazingly quick (and amazingly noisy) 1931 twin-cylinder BSA special built by New Zealand legend Ralph Watson. The whole idea of the pre-1960 race series is to re-create circuit racing the way it was back in the 1950s and early ‘60s when everyday cars were driven to the track, raced all day and then driven home again. Modifications are strictly limited to what was available back in the day, and the series organisers can exclude any vehicle not within the spirit of the rules. Wheels are limited to a maximum of 4.5 inches wide, and tyres must be regular road specification, which means that a set of tyres will last at least five seasons on most cars. This all helps to keep costs down and ensure close, and above all, safe racing. There is a great camaraderie among those taking part and to date there has never been any contact or damage to bodywork. New competitors are always made welcome and there is plenty of advice available on car choice and preparation. Competitors must have a VCC Historic Race Licence which costs just $23 and is readily available from the VCC National Office. If all this sounds like your idea of fun and you would like to find out how to join in, contact Tim Hill at the Historic Racing Club Inc on 021 614 600 or tim@hrcevents.co.nz
Beaded Wheels 15
SCOUTING AROUND WITH BSA Words and pictures by Bob Hayton and David Nordell
A few years ago the late Snow van den Broek was scouting around for a suitable pre-war classic to complement his Model T. He was delighted to eventually come across and purchase a rather unusual, but pretty looking English sports car from the well-known but predominantly motorcycle manufacturing BSA Group (Birmingham Small Arms Ltd), a 1938 Series 5 BSA Scout.
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Sadly Snow is no longer with us, but when his wife Judith wanted an unusual and scarce splined front hub repaired, she entrusted the job to David Nordell of Vintage and Veteran Restorations in Kihikihi. David is a well-known Riley and Bugatti aficionado and a new splined hub and half-shaft was well within his comfort zone. Being, unusually for the time, front wheel drive (fwd), this little car puts quite a load on the splined drive resulting in significant wear and hence scarcity of NOS components. BSA were not the only manufacturer in the English market to go fwd in the pre-war period, think of Alvis and British built CitroĂŤns, but for a small four-wheel light car with sporting pretensions it was rather special. There were, of course, many other manufacturers vying for a share of the sports car market at that time, including
at the top end Morgan, MG and Singer to the offerings from the likes of Morris. BSA set about trying to fill the middle ground with an attractive car utilising an existing water cooled four cylinder 1075cc 9hp side-valve engine which had powered so many of their successful three-wheelers. A rear mounted 10 gallon slab tank and spare wheel, as well as stylish cutaway doors, a two-tone paint job and sporting a set of wire wheels, gave the car an appealing low slung and rather rakish appearance. Early attempts by BSA to capitalise on their successful threewheel fwd light cars by adding a dead axle at the rear had been rather disappointing, so in 1935 a new range of light four-wheelers was announced, priced initially below the ÂŁ150 benchmark. No doubt much of the three-wheel heritage was retained as well as the 9hp engine, but over time many of the previously awkward
three-wheeler necessities had been updated, such that by the time Snow and Judith’s Series 5 car was produced in 1938, features like the handbrake and gear change positions had been rationalised to suit the wider bodywork. It was still about as snug as a Morris 8 Sports but with better legroom. An engine enlarged to 1204cc (10hp) gave improved performance. The bonnet is longer than some of its contemporaries to provide room for the front wheel drive arrangement, whilst the original single differential brake drum had been upgraded in this series to two outboard drum brakes on the front wheels complementing those at the rear wheels. Originally brakes were conventionally rod operated but by 1938 had been upgraded to Bendix cable controlled self-servo type, together with the change to more effective 12 volt electrics.
Beaded Wheels 19
LET THERE BE LIGHT WIRING AND ELECTRICAL ISSUES Words and Photos Stuart Francis
Good wiring should discretely blend into the background of the vehicle however we have all seen wiring that doesn’t.
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The psychedelic spaghetti that seems to have been strewn around the engine bay or frame by a partially sighted colour blind chimp. The excess cable bulging behind a cover, cables so tight you could play a tune on them or, horror of horrors, household wiring cable. To add to the eyesore; modern coloured crimp connectors, badly made splints and splices, tap splices (Scotchlock) and my pet hate, chocolate block connectors. The final indignity is these abstract wiring looms are usually held together by multi-coloured vinyl tape (invariably starting to unwind), masking tape, sellotape and in one instance butchers string. It doesn’t take that much effort or skill to tidy up a wiring loom so that it blends in and is more reliable; the following are some practical pointers that might help. Included are some thoughts on how to improve the performance and reliability of a wiring loom and electrical systems. Most vehicle wiring looms were built down to a price (copper costs money) and were adequate for their original intended use. Each joint, connection or switch contact is a small resistor that consumes power and drops the voltage, even the cables themselves have a slight resistance. The effects of aging
and abuse (like fitting oversize headlamp bulbs) have eroded what margins there ever were. A good test of a machine’s electrics is to turn the headlamps on full beam without the engine running and check the voltage across the battery and then check the voltage across the bulb contacts. Even on a good system there will be slight difference, usually some millivolts. However if the voltage difference is nearer a volt or more there is a significant problem. It is then worth checking the voltage drop from each side of the battery. Always give the battery terminals and connectors a good clean. The most common cause of voltage drops in older machines is earthing issues. To save on cabling costs manufacturers used the chassis or frame as the earth conductor. This worked well when everything was new and shiny, however years of rusting, road grime, corrosion, and painting gradually take their toll. Riveted or bolted up chassis and frames are particularly vulnerable to this type of slow degradation. The main problems are with the high current drains. You can go through the tedious process of cleaning all the earth connections but there is a better way. Run dedicated earth cables from the battery to the headlamp, taillight and
s Neat unobtrusive wiring.
s Not perfect but tidy.
dynamo (or alternator/rectifier earth), especially on a 6v system. You may be surprised by the improvement. Another way of improving a headlamp is to use the existing supply to switch a relay connecting the bulb directly to the main battery supply, eliminating a number of switch contacts and connections (common practice on modern vehicles). Always give the bulb contacts, metal body and housing a good buff up with Scotchbrite and WD40. Substituting modern LED bulbs that take far less current is a good way to go. A more subtle effect of poor earthing is starter motor issues. Several hundred amps flow through the earth when the starter is engaged, more than enough to find any weaknesses. If your starter seems sluggish connect a heavy duty jump lead from the battery earth to the starter earth and see if it makes a difference. Run a dedicated cable if it solves the problem. Wire braid earthing straps beloved of 50/60s British cars can cause problems, gradual fatigue fractures of the strands (probably due to decaying engine mounts), which finally overloads and burns out the remaining strands when starting. When the earthing strap burns out the current then flows through any wiring and metal connections between the engine and chassis, incinerating most things in its path (my Morris Minor’s choke cable glowing bright red was the first indication I had a problem!) Replace the wire braid earthing strap if it is showing any signs of fatigue and give the chassis connection a good clean up every couple of years.
If a cable is being added or replaced, or a wiring loom is being made, the first consideration is the size of cable required. High current loads, like headlamps, need a larger cable than say sidelights, also 6v systems require heavier cables than 12v systems for the same load. Cables are defined by the size and number of copper strands that make up the cores and the number of cores in the cable, however most automotive suppliers helpfully also state the maximum current rating. Modern PVC wiring is very durable, its only real limitation is the insulation can melt at higher temperatures. PVC sheathing is a great way of bundling the cables up in a neat enclosure and protecting them. Small holes cut in the sheath allow cables to emerge close to their connections, easily sealed with heat shrink sleeves. Early machines used cloth covered rubber insulated cables which are difficult to source but cloth covered modern PVC cables can look the part, with the cable ends disguised with heat shrink or rubber sleeves. Every cable has a minimum bend radius below which the core or insulation will be damaged. It is always worthwhile making bends as easy as possible. Most automotive cables are so small it is not really a problem, however it can be an issue for starter motor, ignition (HT) and cloth covered cables. The size of starter motor cables means they should be routed with easy bends and should allow for the engine moving on its mounts (good quality starter cables use a large number of fine strands for flexibility). The smallest crack on a HT cable can allow the spark to short to earth and let moisture
s Too much wiring in too small a space
TOOLS OF THE TRADE Crimp pliers – inadequate DIY pliers on the left and professional pliers on the right.
Not to be used for stripping wires.
Decent sized soldering iron.
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Swap Meet Gore Swap Meet And Boot Sale Run by the Gore Vintage Car Club
SUNDAY 15 MARCH 2020
WAIMEA STREET, GORE – 8AM START Hot Food Available Admittance Adults $5 Accompanied Children Free Sellers’ Stalls $8 (includes one free entry) (If you have items you wish to sell please come along and set up a stall) Enquiries to Gerry 03 208 5806, 027 233 4634
WAIKATO VINTAGE
SWAPMEET KARAPIRO DOMAIN, CAMBRIDGE
Sunday 17 November 2019 Gates open 7am • Public Entry $5 • Children under 12 Free Sites $10 • Commercial sites $50 Organised by Waikato Branch of VCC and Waikato Vintage Tractor & Machinery Club
Enquiries Ph Jeremy Brook 07 824 1641, George Gardner 07 839 1822
For more information visit www.wvvcc.co.nz WANGANUI BRANCH
Burma Rally 19 January 2020 & Vintage Weekend 17-20 january 2020
As one of NZ’s oldest cities Whanganui city celebrates its heritage over Wellington Anniversary Weekend Enjoy optional Vintage Weekend activities designed to celebrate Whanganui’s heritage. Enquiries to Frank James - wanganuirally@gmail.com
NELSON
SWAP MEET
BAZAAR 22 FEBRUARY 2020 Speedway Grounds – Lansdowne Road, Richmond SITE SALES : swapmeetnelson@gmail.com PHONE 03 540 3115 • MOBILE 027 590 1042 Food and drink available on site Sites $15 each Car sale only: $10 each (Both above include 1 entry) Entry non-site holders $5 Gates open; 7am Stall Holders 8am Public.
VCC NZ NORTH OTAGO BRANCH
SWAPMEET
Saturday 16 November 2019
A&P SHOWGROUNDS, ETTRICK ST, OAMARU Seller’s Entry: 7.00am Buyer’s Entry: 8.00am Hot Food And Coffee Available Enter Your Vintage, Classic Car Or Hot Rod In The Show & Shine Site Holders: $15-00 Including One Entry Free Public Entry: $5-00 Adults, Accompanied Children under age 15 free All Enquiries to The Secretary, northotago@vcc.org.nz or John Adamson 03 434 7999
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