PHOENIX Number 268
SEPTEMBER 2017
PHOENIX NEWSLETTER OF THE WAITEMATA BRANCH VINTAGE CAR CLUB OF NEW ZEALAND NUMBER 268
CHAIRMAN: CLUB CAPTAIN: 1st OFFICER: SECRETARY: TREASURER: BRANCH DELEGATE: EDITOR: COMMITTEE:
SEPTEMBER 2017
DI HUMPHREYS 021 025 75624 smartchick@ihug.co.nz HAMISH ANDREW 027 296 9665 h.andrew@orcon.net.nz STAN SMITH 0274 775 475 vintageaircraft@xtra.co.nz VIV SCOTT 021 837 402 robandviv06@yahoo.co.nz JOHN GAIRDNER 09 480 4414 GRAEME BANKS 027 500 3806 graban@ihug.co.nz KEVIN BEESLEY 021 765 860 k.m.beesley@orcon.net.nz MIKE HOPE-CROSS, MAX JAMIESON, BRENDAN LAMAIN and MIKE GREIG.
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COMING EVENTS Looking Forward………
Month SEPTEMBER OCTOBER
Waitemata Ryder’s Junction Dinner & Movie 24 Monte Carlo 29
NOVEMBER
Club Night 50 Year Awards 2 Chelsea W.A.L.S.H. 5
DECEMBER
N.S. Aerodrome Time Trial and Formal Dinner 16
JANUARY FERUARY
MARCH APRIL
Other Events
Swap Meets
Hooters Ice Breaker H.D. 30
Waimate Branch Swap Meet 2
Kairangi Hill Climb 1 Hunua 100 Rally Auck. Branch 21-22
Canterbury Branch Swap Meet 6-8 Manawatu Branch Swap Meet 7 Waikato Br. Swap Meet 19
Hawke’s Bay Safari 20-22 Auck. Branch m/c rally and swap meet 17-19 Maungaturoto Primary School Car & Bike Show 26 HRSCC Race Day H.D. 26
Hooters Tasman Revival Taupo. 7 Lochinver - tba
Art Deco Weekend Napier 16-18 Western Springs Galaxy of Cars 18 Ellerslie Intermarque Concours – tba Hooters Legends of Speed Puke. 25
Hooters ‘Roycroft Trophy Meet’ 18 Hope-Cross Mud Pug - tba
MAY
Drive & Dine - tba
JUNE
AGM 7
UP NEXT…
Club Night 8.00 p.m. Thursday 7th SEPTEMBER 2017 You know the drill. Usual place, the RSA Room, King George Coronation Hall, Library Lane, Albany.
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Then…
RYDER’S DRIVE DINE & MOVIE
Sunday September 24th Every Woman’s Sunday Night Dream Roast Dinner prepared and cooked by someone other than you!!
6pm Dinner - 7pm Movie Meet at RYDER’S of AVONDALE 177 Riversdale Road Avondale BYO Pre-dinner Nibbles & Tipple & vessel $30pp Roast dinner - Ice-cream $3pp No eftpos or visa. Bring Cash.
We need you to help make this event a success
Bring a Friend, bring two friends To book your dinner & movie seat Phone Ian & Jacqui Goldingham 09 4458811 goldie@kiwilink.co.nz Page |3
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Coming Up…
CHELSEA W.A.L.S.H. HILL CLIMB Sunday 5th November 2017 9am – 3pm NO Rain Day Chelsea W.A.L.S.H. Hill Climb is open to all VCC eligible vehicles pre-1945 & up to Pre-1960 by prior consultation with the Waitemata Branch Committee.
ENTRY FORMS etc. are available in this issue of PHOENIX & NEED TO BE WITH Secretary VIV SCOTT 200A Greenhithe Road, Greenhithe, Auckland 0632
by 2nd November 2017 Scrutineering will be held at Mac’s Garage (4E Ashfield Street, Glenfield) Saturday 4th November 2017 from 9am till 1pm. This service will be carried out by Ryan McDonald & Kevin Andrew. Scrutineering at the venue is ONLY AVAILABLE to OUT OF TOWN ENTRANTS by appointment with the above scrutineers. Please make arrangements with Ryan McDonald (09 4433733 wk.) / Kevin Andrew (0274989454 wk.)
MARSHALS are REQUIRED can YOU help?? please contact Di Humphreys 09 4460916 smartchick@ihug.co.nz The event will NOT happen unless we have some VCC members as Marshals
All Marshals MUST be at MARSHAL BRIEFING in Pit area @ 8.30am ALL DRIVERS are REQUIRED to ATTEND DRIVERS’ BRIEFING @ 8.45am.
(If you are not at Drivers’ Briefing you cannot enter the event.) The after-event BBQ will be available for Entrants, Marshals, Radio team. IF others wish to partake of the BBQ they must pay $5pp and they must let Di/Keith Humphreys (09 4460916) know for catering purposes before 2 nd November 2017 Page |4
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Plus…
AUCKLAND BRANCH MID-WEEK RUN Wednesday 20th September 2017. Starts from The Warehouse car park, Westgate. 10-00am for a 10-30am departure. Jack Nazer’s good friend Gordon McIsaac is going to host us in his home which backs on to Cox’s Bar Reserve. He has spent many decades gathering a great collection of articles to display in his “Speedway Museum”. The articles on display are in total contrast to what has been seen on the May and July runs. The route Jack has in mind will take us through Henderson valley, Kaurilands, near a number of Manukau Harbour bays, and through the Waterview tunnel. We turn off the Motorway at Western Springs to skirt the Stadium on the way to our picnic lunch venue at Cox’s Bay reserve. This run should not be missed.
The Dewdrops tel. 09 232 0245 email dewdrops@xtra.co.nz
And how about… Waitemata'ites & FOB's have been invited by the HRSCC (Historic Racing Sports Car Club) to join them in a
Race Day at Hampton Downs on the NEW CLUB CIRCUIT. November, 26th 2017 The Waitemata Branch obtains a VCC Permit, Clerk of Course & Scrutineer for this event and this covers VCC members during their track time. Cost will be $220 per entry. REGISTER your interest in taking part in this day by contacting Graeme Banks. mob. 0275003806
email.
graban@ihug.co.nz
Entry Forms are being sent out with this issue of PHOENIX or are available from Graeme Banks. As always it is great to join HRSCC and how exciting to be using the new Club Circuit at Hampton Downs. So…you have plenty of time between now and the 26th November to check the brakes, check the oil, fill the radiator, find your helmet and overalls and fill in the entry form. Page |5
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And not to be overlooked… The Hooters Vintage Race Series – 2017/18 Season Calendar Date 30th September 2017 1st October 2017 5th November 2017 10th – 12th November 26th November 2017 6th January 2018 7th January 2018 24th February 2018 25th February 2018 17th March 18th March 2018
Event Hooters Race - Icebreaker Kairangi Hill Climb Chelsea WALSH Hill Climb MG Classic Race Meeting Race Meeting Classic Trial Hooters Race – Tasman Revival Classic Trial Hooters Race – Tasman Revival Classic Trial Hooters Race (Roycroft Revival?)
Location Hampton Downs Cambridge Auckland Manfeild Hampton Downs Club Circuit Taupo Taupo Pukekohe Pukekohe Hampton Downs Hampton Downs
Organising Club HRC/VCC Waikato VCC Waitemata VCC MG Car Club HSCC HRC HRC/VCC HRC HRC/VCC HRC HRC/VCC
There is also the option of having a further VCC Race at Taupo on 7/8 April if competitors wish…. Please let me know your thoughts and I look forward to seeing you all soon. Best regards, Tim Hill. Series Co-ordinator tim@hrcevents.co.nz 021 614600
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PAST EVENTS Looking Back…. The Kumeu Shed Raid. 30 July. V8 induction with the Westies! It was Don Suckling who suggested a shed raid out west as he and wife Anne had recently visited new-ish member Chris Hornblow and both had found his collection really interesting. In turn, Chris suggested that we should also visit other newish members out west, Richie Mallam and Steve Miller, who also had interesting collections. Chris was about to head to the United States so we had to wait until his return and Richie was leaving for the States
Nothing like a shed to interest the punters
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Mind you, food brings out the punters as well
Bentley Continental. From Steve’s place, we drove for about 20 minutes to Richie and Trish Mallam’s property in deepest Oratia, and once again, that wonderful feeling of being way out in the country when in fact we were really only a short distance from Glen Eden. Here, once again was another interesting collection including a hot rod and an enormous Kenworth truck under restoration that was once owned by the well know Barry Butterworth! Richie has a trucking business. Of course, there was also
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shortly after Chris’s return, so there was only a small window of opportunity to catch up with all three, or we’d have to wait for some later date. The crisp Autumn day was superb and a very good number of Waitemata’ites arrived at our first stop, Steve & Angie Miller’s lifestyle property out the back of Kumeu. Here in an idyllic setting that took one back to their childhood of visiting rellies on the farm, Steve had a fascinating collection of ‘50’s and ‘60’s Fords, plus the Model A that he and Angie have done two Irishmans in. It was a pleasant surprise to have such a good turn-out with Mike Courtney turning up in an outlandish green hot rod and Glyn Williams gliding in in his superb recently imported
Heroic restoration – the Kenworth.
Ford and firewood
another Model A that has also ‘done’ Irishmans. Not far away was the final destination, Chris & Raewyn ‘s superb barn with one end containing their home, a workshop at the other end and in the middle a generous car display/storage area and a real blokes shed/bar area. Still feeling out in the country, and on a large piece of land, but more built-up, with houses all around it felt very private. Wonderful property. The Humps could happily move in!! Chris and Raewyn were into a mix of classic post-war American cars, hotrods and Irishman Model A’s. Thanks to members bringing goodies we set about having a lavish afternoon Page |7
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tea and it was a relaxing finale to a day of visiting great collections of fascinating cars of a type we don’t usually see. My thanks to Steve, Richie and Chris for opening up their collections for our titivation/education. Keith H.
Mike Hope-Cross’ Singer – First Branch event?.
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Beaded Wheels and Braced Wings. 27 August. Despite Stan Smith’s best song and dance routine, inclement weather resulted in our having to cancel this event. The fine, settled patch we had been enjoying all the previous week packed it in come Sunday, with high winds and increasingly more frequent rain as the day wore on. Sad, really, given this was to be our Branch involvement in the V.C.C National Day, raising funds for the cancer society. However, on the basis of never let an opportunity go by, a few of us turned out anyway, to wave the flag and Shiny Bums. Sunbeam, Riley, Delage & Bentley at The Lake House Cafe
exercise our vehicles. The Simpson Sunbeam, Jamieson Delage, Beesley Riley, Williams’ Bentley and Hope-Cross modern met at our Albany clubrooms, drove down to Smales Farm and parked up for a while at the August ‘Caffeine and Classics’ before heading off for coffee, cake and a view of the art work at the Lake House Art Centre and Café, Takapuna. The Midgely Sunbeam should have been with us but developed ominous noises on the way to the Clubrooms so they wisely chose to bail out. Peter Benbrook in rorty Renault and Graeme Banks in notsure-what went straight to Smales Farm and joined the North Shore Branch there in a run up to Warkworth. And very pleasant it was to enjoy the company of Michael Midgely, co-driving with Glyn in the Bentley. Despite the threatening skies, the rain held off and we all made it home dry, if not a little wind-blown. Thanks to Stan for all his efforts in trying to get this off the ground (groan!), to Mike Hope-Cross for coordinating the cancellation and to Viv for all the communication required to keep the punters informed. K.B.
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FROM THE THRONE Di H. Cable received from our Madam Chairman – GMT 01200. “K and I off swanning around in foreign countries stop Natives friendly stop We’re taking the tablets stop No signs yet of Beri- Beri or dreaded dysentery stop If not back in two weeks send in gunboat stop”
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FROM THE ED. Some of us attending the Shed Raid on Sunday 30th July took the opportunity, on the way past, to participate in the ‘Caffeine and Classics’ get-together put on by Protecta Insurance at Smales Farm (don’t blame me for no apostrophe – that’s how it is written) on the last Sunday of each month. As it happened, the cancellation of our ‘Beaded Wheels and Braced Wings’ event due to inclement weather resulted in a few of us going back there again on the 27th August. What a reassuring event this is! Upwards of 1,000 cars, of every type and description, can be expected to be there on any given day, all lined up to be viewed and commented on by the public ambling by. For those who haven’t been, the format is simple. You turn up in your vehicle of choice sometime around 9.30 - 10.00 a.m., park as directed by a friendly volunteer in a high viz jacket and … that’s it. Thereafter you wander around at your leisure admiring what else is there that takes your fancy, chat with likeminded persons, invariably meet old friends, enjoy a cup of coffee and then go home. By 12.00 p.m. it’s officially over but you are free to come and go any time you like. The simplicity of it, the freedom to leave without having to commit to any time frame, no doubt contributes greatly to its popularity. A fine day helps, of course. It’s not so much fun hanging about in the rain. Certainly, there are a lot of cars in which you will have little interest but with such large turn-outs there is always something worth viewing. Plus you meet some interesting characters and it’s refreshing to be asked questions about your own car by persons who are genuinely interested in it. The popularity of an event such as this is very reassuring, evidencing, as it does the depth of interest that yet remains in the automobile as a form of recreation, an object d’art, aesthetically, technically, or both, notwithstanding the subtle negative pressure applied by those with their own particular agendas. Perhaps similar events are held in other places but, if not, every major town and city should have one! The FOMC estimate that its member motoring clubs represent some 75,000 people or more and we should all have, and take advantage of, every opportunity we can to get out and about with our vehicles, in the public eye.
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JUST SO WE KNOW WHO WE ARE... We have Mike Greig, Branch founder member and long-time WD Riley 9 owner, to thank for the following history, which will appear in two parts. Thanks also to Mike for the accompanying articles of interest.
Short notes on the Riley. The decision to own a Riley came in 1980 after I had returned from the International Vintage Car Rally held in Rotorua. Not having a car, I joined the Auckland Branch crew who looked after the Renault Charabanc. It was an interesting experience travelling with a group on a veteran bus and being exposed to a wide variety of local and overseas visiting cars and motorbikes. When I returned to Auckland I was visiting a friend (really, a mentor on vintage and veteran topics) John Hearne, who lived a short walk along the road, and described the variety of vehicles I had seen. The Alvis 12/50 was a vintage car that impressed me. When John heard my choice he said “No, you need a Riley” and took me outside to show me a mound of parts that formed a WD Riley and proceeded to bring out the ‘Bible’ on Riley’s, A.T. Birmingham’s ‘Riley- The Production and Competition History of the pre-1939 Riley Motor Cars’. Photos and details were on page 105. In 1931 the public could buy an exact replica of cars being supplied to the War Office, the ‘WD’ Tourer, four door with larger wheels (21” x 5.25”), lower rear axle and increased ground clearance with strengthened chassis frame.
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I was quite taken by the fact these cars were designed for extreme conditions and were also referred to as Colonial or Overseas Tourers. Further reading in David Styles’s ‘Sporting Rileys -The Forgotten Champions’ yielded a wealth of detail on the use of WD Tourers in the Monte Carlo Rally, military trials and expeditions, trips across Africa, north to south and west to east without backup from support teams or film crews and in second hand cars. Such a brave and heroic car had to be mine! It took many evenings with John Hearne locating the parts from the various piles to assemble the car before it could be pushed home. This was assisted by small bottles of Tennents from Tui’s Brewery - the reward for an evening’s good work. The reason for John’s piles of Riley parts was as spares for the Brooklands Riley he then owned. It was the car used to great success by the Riley agents in Auckland and driven by Arthur Dexter. It was in this car that I learned to master the Riley gearbox and handling. Amongst these parts was a complete vintage tourer with an Australian steel body and a complete mobile chassis, which had a copy of the Australian body made but was given a fabric covering. When I took home my car I had the WD chassis, the original body remains from the door pillars, front doors, scuttle bonnet and radiator and windscreen. The axle was in pieces with a ratio of 6.75 to 1, so I traded for a complete one of 4.55 to 1 until I replaced it later for a 6 to 1. To complete the car I managed to buy an incomplete special that had been cut and shunted by the legendary Vic Viscovich, known to all and feared by many. From this I had a complete engine and parts to trade and to pay off some parts suppliers. The leftovers went to Gerald Watson in Auckland who created a special in the style of the Imp and has campaigned this car on road and track for near 30 years. The next stage was to commission a body using what I had and photos and details from many sources. This fell to a retired coachbuilder who made the woodframed four door body and it was covered with perforated sheet steel and then Everflex, a hood covering. The fuel tank on the scuttle had gone to make one of the Tourers complete, so I copied the space in cardboard and had a stainless one made to the specifications. The motor was revitalised with the fitting of new high compression pistons, rebuilt radiator core and shell including a large header tank. The shell was brass and painted black. The standard car had a radiator of German silver but with no top tank. This work was completed by mid-1983 and it ran! So I drove it around the block, because I had to! Needing a set of guards, back and front, running boards and spare wheel mount, I went to Gulf Motor Bodies where I knew that Brian Johnstone had the eye to make the car look right. I had a pair of Monaco saloon rear guards for 19” wheels that were altered for 21” wheels and the new front guards were made to follow the shape of the rear. To see the front guards with wired edge made from scratch look so elegant, it was magical. With this complete, come mid 1984 the car had been wired, lamped and it was off for registration and WOF. The want to drive and discover the art of proper Vintage motoring saw the car in action without hood, interior lining, and instruments.
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Minor hurdles were overcome: lack of 21” Riley wheels saw the use of early Ford Model A rims, a pair of Rotax lamps were sourced from a similar aged Hillman Wizard, seats from a Morris 8. With the car running I looked into its history; actually its soul, its essence, its ‘muri’ or life force. George Calder in Christchurch, a well-known Riley exponent, contacted me. He had met the son of the first owner of the Riley. I contacted Mr J. O. S. Millar, in Timaru and much was learned. Mr Millar arrived in Whangarei from England and, in Whangarei, the agents for Young’s Sheep Dip were The Farmers Co-Op. Let’s continue now in Mr Millar’s own words:
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Thank you, Mr Millar. The car sold to Morrinsville stayed in that area and the last time I saw it was in a timber mill with the back doors off and it had been used as a hay rake. It had been mentioned in the late 1960’s in the English ‘Vintage and Veteran Magazine’ by Harold Kidd of Auckland who was, at that time, the magazines’ NZ correspondent. From what I have heard over the years it is still in the same state being kept for the grandson to restore, a fate common to many cars; destruction by neglect. In the 1960's the second car was bought by John Meharry who lived in the Dome Valley near Warkworth. He put a roadster back on to it as the back doors had, by this time, been removed to truck it and the wheels were so sad and rotten
John Meharry and wife mid 60's, Dome Valley. No doors and roadster body.
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they were replaced with smaller ones. In the 1970's it ended up forming part of a collection of other Rileys that came from Australia and this job lot, consisting of the WD, a complete tourer with an Oz body and a complete ‘31 chassis, came to John Hearne just down the road from me, as spares for his Brookland Sports Model, the legendary Dexter car! To be continued….
Mike Greig
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FOR SALE…. Embroidered Branch Badges…………………………………………..$10 each. Great quality and feel the width! Contact our worthy Secretary, Viv Scott for yours:
Magazines …… For Sale at a good price ex Ian Bradley's estate to an even better home. 5 x Bulk collections of those iconic UK car magazines of yore. Suitable for filling in the gaps in your collection or better still the starting point for our younger members to collect pukka motoring magazines written by the people who were there! These were the days when magazines were made of real stuff, like paper! Thoroughbred & Classic Cars, Sports & Classic Cars, Classic Cars. Motorsport 1974-2014, Auto Car. Each collection sold intact as is where is, no reasonable offer refused Cheap as chips, make them live again! contact Ian Goldingham Ph 445 8811 or email goldie@kiwilink.co.nz
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OTHER NEWS……. In the 1960’s the bookstore known as ‘Technical Books’ was situated on the left-hand side going down Victoria Street East, between Queen and Albert Street. My first job was nearby in Kingston Street and at least once a week I’d spend my lunch time browsing through their latest offerings, particularly in the automotive section. My curiosity was frequently rewarded as back then it seemed that every month, if not week, saw the publication of a new and glossy volume on illustrious marques and I would pore avidly over each of these new editions. The marque that fascinated me the most, for its opulence, its technical excellence, its sheer gloriousness, was the Hispano-Suiza. Fitting, then, that I’ve had cause recently, these many years later, to review the history of this grand marque.
Hispano-Suiza – A Potted History. In the market to buy a quality automobile back in the mid 1920’s, the English milord and his lady would surely have looked at a Rolls Royce. The wealthy American industrialist or famous film star may have opted for a Packard, or perhaps a Marmon, or a Stutz. The European aristocrat was spoiled for choice. From Italy Isotta Fraschini, Mercedes in Germany, Minerva in Belgium, and France, well, take your pick, the large Renaults or Delage, Voisin, Bugatti, amongst others. But there was one vehicle above the rest, one manufacturer the others tended to look to as the bench mark in terms of technical excellence, quality and style. That car was the Hispano-Suiza. There was some pre-history but to all intents and purposes the HispanoSuiza company was formed in Barcelona back in 1904. It was a marriage of Spanish money – the Hispano side of the equation, with Swiss engineering expertise, the ‘Suiza’ element. The Swiss expertise was provided by one Marc Charles Birkigt, a native of Geneva, who studied engineering there before moving, at age 21 in 1899, to Barcelona where he was offered a job aiding in the development of, wait P a g e | 15
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for it, an electric bus. These busses proved to be something other than a success and the young Marc was soon directed to turn his attention to developing motor cars around the internal combustion engine. He made such an impression in these endeavours that a couple of local, wealthy Catalonian industrialists decided to invest substantially in the company he worked for, appointing Marc as technical director in 1904 and naming the reformed company as Hispano-Suiza. Marc’s work from then on was to establish him as one of the all-time great automotive designers. From the get-go Hispano-Suiza set out to make vehicles of quality for the discerning few and they quickly developed an enviable reputation for doing just that. They made a range of cars – mighty 6 cylinder 11.2 litre grand carriages, 4 cylinder 7.5 litre and 3.7 litre limousines, down to more modest but equally well engineered 2.6 litre 4 cylinder models, all technically excellent and made from the best available materials. The quality, technical excellence and performance of these cars soon attracted royal patronage and from 1906 onwards King Alphonso the 13th of Spain (“Alfonso León Fernando María Jaime Isidro Pascual Antonio de Borbón y Habsburgo-Lorena”, to quote his full name. It is doubtful he ever said, “Just call me Al”) took an increasing interest in the company and its products. A high King Alfonso XIII point for Hispano-Suiza pre-World War 1 was their development of a competition derived 4 cylinder, 3.6 litre ‘T’ head twin cam side valve 45 hp vehicle, called, in recognition of the company’s royal patron, the ‘Alfonso 13’ model, a machine that vehicle historians acknowledge as one of the first true sports cars. Come 1912 and the company moved its headquarters from Barcelona to Paris. Why? Three reasons: -
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Paris was the epicentre of the European automotive industry. Moving there took best advantage of the extensive local supplies and services and capitalised on Hispano-Suiza’s well publicised French motor sport successes. Catalonian industrial unrest To avoid high customer duties levied by France on foreign made cars.
King Alfonso X111 of Spain at the wheel of his Hispano-Suiza ‘Alfonso’
Hispano-Suiza’s first premises were in the Parisian industrial suburb of Levallois-Perret, but these quickly proved to be inadequate so they moved to Bois Colombes, where they remained until their eventual demise. Production of their smaller (and cheaper) models continued in Barcelona, ‘cheaper’ being a relative term in the Hispano-Suiza context. These moves and resultant disruption notwithstanding, Hispano-Suiza technological development forged ahead with: -
the development of single ohc engines with the cam bearing direct on the valve stems, thereby obviating the need for rocker arms, an avant-garde idea in its day, (though used by Isotta Fraschini since 1905), - stainless steel exhaust valves, - aluminium pistons. This development was such that, around 1915 a 3 litre 4-cylinder Hispano-Suiza engine with a compression ratio of 4.75:1 was testing out at 73 bhp at 3000 rpm – this at a time when 1400-1800 rpm was common.
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The Bois-Colombes factory was requisitioned in 1914 by the French Government for the war effort and Marc Birkigt moved with his family back to Spain where he set about designing a true masterpiece – the HispanoSuiza 150 hp 11.8 Litre V8 aero engine. Recognising the limitation of air cooled engines Marc opted for water cooling and, to obviate weight and all the water jacket welding otherwise required, he utilised steel cylinder liners, closed at the top, screwed, in rows of four into cast aluminium housings or cylinder blocks forming the water jacket. Two of these blocks were then bolted, in a 90-degree V8 formation, to a common cast aluminium crankcase. Following his automotive experience, Marc applied a single direct drive ohc and five main bearings. To aid reliability, essential services such as spark plugs, magneto and valve springs were duplicated. The engine was not an immediate success. It took seven months to get running reliably and when tested under pressure the aluminium proved porous and the water jackets leaked. This was overcome by enamelling the blocks – a practice Marc applied to all his engines thereafter. Despite French industry objections (the likes of Bugatti, Gnome et Rhone, Lorraine-Dietrich, etc. did not take kindly to being upstaged by the Spanish and a Swiss engineer), the engine was eventually tested exhaustively in front of the French authorities; it passed with flying colours and they placed an order for 1600 units. So successful did it prove to be that by 1918, twenty-one manufacturers of French, British, American, Italian, Spanish, even Japanese origin had produced 49,893 units, its performance being improved over that time from 150hp in 1915 to an eventual 300 hp in 1918, in which format it was powering the Spad fighter plane to a speed of 280 kph. The company’s split between France and Spain facilitated some continued car development over the war years and, following the signing of the armistice in 1918 Birkigt needed only twelve months to develop and bring to market a truly spectacular all new model that was to raise the Hispano-Suiza name and reputation to new heights – this at a time when other manufacturers were regurgitating pre-war designs, dollied up here and there to appear new-ish. This new model was the 6 cylinder 32 hp 6.5 Litre H6. A stunning combination of cutting edge technology and elegant design, with light alloy block finished in polished aluminium and shiny black enamel, single direct acting ohc driven at the front via a vertical shaft and skew gears, tubular connecting rods, seven main bearing crankshaft machined from a 350kg billet, pressurised lubrication, twin ignition, three speed transmission and four wheel servo assisted brakes operating within finned aluminium brake drums. Weighing in at 1800kgs, it could easily attain 135 kph, could stop within thirty-five metres from 100 kph and in bare chassis form was an engineering thing of beauty from stem to stern. It attracted the very best coach builders of the day – the likes
Hispano-Suiza H6B Coupe de Ville by Kellner. 1924
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of Labourdette, Kellner and Letourneur et Marchand clothed it in some of the most beautiful, the most elegant bodywork ever to have graced the highways. Little wonder, then, that the H6 Hispano-Suiza rapidly came to symbolise social success and good taste. It was the car to be seen in. Arguably, it was the car. Period. The H6 remained in production until 1933 during which time about 2,350 cars were made as types H6, H6B an up-rated version of modestly increased performance brought out from 1922 and, from 1924 onwards, the H6C, featuring an 8.0 litre (7983 cc to be exact) engine of 110mm by 140mm bore and stroke. As it was developed in recognition of racing successes scored by Dubonnet, Bablot, Garnier and Boyriven campaigning special H6B’s at Boulogne, the H6C was named after that town. The ‘Boulogne’ had a shorter wheelbase than the H6B, a top speed of around 177 kph and, in keeping with the qualities of its predecessors, its handling, braking and general demeanour on the road were exceptional. With a higher compression ratio than the H6B and when fitted with special high lift cams the H6C engine was capable of putting out 200 bhp. It did not come cheap and Hispano-Suiza produced only sixteen genuine H6C Boulogne models. However, they did supply the standard H6B fitted with the 8 litre engine and many were provided in this format, although, with longer wheel base they were not quite up to full Boulogne performance standards. A feature of post WW1 Hispanos was their radiator mascot – an art deco stylised stork in flight, neck outstretched and wings in a graceful curve below. The Stork is the symbol of the French province of Alsace and of the squadron that was commanded by the famous French WW1 fighter pilot Georges Guynemer. The Hispano mascot was developed from an emblem painted on the fuselage of the squadron’s Hispano-Suiza engined WW1 fighter planes. Attractive as this mascot may be, the height of the H6 radiator is such that the point of the stork’s beak is something of a health and safety issue.
Hispano-Suiza stork radiator cap statuette
The H6 was phased out in favour of the subsequent J12, brought to market in 1931 and manufactured through to 1938. The J12, as its name suggests, had a 12-cylinder engine; two banks of six in a 60-degree formation, with bore and stroke equal at 100mm, thereby displacing 9.4 litres, seven bearing crank, 5:1 compression ratio and, in a break with tradition, push rod actuation of overhead valves, the ohc being done away with to reduce engine noise.
Hispano-Suiza J12. Coachwork by Binder
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Remaining faithful to tradition, though, was the quality of build and engineering, not to mention cost, the J12 being formidably expensive; a very large, very powerful, luxury automobile for the very rich, the most expensive car Hispano -Suiza produced. During the course of the 1930’s the company’s focus increasingly shifted from cars to the manufacture of aircraft engines and military rearmament such that car manufacture in France was ceased altogether in 1938. Some models continued to be made in Spain during the war years and, for a while, by Skoda in Czechoslovakia and up to 1942 by a company in Argentina. This followed from a deal done in 1925 whereby the Hispano-Suiza agent in Argentina was granted permission to establish a production facility there under the name of ‘Hispano Argentina Fábrica de Automóviles’. Marc Birkigt retired from engineering design in 1950. The French Hispano-Suiza operations were taken over by the French Government for war material manufacture and eventually morphed into an aerospace organisation known today as SAFRAN; in 1946 the Spanish arm sold off its automotive assets to ENASA, the maker of Pegaso trucks.
K.B.
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PHOENIX Number 268
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DESPATCHES…. If you aren’t mentioned in despatches it means you aren’t telling the Editor what you are up to. ➢
Intrepid explorers Graham and Dawn Brayshaw, plus, we believe, Mike and Adie Moffatt are in Siberia doing a car (4WD) rally. Building on their previous Peking to Paris experience perhaps? It is anticipated they will eventually be set free.
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The motoring travel bug is infectious. Eddie and Shelley Simpson are off shortly to motor west, taking the highway that's the best, winding from Chicago to L.A., more than 2000 miles all the way, from St Louis, down to Missouri, Oklahoma City looking oh so pretty. They’ll see Amarillo and Gallup, New Mexico, Flagstaff Arizona, don't forget Winona, Kingsman, Barstaw, San Bernadino. They’re hip to this California trip, going to get their kicks on Route 66.
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Keith Humphries took this recent shot of your Branch Committee slaving tirelessly over weighty matters of steak. The wine was, of course, prescription only, purely for medicinal purposes.
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Gracing the car park last Club Night was a very pleasant, newly refurbished 1928 Riley 9 Tourer. It belonged to prospective member Baden Pascoe who we welcomed to the fold. Baden tells us the car used to belong to his step-father and that he, Baden, has had it under restoration for some time, egged on by Stephen Cranch. Minor works remain to be done and he is considering fitting an electric fuel pump. This would save him the risk of having to ascend the harbour bridge in reverse. Welcome, Baden.
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There was a time when not appearing in your Vintage at Club Night was considered a mark of disrespect. How times change!
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Now, here is an interesting exchange. Wallace McNair sent me an item ex the internet reading as follows (edited for brevity): The Electric car boondoggle I always wondered why we never saw a cost analysis on what it actually costs to operate an electric car. Now we know why. At a neighborhood BBQ I was talking to a neighbor, a BC Hydro executive. I asked him how that renewable thing was doing. He laughed, then got serious. If you really intend to adopt electric vehicles, he pointed out, you had to face certain realities. For example, a home charging system for a Tesla requires 75 amp service. The average
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house is equipped with 100 amp service. On our small street (approximately 25 homes), the electrical infrastructure would be unable to carry more than 3 houses with a single Tesla, each. For even half the homes to have electric vehicles, the system would be wildly over-loaded. This is the elephant in the room with electric vehicles ... Our residential infrastructure cannot bear the load. So as our genius elected officials promote this nonsense, not only are we being urged to buy the damn things and replace our reliable, cheap generating systems with expensive, new windmills and solar cells, but we will also have to renovate our entire delivery system! This latter "investment" will not be revealed until we're so far down this dead-end road that it will be presented with an oops and a shrug. Eric test drove the Chevy Volt at the invitation of General Motors...and he writes...For four days in a row, the fully charged battery lasted only 25 miles before the Volt switched to the reserve gasoline engine. Eric calculated the car got 30 mpg including the 25 miles it ran on the battery. So, the range including the 9-gallon gas tank and the 16 kwh battery is approximately 270 miles. It will take you 4 1/2 hours to drive 270 miles at 60 mph. Then add 10 hours to charge the battery and you have a total trip time of 14.5 hours. In a typical road trip your average speed (including charging time) would be 20 mph. According to General Motors, the Volt battery holds 16 kwh of electricity. It takes a full 10 hours to charge a drained battery. The cost for the electricity to charge the Volt is never mentioned so I looked up what I pay for electricity. I pay approximately (it varies with amount used and the seasons) $116 per kwh. 16 kwh x $1.16 per kwh = $18.56 to charge the battery. $18.56 per charge divided by 25 miles = $0.74 per mile to operate the Volt using the battery. Compare this to a similar size car with a gasoline engine that gets only 32 mpg. $3.19 per gallon divided by 32 mpg = $0.10 per mile. The gasoline powered car costs about $15,000 while the Volt costs $46,000........So the American Government wants loyal Americans not to do the math, but simply pay 3 times as much for a car, that costs more than 7 times as much to run, and takes 3 times longer to drive across the country..... Wallace then advises (names changed to protect the innocent):
“Kevin, I sent the story to xxx in OZ. He has sent it on and has the reply below. The issue of 230 volts or American 110 v is probably correct, watts equal volts x amps. Interesting. xxx states the Volt is a hybrid, but also that it does not have an IC engine. Curious. W.” Begin forwarded message: Subject: Re: The Electric car boondoggle “Hi zzz, We only need a 40A circuit here as we have 240V. A Tesla home charger charges at the rate equivalent to 50km/hour, as most people only drive about 50 km per day that means it will charge for one hour or could charge at a lower rate for longer, this will not put a strain on the grid. The Chevy Volt is a plug in hybrid and a failure. However the Chevy Bolt will do in excess of 200 miles on a charge, it does not have an internal combustion engine. That email is just a right wing conspiracy Regards, xxx” So, there you go. Fascinating stuff! ➢
Wallace had more to offer on this topic: “Kevin, You probably remember that I restored a 1917 Woods Dual Power car for Gerhard. It was a perfect example of a hybrid, 8 x 6v batteries in the back drove the car and at the option of the driver the
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smallish (1 1/2 litre) Continental engine could be run to either maintain or increase the electric reserve. It was cleverly done. There was a large ammeter on the dash in front of the driver showing charge going in / coming out. What became very apparent when driving it was just how much more juice was required to go up a hill as opposed to on the flat. And while electric systems may have improved efficiency today I would think the above condition would still apply. In my mind an electrically driven vehicle would be best suited to flat country. And it would be quite a disaster if the driver wished to tow a trailer or add other loads to the system. With the amount of trailer boats on the North Shore alone people would be faced with having to keep their dinosaurs at the ready…pulling their boat up the ramp might use 100km of battery their electric. It is easy to get carried away with the hype, but as a population we have much experience in this. Yours Aye, Wallace.”
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THE SQUEAKY WHEEL… The Powers That Be in Britain have chosen to follow France and ban the sale of new petrol or diesel-powered motor vehicles from 2040. In a break with our traditional British relationship, N.Z. authorities have taken the stance in this case that, where She goes, we do not go. Surely the right decision Dear Leaders. Best to keep our powder dry. Let others have their markets ruled by decree rather than development and lock their industries into, or out of, particular technologies. Best for us to consider aspirational goals and keep our options open as to the best means of attaining them. Technologically speaking, 20 years is a long time and an awful lot can, and will, happen over that period. To better appreciate what the future might hold over the coming 20 years and where we may be heading it can be instructive to consider where we have come from. Let’s have a look-back at some things we didn’t know, or didn’t have, or have developed into use over the past 20 years or so. This includes things like the Large Haldron Collider and the finding of the Higgs boson particle, private space exploration, LCD TV’s, drones, white LED light bulbs, selfie sticks, social media, the list goes on. Included below is some light weight commentary on what are generally regarded as some of the heavy weight developments of the last 20-25 years: Electric Vehicles. Electric cars go way back to the early 1890’s but didn’t catch on for various reasons, some still being grappled with today. However, it was the Toyota Prius that reintroduced them, first in hybrid form, as a modern, viable option. That was only 20 years ago, in 1997, but look how far we have come since! From hybrid to fully electric and, since Google began playing around with it in 2008, to self-driving cars. Mapping of the Human Genome. This 10-year exercise, one of the biggest scientific endeavours of all time, was completed in 2003. Now we’ve moved on to cheap and cheerful genome sequencing, which promises untold potential benefits in medical terms, food production, who knows what, maybe a new carbon neutral super fuel? – if we manage to develop our laws to accommodate the surrounding philosophical issues. GPS. The Global Positioning System, originally developed by the U.S. military, became commercially available in 2005, a mere 12 years ago, and look what’s happened since! Google Maps. Yes, that’s one thing that’s happened since. The incorporation of GPS capability within smart phones enabled Google to come up with a system whereby maps are downloaded quickly and easily tile by tile, thereby obviating the need for time wasting, band-with sapping, whole map downloads. The Apple iPhone. Let’s not forget this. Suddenly, in 2007, there was this sleek, stylish, touch screen device that allowed you to call your friends and it connected you to the internet. The App Store soon followed – 2008 – P a g e | 22
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so you could then add all these cool facilities to your iPhone, some of them possibly useful. Then came iPods and iPads, but you know about those. Dark Matter. The existence of this sinister sounding stuff was long suspected, but only confirmed as recently as 2009. Quite important, really, as it apparently accounts for most of the matter in the Universe. Hey, don’t ask me, I’m only the messenger here. Gravitational Waves. Yes, another incredible discovery – direct evidence of cosmic inflation - echoes of the ‘Big Bang’. Predicted in Einstein’s theory of general relativity back in 1916, NASA determined the existence of these ripples in space-time in 2014. Mind you, I have long known that several glasses of fine red can result in serious damage to the space-time continuum. Who knows but that we may one day tap these waves as some sort of primordial, infinite energy source? Trees and other plant forms emit methane. How did we not know this until 2006? We’ve been studying plant life for, like, about 10,000 years! Kind of throws a new light on the ‘forests as carbon sinks’ theory and shows just how complex and mysterious our world is. Neuromorphic Computer Chips. You know, chips that mimic the way our brain works; they can recognise patterns, sense their surroundings, kind of like how our brains do. The idea has been around a while but has really taken off since 2014, spurred on by, amongst other things, self-drive car development. Expect Artificial Intelligence to be playing an ever bigger and unpredictable role in your life. It’s a bit of worry thinking about having to keep a wary eye on the fridge…. Wikipedia. The source of the answer to Life, the Universe and Everything was launched on January 15, 2001, a bare 16 years ago. Well I never! Where would we be without it? Water on Mars. It’s there, alright. Long suspected, its presence has been confirmed by both NASA and the European Space Agency who, in 2005, actually found a kind of lake in the bottom of a crater. We are not yet sure if the fishing is any good. 3D Printing. This technology, in various guises, has been developing since the early 1980’s but has really taken off since about 2010 and the coming to market of cheap, relatively user-friendly machines for use by the home hobbyist, or scaled up for really serious major component manufacture. It is already seriously impacting the supply chain and will increasingly do so. You may have heard of it being used to create body parts, such as ears. Now a form of 3d printing using special compounds, or inks, known as micro scalable 3D printing is being experimented with to ‘manufacture’ biological tissues complete with blood vessels. Drones. Did I mention these? Good luck with trying to sell your near new you-beaut self-drive EV when everyone who is anyone is travelling around by way of self-fly drones. Don’t laugh, the time of the Jetsons could be upon us. Big advantage here is the ability of the drone to operate vertically as well as horizontally. You’ll be able to overtake above and below as well as left or right. The N.Z. driver will love it! ABS Brakes. Ok, so this goes back a bit, but it is car related and, just in case you have forgotten, it was only in 1990, 27 years ago, that Delco Moraine brought to market an ABS system that was simple and cheap enough for universal application. Seems like they’ve been around for ever…. Yes, 20 years is a long time in this day and age. Who knows what the future holds? Other than, from everything we have learned so far we can be certain of two things: - The speed, breadth and complexity of scientific knowledge and development over the past 20 years is but a shadow of the speed, breadth and complexity we can expect over the coming 20, and - There is a whole lot we don’t yet know at all.
KB. ∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞∞
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PHOENIX The OFFICIAL NEWSLETTER of THE WAITEMATA BRANCH of the VINTAGE CAR CLUB OF N.Z. INC. 200A Greenhithe Road, Greenhithe, Auckland 0632
CLUB NIGHT THURSDAY 7th September 8.00 p.m. at the RSA Room, King
George Coronation Hall, Library Lane, Albany.
Take Exit 410 Oteha Valley Road. Travel west along Oteha Valley Road, ahead through 2 roundabouts and straight ahead at Traffic Lights into Albany Highway then almost immediately RIGHT into Library Lane then very soon go right again into the parking area. The RSA Room is at the rear.
Chelsea W.A.L.S.H. December 1998. Don White and Sizaire et Naudin
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CHELSEA W.A.L.S.H. HILLCLIMB SUNDAY 5th NOVEMBER 2017 No Rain Day
ENTRY FEE $45
Please complete this entry form and forward to: Waitemata Branch Secretary: Viv Scott, 200A Greenhithe Road, Greenhithe, Auckland 0632
Payment can be made by (tick) Cheque ⃝ Cash ⃝ Direct Credit ⃝ (ref. Chelsea & Entrant Surname) Account: Vintage Car Club ANZ Bank 01 0121 0121976 00
DRIVER/ENTRANT DETAILS Driver Name: …………………………………………………………………………………………………………………………………………………… Address: ………………………………………………………………………………………………………………………………………………………….. …………………………………………………………………………………………………………………………………………………………………………. Phone: ……………………………… Mobile: …………................... Email: ……………………………………………. VCC Branch: ………………………………………………… Membership Number: ……………………………………………………………. Civil Driver Lic. Number: ……………………………… VCC Competition lic. Number: ……………………………………………….. VCC Vehicle ID Card: ……………………………………. Vehicle Registration Number: ……………………………………………….. W.O.F Expiry Date: …………………………………………………. Entrant Full Name (if same as driver write “same”): ………………………………………………………………………………………. Entrant Address: ………………………………………………………………………………………………………………………………………… ………………………………………………………………………………………………………………………………………………………………………… Make of Vehicle: ……………………………………… Model: ……………………………………………………………………………………… Year of Manufacture: ……………………………… Colour: ……………………………………………………………………………………… CC Capacity: ……………………………………………… Fuel: ………………………………………………………………………………………….. List of Non-original Features: ………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………………………………………………… If your vehicle has a permanent competition number please state otherwise a number will be issued on the day………… Chelsea Organising Committee look forward to your participation in this prestigious annual Waitemata Branch event P a g e | 25
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CHELSEA W.A.L.S.H.
SEPTEMBER 2017
HILLCLIMB
SUPPLEMENTARY REGULATIONS These SR’s are to be read in conjunction with the current Vintage Car Club Speed Event Regulations dated 24/10/2014 Section 23 The organiser reserves the right to refuse any entry without necessarily giving a reason, notwithstanding having invited that entry. The organiser also reserves the right to issue additional Supplementary Regulations, or cancel the event. Dual drivers will be permitted to enter the same vehicle, and must complete separate entry forms, and will compete running alternately. Every vehicle must be scrutineered prior to competing. Scrutineering will be from 9.00am - 1.00pm Saturday 4th November at MACS GARAGE, 4E ASHFIELD ROAD, GLENFIELD. By Ryan McDonald & Kevin Andrew : Ph 443 3733. For ‘out of town’ entrants (south beyond Pukekohe…north beyond Warkworth) who are unable to make Saturdays scrutineering, there will be the opportunity on Sunday morning to be scrutineered by appointment only. Phone Ryan 09 443 3733 or Kevin Andrew 0274989454. Rechecks on specific items only will also be available at the venue. VEHICLE IDENTITY CARD/NZ HISTORIC RACING LICENCE/CURRENT VCC MEMBERSHIP CARD/LOGBOOK MUST BE PRESENTED TO THE SCRUTINEER. Also bring the FILLED IN VEHICLE SAFETY STATEMENT & INDEMNITY FORM (following 2 pages) DRIVERS BRIEFING: will take place in car-park Pit Area at 8.45am. ALL DRIVERS MUST ATTEND. Practice will commence immediately after, followed by timed runs. NO LUNCH BREAK: The event will finish with a BBQ and Prize-giving in the Pit car-park at approximately 3pm. DRIVERS EQUIPMENT: Drivers are reminded of the dangers of wearing loose or inflammable clothing (i.e. most synthetics) The wearing of overalls is COMPULSARY. One piece cotton work overalls are acceptable as a MINIMUM STANDARD. All single seat vehicle drivers shall be required to wear one piece fire retardant racing overalls. Motorcyclists shall be required to wear leather gloves and stout boots. Full leathers are strongly recommended. All motorcyclists and drivers of open cars must wear safety goggles or a helmet visor. Crash helmets are compulsory for all speed events. The helmet must be in good condition and meet the following requirements: NZS5340: Australia AS1698: Britain BS6658-85 type A (blue label): Snell Foundation : Snell SA90, (Homologation number beginning 02,03,04 followed by production number) P a g e | 26
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THE VINTAGE CAR CLUB OF NEW ZEALAND (Inc.) OWNER / ENTRANT VEHICLE SAFETY STATEMENT EVENT : CHELSEA HILLCLIMB
DATE : Sunday 5th Nov. 2017
ENTRANT/DRIVER ____________________ ENTRY NO _________________ MAKE & MODEL ______________________ YEAR ______________________ VCC ID NUMBER______________________ PLEASE READ ALL OF THIS FORM BEFORE SIGNING Entrants bear full responsibility for the safety of their vehicles. You are required as a condition of entry to check each item below and to indicate that it is of sufficiently sound condition and operation to be safe for use in the event in which it is intended to participate. You must then sign this form to indicate that you accept full and total responsibility for the vehicle condition and operation and that you fully indemnify the organisers from any claim arising from the operation of the vehicle or from the failure of any part of the vehicle. The acceptance of or admission of any vehicle to any event shall in no way whatsoever indicate that the organisers consider the vehicle to be in a safe or satisfactory condition. WHEELS, spokes, rims, studs, nuts, bearings, wheel trims removed. _____ TYRES, condition. _____ SPRINGS, U/Bolts, suspension, axles, kingpins, shock absorbers etc. _____ STEERING, play, tight spots, ball joints etc. _____ BRAKES, operation, pedal travel, rods, cables, lines, hoses, fluid reservoirs, etc. _____ ENGINE, cover secure, throttle linkages and return springs, oil leaks, fuel lines etc. _____ BODYWORK, security of seats, doors, fuel cap, rear vision etc. _____ ELECTRICAL, battery secure, accessibility of ignition switch & marking, lamps secure, taped or protected. _____ EXHAUST SYSTEM, secure and acceptable noise level. _____ GENERAL STANDARD, of vehicle and accessories. _____ SAFETY HELMET, and protecting clothing goggles or visor, gloves, footwear etc. _____ FIRE EXTINGUISHER if fitted, must have either a pressure gauge showing an acceptable reading or an inspection label not more than 12 months old. _____ ROLL OVER PROTECTION Roll over protection, if applicable, must be to approved standards. _____ SEAT BELTS Seat belts, if applicable, must be to approved standards. _____ VEHICLE IS USING METHANOL FUEL YES / NO Methanol fuel labelling clearly visible as per speed event regulations. YES / NO CRANKCASE BREATHER Crankcase breathers fitted with suitable catch bottle. _____ COOLING SYSTEM Non-sealed cooling system fitted with overflow catch bottle. The use of non-water based coolant is strongly discouraged. _____ SUMP PLUG To be wired in place for all circuit events. _____ I declare that I have checked the above vehicle and it complies with the requirements of the Vintage Car Club of NZ (Inc.) Speed Regulations and I accept responsibility for its overall safety:
__________________________________ ENTRANT OR DRIVER’S SIGNATURE P a g e | 27
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Section 23: K 12/03/2008 WAITEMATA BRANCH
THE VINTAGE CAR CLUB OF NEW ZEALAND (Inc.) EVENT: CHELSEA W.A.L.S.H. HILLCLIMB INDEMNITY FORM: IN CONSIDERATION of the acceptance of this entry and my being permitted to take part in this event I hereby agree to save harmless and keep indemnified THE VINTAGE CAR CLUB OF N.Z. INCORPORATED and its Branches and its associated organisations and their respective officials, servants, members, representatives and agents from and against all actions, claims, costs, expenses and demands in respect of death or injury to any person including the person of myself, driver and passengers and in respect of loss of or damage to property of any nature howsoever caused arising out of or in connection with this entry or my taking part in this event and NOTWITHSTANDING that the same may have been contributed to or occasioned by the negligence of the said Club, Branches and associated organisations their officials, servants, members, representatives or agents. AND I AGREE that both at the date of acceptance of this entry and at the date of the event, the competing vehicle does and will comply with the rules of the Vintage Car Club of NZ (Inc.), the speed regulations and any supplementary regulations as notified with the entry form. I also consent to the collection of the details on this form by the Vintage Car Club of NZ (Inc.) for the purposes of registration, administration and the publication of results. I acknowledge my right to access and correction of this information. This consent is given in accordance with the Privacy Act 1993. _______________________________ ______________________________ Name of Owner: (print in full) Signature of Owner _______________________________ _______________________________ Name of Entrant: (print in full) Signature of Entrant _______________________________ _______________________________ Name of Driver: (print in full) Signature of Driver
Dated: ________________________ IF any of the above persons is under the age of twenty (20) years the parent or guardian must print their own name in full and sign opposite the name of such minor. IF any of the above persons is under the age of twenty (20) years the parent or guardian must complete the following: IN CONSIDERATION of the acceptance of the entry of the abovenamed, I _____________________________ the parent/guardian of _________________________________ the above named minor HEREBY UNDERTAKE AND AGREE TO the indemnity terms and conditions set out above.
DATED: __________________ SIGNATURE: ___________________________ P a g e | 28