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Mr Diccon Wilcock and his 1934 Railton – Winner of the 2011 Concours D‟elegance
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eMag Oct 2011
Automobile Engineers, Panel beaters & Spray Painters
OFFICIAL DEALERS FOR NISSAN & MERCEDES BENZ
P.O. Box 72283, 00200 City Square, Nairobi, Kenya Tel: +254 – 20 – 555692, 557562, 550178 Fax: +254 – 20 – 530596 Email: cms-workshops@africaonline.co.ke , cms-admin@africaonline.co.ke
From Start…
To Finish
Vintage or Classic car restorations, mechanical repairs, panel beating and spray painting, we do it all!!
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In This Issue
Page 4.............................................................Committee Contacts Page 5.............................................................Chairman‟s Desk Page 7..................................................................Editor‟s Desk Page 8……………………………………………………………………….Forthcoming Events Page 9 & 10……………………………………………………………………….Outings Page 11 - 15………………………………………International Article – The Jaguar E-Type Page 15……………….............Sokoni Page 16 & 17….....‟Hapa Kwetu‟ – East African Classic Safari Rally Page 18………………………….Chill Out Corner Page 19…………………………Club Page
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Committee Contacts Chairman
Monte Singh Vice Chairman
chairman@vccck.org 020 – 555692 PO Box 72283 – 00200 Nairobi
Treasurer
vicechair@vccck.org 020 – 552854 PO Box 18381 – 00500 Nairobi
Nitin Pandit Membership
treasurer@vccck.org 020 – 4440772 PO Box 20497 – 00200 Nairobi
Secretary
Brian Nicol
membership@vccck.org 0729 – 984376 PO Box 15184 – 00509 Nairobi
Cilla Young Editor
secretary@vccck.org 0722 - 738069
Merchandise
Raju Chaggar
James Dyson
editor@vccck.org + 44 7889 125 782 4 Caxton House, Oxted Surrey, RH8 0TE
Peter Young Events
merchandise@vccck.org 0720 - 740821
Pavi Panesar
events@vccck.org 0734 – 600541 0728 - 600541
Reciprocating Clubs Vintage and Classic Club Of Matabeleland Vintage and Veteran Club
Old Auto Club Border Vintage Club
Club Sponsors Chequered Flag Ltd Nanak Car Parts Ltd Unifilters (K) Ltd Domaine Kenya Ltd Arun’s Auto Ltd
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Central Motor Service Ltd Davis and Shirtliff Ltd Westlands Secretarial Services Ltd Nimrod (A) Ltd
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Chairman’s desk: Dear Members, Bookings have been finalised for our Annual Run and we are all looking forward to having a great weekend. I am especially pleased with the response as we had not expected that many entries. We had made a decision that even if we get two entries, we would still go ahead. I am pleased to say that we have two Rolls Royces; a Mustang; two MGs; a Triumph and a Morris Minor along with a host of modern Hondas and Discoverys for those of us taking part but who do not own old cars. In total we have 28 people entering! My congratulations to both Diccon Wilcock and Rick Agagliate for winning this yearâ€&#x;s Concours in their respective classes. It was a fun day out for all and the Hospitality Tent was busy as usual although I must say that we had a hectic time controlling the crowd who were all over the Vintage Cars that we had displayed. We were a little worried as there was a time that we were totally overwhelmed and could not control the crowd who wanted to get into vehicles and take photos whilst leaning on them! My thanks to all who lent us your vehicles for the day; to Raju for setting up the Tents and to Paul and Jane Chemngorem for donating the Wines. We are finalising plans for this yearâ€&#x;s Christmas Lunch and my thanks go to John and Maureen Wroe who have very kindly agreed to let us host it at their house. An outside caterer is being sourced and we will hopefully behaving the normal fare that has made this year end event so popular.
Monte Please be aware that the contents of this magazine reflect the opinions and experiences of members of the Vintage and Classic Car Club of Kenya and are not to be used as legal advice. Whilst we attempt to ensure the enclosed information is as reliable as possible all matters relating to motoring law, or any other legal / official matters should be pursued with the relevant legal authorities. We cannot accept any liability for loss or damage based on of the following advice as it is given in good faith only.
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Editor’s desk: Dear Members, Welcome to the October edition of this year‟s magazine. In this issue there is a write up on the history of the East African Classic Safari Rally, the photos of the club hospitality tent at the 2011 Concours D‟elegance as well as the E-Type Jaguar as the international article. This October there were no outings however this weekend there is the Club annual run which will be included in next month‟s magazine. Congratulations to last month‟s winner of the „test yourself‟. The Car was a 1936 Morris Eight Tourer which was identified by Mr Johnny Wroe. This month there is a new car to identify so please email your answers to the email address at the bottom of this page. Winners will stand a chance to win a VCCCK Polo Shirt. If any of the members advertising in the magazine would like to change their advert, kindly email the picture of the new ad and it will be included in the next magazine. Lastly I‟d like to thank Olga Ercolano for emailing the photos of the VCCCK hospitality tent at the Concours. If any members have anything of interest for the magazine please email it to my email address and I will be more than happy to include it. Hope to see you at the annual run!
Karann karann_kalsey@yahoo.co.uk
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Forthcoming Events Save These dates… November 5th & 6th – Annual Run December 12th – Christmas Lunch
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Outings
This October, there were no VCCCK outings however, there are a few photos of the VCCCK stand at the Concours D‟elegance as well as photos of the 2011 winner of the Concours, Mr Diccon Wilcock.
Above left and right: Mr Diccon Wilcock receiving his prizes and trophy. Left: from left to right – Phoenix Aviation’s Mr , Mr Diccon Wilcock and Mr Matthias Koehler
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Outings
Above Left and Below Left: 2 of the cars that Mr Johnny Wroe kindly lent the VCCCK for display at the club hospitality tent Above Right: Mr Alexander Braunmuhl and Monte Singh
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In the above table, those who are highlighted are members of the VCCCK. Position 1 2 3 4 5 6 7 8 9 10
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Hospitality Tent Photos Courtesy of Olga Ercolano ●
Entrant Diccon Wilcock Phoenix Aviation Matthias Koehler Julia Wilcock Sati Gata Aura Gayling May Vitafoam Products Limited Karl Pleitz Phoenix Aviation Michael Tilley
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Car Make and Year Of Manufacture 1934 Railton 1928 Ford Tudor 1972 Jaguar E-Type 1952 MG TD 1977 Nissan 160J 1967 Alfa Romeo Sprint 1972 Austin Mini 1973 MGB GT 1958 Volkswagen Beetle 1972 Alfa Romeo 2000 Spider
Immediate Past
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Total Points 274 271 268 267 267 264 263 263 262 255
The Jaguar E-Type Although automotive styling is subjective, the one car that seems to top more opinion polls naming it as the most beautiful car in the world is the Jaguar Etype. Enzo Ferrari called it “the most beautiful car ever made”. The Jaguar E-Type was launched on the 15th of March 1961, marking 2011 as its 50th anniversary. The Jaguar EType (UK) or XK-E (US) was manufactured by the formerly British automobile manufacturer Jaguar between 1961 and 1975. Its combination of good looks, high Series 1 E-Type Jaguar performance and competitive pricing established the E-Type as an icon of 1960s motoring. This model was a great success for Jaguar with more than 70,000 E-Types sold during its lifespan. Development The team that would create the E-type needed little encouragement. The firm‟s technical director, William Heynes ended up leading the project; the body was mainly styled by a new recruit to Jaguar, Malcolm Sayer, an aerodynamicist with a significant amount of input from Jaguar‟s boss Sir William Lyons. The Etype was shaped in an old fashioned wind tunnel at night as it needed so much electricity that it could only be used when the rest of the city was fast asleep! Under Heynes, work properly commenced on the E-type in December 1956. The first prototype was completed in May 1957, and had the official title of E-type 1 Aluminium, or E1A. The E1A was smaller than the production E-type, at 14ft 2in in length, but larger than the D-type. Its construction was largely derived from the D-type, and featured a central monocoque tub. However, where it differed from the D-type, was in its use of a new independent rear suspension system. This new independent rear suspension was designed by Jaguar‟s Chief Engineer Bob Knight and he was only given a month to design it. Jaguar‟s boss, Sir William Lyons bet him a fiver he couldn‟t do it…he did. In fact, Bob Knight The E1A being put through its paces
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designed the suspension in only 27 days and Jaguar used exactly the same setup for the next 15 years! The E1A was extensively tested by Jaguar‟s team of drivers, and this was mostly done at night which was the only time that the E-type could really be taken up to its top speed of 149 mph. This was normally done on the M1 at around 5am. It was on one of these high speed runs that they learned that the canvas roof flapped about at speed so a string of lead shot was sewn in to fix the problem. In May 1958, Heynes decided to lend E1A to the editor of The Motor magazine, Christopher Jennings, for an independent appraisal. Jennings was impressed by the car‟s ability to cover distances rapidly, even with just 120bhp. By this time, Jaguar had built a second E-type prototype for the road, and which more closely resembled the production car.
Jaguar’s second E-Type prototype
By July 1959, Jaguar had a third E-type prototype on the road. In 1960, the public had their first view of the style of the next Jaguar sports car when the E2A sportsracer was unveiled. E2A was not an E-type prototype as such; it was based on the D-type, but shared the future E-type‟s wheelbase, and was intended to compete in the 1960 Le Mans 24 Hour, where it was entered by American Jaguar William Heynes enthusiast and distributor, Briggs Cunningham. E2A however, retired from the event. Drama at Geneva Jaguar planned to unveil the E-type at the 1961 Geneva Motor Show. Prior to this, Jaguar would loan the two major UK weekly motoring magazines, The Autocar and The Motor a car to test. These road tests would go on to prove pivotal in marketing the E-type, but a press embargo was in force until the actual unveiling of the new sports car. Jaguar already had one car on the company‟s stand in Geneva, but it was decided that another E-type was required for Sir William Lyons to show to the media.
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At around 7pm on Tuesday 14 March 1961, Jaguar‟s PR department employee, Bob Berry, left Browns Lane, Coventry in a fixed head E-type, registered 9600HP. Berry drove virtually flat out through the night, arriving in Geneva, where he drove to the local Jaguar distributor for a 20- William Lyons shows the E-Type to the minute wash and polish, before press in Geneva in 1961 heading to the Parc des Eaux Vives for the public unveiling by Sir William Lyons. Surrounded by up to 200 members of the press, 9600HP caused a sensation, and so did the price. At £2097 for the roadster and £2196 for the FHC, it was condemnably cheaper than similar performing cars from Ferrari, Aston Martin and Chevrolet, and was at par with much slower cars from Porsche and AC. So far the looks and price of the E-type had set pulses racing, but later in March 1961, came the publication of the road tests. The Motor magazine tested 77 RW, a roadster, and the second E-type to be built by the production department. This car could reach 60mph in 7.1 seconds and attain a maximum speed of 149mph. The Motor men assigned to the task were John Anstice Brown and Charles Bulmer, who would go on to become the magazine‟s editor. An indication that perhaps the results attained by the Motor men were not typical of the Jaguar E-Type 77 RW standard production cars was the decision to equip the test car with Dunlop R5 racing tyres. Certainly, Charles Bulmer later felt that 77 RW had a more powerful engine than standard cars. The Autocar tested 9600HP, which was in fact the seventh E-type prototype, the second FHC (fixed head coupe), and the car Bob Berry drove to Geneva. To evaluate the car‟s performance the magazine used two journalists Maurice A Smith DFC and Peter Riviere. The Autocar team, again using Dunlop R5 racing tyres, managed to achieve 150.4 mph and a 0-60mph time of 6.9 seconds. The all important 150mph barrier had been breached, and the Jaguar Cars marketing department exploited it.
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When 9600HP was restored by its current owner, Jaguar historian Philip Porter, the engine was found to be a run in XK150S unit with a gas flowed cylinder head carefully matched to the inlet and exhaust manifolds – possibly worth an extra 20-25bhp. Maurice Smith later owned a 3.8 litre E-type roadster, and claimed he never got more than 137mph out of it. There is strong evidence that motoring journalists were provided with either carefully blueprinted or tweaked engines in order to attain headline grabbing results in order to create the myth of the 150mph Jaguar E-type. The Range is Expanded At the Geneva Motor show in March 1966, the delayed 2+2 E-type was announced. Right from the E-type‟s earliest days, Sir William Lyons had demanded more room inside, and after a five-year gestation period, The E-Type 2+2 which was largely criticized the finished article appeared. Using due to its odd proportions the internal codename of XJ8, the 2+2 was only available as a FHC. The 2+2 also featured a taller windscreen, longer doors and room in the back for two children. The 2+2 was the first alteration to the E-type‟s form, and although in terms of its styling, it was less of a success, from a business point of view it made perfect sense. 1966 was the E-type‟s best year yet, with some 6880 E-types leaving the factory, proving the new 2+2 model to be the most popular. Launch of The Series 2 and 3 At that year‟s Earls Court motor show, the Series 2 E-type, codenamed X12, was announced. There were numerous mechanical and styling changes, but no price increase – the biggest styling change, in the 2+2 FHC, was a redesigned windscreen, eliminating the earlier „high hat‟ look. This also improved aerodynamic efficiency. Jaguar‟s V8 Engine Jaguar was working on a modular 60 degree V8/V12 engine, although the V8 was to prove a blind alley. Originally the V12 was intended for the XJ saloon, but in 1968 Technical
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The V12 was a tight fit under the E-type’s bonnet
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Director William Heynes pushed for the V12 engine to be used in the E-type. This became known as project XJ25. The first prototype was completed in 1969 and extensive testing followed with 87 production cars being completed by the end of 1970. Series 3 interior
The XJ25 was launched in March 1971 as the Series 3 Jaguar E-type and became the first car to use the new 5343cc V12 engine.
At £3123 for the Roadster and £3,369 for the FHC, the Series 3 was still great value for money. It was cheaper than the £3671 Porsche 911, which could only manage 125mph. If you still wanted 150mph, you could opt for the Ferrari 365GT 2+2, but it would cost £9141. By now there were even faster cars on the market, such as the Lamborghini Miura, which for £10,860 could top 170mph. The 1970s would be the decade of the supercar, and although the Etype was perhaps the progenitor of these, it was a game Jaguar could no longer afford to indulge in. In 1971, Jaguar built 35 XK E-types and 3746 V12s, which was down on the previous few years – and was perhaps an indication that the car was losing its sales appeal. The Final E-Type The final E-type, registered HDU 555N was retained by Jaguar Cars, the last of 72,233 cars. As there were many unsold cars at dealers, Jaguar delayed announcing the end of Etype production until February 1975.
The last E-Type off the line, now owned by Jaguar heritage
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sokoni For sale
Chevrolet Pickup Year of Manufacture: 1938 Registration Number: Q 98 Price: 1,000,000 Negotiable The car is currently undergoing bodywork repairs Contact Crispin Murua for more details: 0723-323189 Please note: The car pictured above is not the one for sale.
Wanted
To advertise for any parts or cars for sale or wanted, please email the product as well as a picture to karann_kalsey@yahoo.co.uk
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‘Hapa Kwetu’ – East African Safari Classic Rally
History According to a legendary and much-quoted conversation between Eric Cecil and his cousin Neil Vincent, the Safari Rally was apparently born. Vincent was a true motorsport devotee but even so he refused to compete at the newly built Langa Langa circuit. 'I can imagine nothing more boring than driving round and round the same piece of track. But if you will organise an event where we get into our cars, slam the door, go halfway across Africa and back, and the first car home is a winner, I'll be in it.' Together with Ian Craigie, the Competitions Secretary, Cecil set about trying to encourage the Competitions Committee to agree to organising a long distance rally. Their advance came with the death of King George VI and the coronation of the new Queen, Elizabeth II in June 1953. Their proposal to organise an East African rally to pay tribute to the new Queen was accepted by the Management Committee and the 'Coronation Rally' starting from Nairobi (Kenya) around Lake Victoria through Uganda and Tanganyika and returning back into Kenya was established. The East African Safari Rally has continued every year thereafter with much interest from international rally federations. In 1957 the Paris based 'Federation Internationale de l' Automobile marked the East African Rally on its international motor sport calendar and there was genuine surprise amongst the REAAA. The date of the event had also moved forward from the end of May to the Easter weekend so as not to interfere
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with other European events. In the early 1960's when independence was gained by the three African countries the historic rally route was changed. It would still pass through the Uganda, Tanzania and Kenya however organisers were to rotate the start and finish of the rally to include Kampala and Dar es Salaam. In 1969 the Tanzanian government closed its borders and the rally was no longer allowed to go though Tanzania. Not only were the borders closed but the government refused to let its residents compete which greatly affected many local drivers including the Tanzanian hero Bert Shankland. In 1971 Tanzania once again opened its borders but was insisting that the rally start and finish in Dar es Salaam the next year. That year was also marked with the first ever all-international crew to win the safari rally: Hannu Mikkola and Gunnar Palman in a Ford Escort RS 1600. Ferrari Entry in the 2011 East African Safari Classic Rally Kenyan Marzio Kravos, a motor garage owner in Nairobi and also a former leading national navigator has started to prepare a unique car for his entry in the 2011 Kenya Airways East African Safari Classic Rally. The car is a 1975 model Ferrari 308 GT4 Dino, a sleek, three-litre V8 powered machine normally seen on tarmac roads rather than the demanding tracks of Kenya and Tanzania. When this car takes the start of the KQ Safari Classic, it will be the first time in the history of Ferrari that one of its models will have been used on the rugged terrain of the African continent. Marzio Kravos is a Kenyan of Italian origin and explained his choice of car by saying, “Being „a good‟ Italian, I decided that the only car for me to drive was a Ferrari which has been my dream car from when I was young.”
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Chill out Corner
Two men got out of their cars after they collided at an intersection. One took a flask from his pocket and said to the other, "Here, maybe you'd like a nip to calm your nerves." "Thanks," he said, and took a long pull from the container. "Here, you have one, too," he added, handing back the whiskey. "Well, I'd rather not," said the first. "At least not until after the police have been here."
Identify this car and stand a chance to win a VCCCK Polo shirt! Answers can be emailed to karann_kalsey@yahoo.co.uk Last month’s answer: 1936 Morris Eight Tourer. Congratulations to Mr Johnny Wroe for giving the correct answer.
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