Beaded Wheels Magazine Issue 364 June/July 2020

CLASSIC, VINTAGE AND VETERAN MOTORING FOR OVER 70 YEARS

No. 364 June/July 2020

NEW ZEALAND’S FOREMOST HISTORICAL MOTORING MAGAZINE $7.95

9 418979 000012

WAITEMATA LAUNCHES NEW TRADITION 1961 JAGUAR 3.8L ROAD TEST 2020 GEORGE BEGG SPEEDFEST MAGAZINE OF THE VINTAGE CAR CLUB OF NEW ZEALAND

▲ All packed up and ready to roll in West Wales.

Lake Como camp site. ▲

▲ 9 April 1954: West Canterbury Rally. Mollie & Ian Hunt with her 1914 Humber.

▲

Humber at Outram picnic.

Members will now be aware of the passing of VCC Life Member Mollie Anderson. Her friend of many years John Palmer has supplied these photos which give us all a sense of Mollie’s spirited attitude to life and also are a rare glimpse into the history of our club. A tribute to Mollie appears on page 66.

Photographs Required: Submissions of suitable prints and information are welcome. Post or email original photographs or high resolution digital files of historical interest with any available information to: beadedwheels@vcc.org.nz or Beaded Wheels, PO Box 13140, Christchurch 8141. Laserprints/photocopies are not suitable. Photos will be returned as soon as practicable.

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

Murray Trounson mgmt3@vcc.org.nz COMMUNICATIONS & MARKETING comms@vcc.org.nz ARCHIVIST Don Muller 03 385 6850

archivist@vcc.org.nz

Please note this information changes annually - these details are valid until October 2020

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, Whanganui 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 LXXI No. 364

Issue 364 June/July 2020

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

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.

FEATURES 14 R eunited

An Italian Love Affair

16 22 24 28 33 34

Grace, Space, Pace Bevars Binnie’s 1961 Jaguar 3.8

16

1970 Rambler Rebel SST coupe Scotting in One Man’s Life 10th International Veteran and Vintage Car Rally, Australia George Begg Classic Speedfest Rally Snippets 33 Taupo Country Roads – Taupo Branch

22

A Break with Tradition Waitemata Branch Hill Climb

Correspondence & Editorial Contributions

Phone 64 3 332 3531, Fax 64 3 366 0273 PO Box 13140, Christchurch 8141.

Email beadedwheels@vcc.org.nz

38

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.

40 42

Long Drops and Black Holes in The Middle Earth A tour of waterfalls and tunnels across the middle of the North Island Bob’s Temptation The Cop Bike George Begg Classic Speedfest

COLUMNS 4

President’s Message

12

The Way We Were

4

As We See It

20

Book Reivew

5

VCC Events

45 Marketplace

6

Vero International Festival of History Motoring - Rally Update

50

Swap Meets & Rallies

51

Trade Directory

National Office

53

Idle Torque

8 Mailbag

66

Mollie Anderson

Christchurch 8140, New Zealand.

10 Awards

66

Passing Lane

Address: 12 Aberdeen St, Christchurch,

11 Timelines

Closing Date for August/September: Editorial Copy Advertisements

3 July 2020 10 July 2020

The Vintage Car Club of New Zealand (Inc.) National Office Phone 03 366 4461 Fax 03 366 0273 Email admin@vcc.org.nz

Postal Address: PO Box 2546,

New Zealand.

7

28

45

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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COVER Taking on the hill at Chelsea WALSH maybe a thing of the past but Waitemata Branch have not rested on their laurels - Lionel Rogers in his Type 59/50S Bugatti was the most spectacular sight and sound on the Manunui hill, whittling his times down to 1:8.60 minutes for fifth fastest. Photo John King. See page 36 for more.

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.

Beaded Wheels 3

PRESIDENT’S MESSAGE As at the date of publication of this column, New Zealand has had no new cases of Covid-19 for many days. Who would have thought back in March, when the Club and branches had to make such difficult decisions around cancelling or postponing events, that New Zealand would have been so successful in working towards eliminating the virus.

We are not out of the woods yet, however with the Government announcing that larger gatherings can now be held, branches can return to holding meetings and club nights, and begin to organise events. However, when doing so, branches must play it safe and maintain hygiene standards and meet contact tracing record keeping requirements.

Please continue to be patient and kind to each other.

The Management Committee has decided to go ahead with the Executive Meeting and National AGM to be held in Whanganui on 14/15 August 2020. I acknowledge that there will be some unease amongst

delegates and members about flying or travelling to this meeting or being in close proximity to a large group of people. There is also the cost of air flights to consider. We are therefore exploring the possibility of some delegates being able to attend the executive meeting by Zoom.

We are further looking at livestreaming the AGM so that, if members wish, they can watch the AGM from the comfort of their own home. There could also be the facility for questions to be emailed during the meeting for a response by the relevant management representative.

We held our regular May Management Committee meeting by Zoom, and this worked extremely well. It is intended that we utilise this facility more often in the future.

Although we had to cancel our National Day in August due to the uncertainty around Covid-19, some branches have signalled that they may hold an informal Daffodil Rally around that date to keep the momentum going and donate some much needed

funds to the Cancer Society.

Please discuss this with your branch if you would like to see that happen in your area.

One of the ideas that came out of the Club’s Strategic Plan, was the need to develop some sort of education module that branches could use with schools in their areas to introduce children to vintage vehicles, and hopefully convey our passion and interest in historic motoring. We are still looking for someone to take on the role of assisting in the development of this module. If you would be interested, or you know of someone that would fit the bill, please contact me.

The Club’s financial accounts for the last financial year will be mailed out to all members late June. They once again record a healthy surplus which is indicative of the careful management of the Club’s funds by the Management Committee.

It was with great sadness that we learned of the passing of Life Member Mollie Anderson, wife of our founding President, Andrew. Mollie made a huge

contribution to the Club and our heartfelt condolences go to Andrew and family. A tribute to Mollie appears on page 66 of this edition.

When Andrew and Mollie Anderson and friends formed the Vintage Car Club, it was a very different club to that of today. We now have a huge variance in the type of vehicles and members. I believe this has become one of our greatest strengths and the reason why our membership has continued to hold steady.

I know you will be itching to get out in your club vehicles.

I hope you have an enhanced experience catching up with old friends, both human and mechanical.

Best regards and continue to stay safe.

Diane Quarrie VCCNZ National President

AS WE SEE IT Due to circumstances occasioned by Covid-19 the Beaded Wheels committee worked under some constraints to get issue number 363 April/ May 2020 ready for printing on time. As you will now know, your posted hard copy of this issue was late because the lockdown resulted in the printers not being able to do their work. As soon as the Government moved to alert level 3 the printers opened up again and we were underway. Meanwhile, because of the delay, we emailed, in early April, a digital copy to those members for whom we had an email address so that

4 Beaded Wheels

members at least had that to read. I believe the emailed copy went to approximately 75% of our members. Presumably those who didn’t get the emailed version were left wondering what had happened to their Beaded Wheels. In case such an event should happen again perhaps you might wish to update your details and give National Office your email address. Emails are useful also for getting other information to you, not just Beaded Wheels.

We have had some feedback about the emailed issue of Beaded Wheels, and some members thought it was great

to get the digital copy and wondered if they could get that exclusively every time, and not get a printed copy at all. Others liked the digital copy but were also very pleased to get the hard copy when it came later. We do appreciate the feedback but we are not looking to change the way we distribute Beaded Wheels just yet. In the future we may be able to offer some more choices. Meanwhile it is business as usual, and back to the posted copies as before – almost. This issue will be in your hands slightly later than normal to allow a little more time between your receipt of issue 363 hard

copy and this issue. From issue 365 August/September we will have resumed normal service.

With the reduction in alert levels we can now look forward to resuming normal club affairs without hindrance!

Kevin Clarkson Chairman Beaded Wheels

VINTAGE CAR CLUB BRANCH EVENTS NATIONAL EVENTS* August 2020 15-16 National AGM at Wanganui October 2020 16-18 National Veteran Rally March 2021 12-14 National Motorcycle Rally Wairarapa Branch Waitemata Branch: With rather more power than BSA ever envisaged, Ray Ferner’s FWD gives its front tyres a hard time at the Manunui Hill Climb. His 1 min 1.97 sec on his last run earned third FTD. Photo John King

DATES BELOW ARE ALL CORRECT AS AT 9 JUNE 2020 JUNE

11 Sth Canterbury Mid Week Run 13 Wairarapa Winter Wander 14 Hawke’s Bay Monthly Run 17 Gisborne AGM 18 Ashburton AGM 20 EBOP Night Owl Rally 20 Sth Canterbury Night Trial 21 Canterbury AGM 21 Central HB Club Run 21 Nelson AGM 21 North Shore Club Run 21 Waikato Club Run 21 Wanganui Sunday Run 21 Wellington Colonial Cup Rally 25 EBOP Club Night 25 Otago Midweek Run 27 Far North Malloy Trophy 28 Banks Peninsula Hadstock Gymkhana 28 Taranaki End of Rego Run 28 Gisborne Monthly Run

JULY

1 Hawke’s Bay

1 North Otago 1 Wanganui 4-5 Wellsford/ Warkwth 6 Wairarapa

Mid-week run AGM AGM Winter Woollies Wander AGM

8 Taupo AGM

9 Banks Peninsula AGM 12 Rotorua Central North Island Swapmeet

12 15 15 18

Banks Peninsula Balcairn Trial Central HB AGM Waikato Wednesday Wander North Otago Garage Raid (combined with Ashburton, Sth Canterbury & Waimate) 19 Canterbury Old Cars Bikes & Coffee 19 Hawke’s Bay Monthly Run 19 North Shore Club Run 19 Otago AGM & Pot Luck Lunch 19 Waikato Club Run 19 West Coast AGM 11-12 Waitemata R’Oil Can Rally 25 Canterbjury AGM 25 Taranaki The Brick Run 25 Wanganui Neil’s Birthday Run 26 Canterbury Winter Run 26 Central HB Mid-winter Christmas Run to Dannevirke 26 Gisborne Monthly Run 26 Wairarapa Garage Raid 26 Wellington Club Run 30 EBOP AGM & Club Night 31 Hawke’s Bay Kitchen Night

AUGUST

5 Horowhenua AGM

5 Wanganui Club Night 6 Sth Canterbury AGM

7 Central HB Twilight Rally 10 Bay of Plenty AGM 11 Gore AGM 12 Hawke’s Bay AGM 12 Waikato AGM 16 Canterbury Old Cars Bikes & Coffee

16 North Shore 18 Wellington 22 Horowhenua 23 Canterbury 23 Wairarapa 23 Wanganui 30 Gisborne

Northern Raid Rally AGM Daffodil Day Park Up Daffodil Rally Daffodil Rally Special Sunday Run Monthly Run

SEPTEMBER

5 Banks Peninsula Race Meeting Levels 5 Waimate Swap Meet 6 Canterbury Women Drivers & Young Drivers Rally

6 Central HB Daffodil Run 12 Canterbury Awards Dinner 13 Wairarapa Peter Smith Memorial Rally 19 Manawatu Vintage Rally 19/20 North Shore Spring Tour 19/20 Taranaki The Rubber Duckie Motorcycle Rally 20 Canterbury Old Cars Bikes & Coffee 27 Gisborne Monthly Run

OCTOBER 4 9-11 16-18 17-18 18 23-26 25 25 31

Canterbury Canterbury Gore Canterbury Canterbury Hawke’s Bay Canterbury Gisborne Canterbury

P Group Rally Swap Meet National Veteran Rally Girder Fork Rally Old Cars Bikes & Coffee Safari - Taupo and beyond Grasskhana - Cutler Park Monthly Run Motorcycle Annual Rally

*The National “Vintage Only Rally” for early September has been cancelled due to COVID considerations. It was to be shared by CHB and HB Branches This list does not contain all branch events (eg midweek or small club runs) Check branch newsletters for up-to-date details of smaller events.

This column is compiled from the VCCNZ National Calendar of Events, and events as listed in each branch newsletter. Any deletions, additions, alterations need to be notified to Beaded Wheels by the Branch Secretary before 10th of the month prior to magazine publication.

While Beaded Wheels makes every attempt to check the accuracy of the dates published in this column we advise readers to confirm all dates with the individual branch concerned.

A valid Vehicle ID card (VIC) is required for any vehicle entered in a National VCC event.

Visit www.vcc.org.nz for more information on how to obtain a VIC for your vehicle.

Beaded Wheels 5

PLAN YOUR NEXT ADVENTURE JOIN IN THE FUN AT OUR NEXT INTERNATIONAL RALLY NOW RESCHEDULED FOR SUNDAY 16 TO FRIDAY 21 JANUARY 2022 The Covid 19 outbreak has had a dramatic effect on all of our lives and while the early decision to postpone the event may have surprised a few, I’m sure we made the right decision given the uncertainty of the situation. The Vero International Festival of Historic Motoring Committee is still working diligently to bring to you a world class event in 2022. This in itself has some interesting scenarios and at present there are a lot of opinions on what the future will look like, especially with regard to overseas entrants. Unfortunately, it’s quite feasible that we will have a reduced number of international entrants and a possibility of none at all. However, the upside is that with no or limited overseas travel available, if you were planning an

overseas holiday, we would love to see you at the Vero International Festival of Historic Motoring and you will enjoy the wonderful sights of Taranaki.

Here is a chance for you as either an individual, small group or an entire VCC Branch to organise group travel to Taranaki to take in the magnificent scenery on our own back door step either prior to or after the Festival.

ACCOMMODATION If you had booked accommodation in or around New Plymouth for this event please make sure you have had changed this to the new dates in 2022.

If you haven’t booked accommodation yet, don’t forget the Auto Lodge or

Plymouth International Hotels as possibilities and remember to tell them you are entering the VERO International Festival of Motoring.

As I said at the beginning, our world has been turned upside down, and it’s now more important than ever to support each other and particularly those who are supporting the VCC. For this event VERO is our major sponsor, and the Auto Lodge and Plymouth International Hotels are additional sponsors.

We look forward to seeing you there.

16-21, January 2022

16-21 January 2022 www.historicmotoring.co.nz festivalsecretary@vcc.org.nz

BE IN TO WIN YOUR MONEY BACK AND $300 FUEL

CALL FOR NOMINATIONS

John L Goddard Trophy

for achievement Members of the Vintage Car Club of New Zealand are invited to nominate a fellow member for this annual award.

The nomination should be for any member who they regard as having been involved in a significant achievement. It may be a particularly significant restoration, a memorable motoring journey or an important historical article or series of articles published in Beaded Wheels, or some special service to the Club.

Nominations for the Award should be forwarded to: John L Goddard Award, Vintage Car Club of NZ (Inc) PO Box 2546, Christchurch 8140.

NOMINATIONS CLOSE 19 JULY 2020

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YOU CAN’T GET BETTER VALUE THAN FREE. If VCC members book and travel from now until the end of August they’ll automatically be in to win the cost of their ferry fares back plus $300 Z fuel. There will be four lucky winners – one per month from May to August. You just need to sail by the end of August.

Each monthly draw will include everyone who has booked during that month.

Terms and conditions apply.

See vcc.org.nz/membership-benefits for details of VCC discounts

NATIONAL OFFICE

VCC SPEED EVENTS

Contact National Office for all queries regarding VICs, logbooks, historic race licences, registration of vehicles, lighting endorsement, address changes, subscriptions, membership cards, speed events.

JOHN L GODDARD AWARD

CLUB WEBSITE

Nominations are due to close on 19 July 2020. Is there someone you would like to nominate?

Our website www.vcc.org.nz contains a variety of interesting material. You can download the Branch Manual, Vehicle Identification Manual, Branch Newsletters, and archived copies of Beaded Wheels. You will also find various application forms, including those required for speed event documents and Vehicle Identity Cards/Date of Manufacture and Authenticity Statements.

100 YEAR VEHICLE BADGES

The Club has 100-year vehicle badges are available for purchase at $50 each. They are only for vehicles that have turned 100 years old and have a valid VCC ID Card approving the vehicle’s age as more than 100 years since the date of manufacture. For further details, refer to the Branch Manual, section 40, or contact National Office.

VCC VERO INSURANCE SCHEME

Please remember that to be insured under the VCC Vero Insurance Scheme you must be a fully paid up financial member of the Vintage Car Club of NZ (Inc).

DISCOUNTS ON BLUEBRIDGE FERRY AND INTERISLANDER CROSSINGS

All financial members of the VCC can obtain a discount with Interislander and Blue Bridge. You must show your membership card. Full information on how to book is on our website www.vcc.org.nz or can be obtained from your branch secretary. When booking with the Interislander, you must book through the Group Bookings option. The codes are as follow: INTERISLANDER – WH5465 and BLUE BRIDGE – ANTIQUECAR

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

Members entering VCC Speed Events must hold a current VCC Historic Racing Licence and VCC Log Book for the vehicle they are using. Please check your VCC Historic

CHANGE OF CONTACT DETAILS AND VEHICLE OWNERSHIP

Racing Licence expiry date. To renew complete the Historic Race Licence Renewal Form and forward to National Office, along with $23 and a new one will be issued.

your vehicle, please notify the National Office.

Please advise the National Office in writing if you have changed address, phone numbers, email address or vehicle ownership.

Beaded Whee Beaded Wheels

BRANCH TRANSFER VCC ID CARD/AUTHENTICITY STATEMENT REQUIREMENTS

Vehicle Identity Card/ Authenticity Statement applications must go to your branch which will deal with them. The only exception is a simple change of ownership with no alterations to a vehicle. In this case, ask your branch secretary for a VIC change of ownership form, complete this and return it to the National Office.

All applications for Vehicle Identity Cards and Authenticity Statements must include photos of the vehicle. Applications cannot be processed without these.

If you require a lighting endorsement for a vehicle, you must complete both the Vehicle Identity Card/Authenticity Statement application form and lighting endorsement form then return these to your branch secretary for processing.

To transfer between branches, complete a transfer form. This can be obtained through your branch secretary.

VCC ID CARDS RENEWALS

Please note that all VCC Identity Cards (VIC) have an expiry date.

This expiry is upon change of ownership or 10 years from the issue date. Your vehicle must also be as described on the VIC. A renewal form personalised for each VIC is distributed by the National Office to current financial members approximately three months before expiration.

Even if your vehicle has had no changes this form must be checked, current mileage advised, signed and forwarded to your branch, along with the VIC (if the photo correctly shows your vehicle in its present state), or two new photos, as stated on the form.

Upon receipt at the National Office the VIC will be reissued and will be valid for a further 10 years unless there is a change of ownership or major changes to the vehicle during that time.

Julie Cairns-Gee National Office Manager

It is compulsory for all National and International VCC Rallies that vehicles entered must have a current VIC. If you have sold

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. Older issues of Beaded Wheels are available for download at vcc.org.nz

Beaded Wheels 7

MAILBAG 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.

REMINISCENCES

I never thought I would be enquiring about motorbikes, having never owned one, but I have a question and a comment from the December issue.

I refer to the Oldest Essex article which mentioned a Mr Geoff Mardon as the agent for Rink Taxis, the distributor of the marque. The dates don’t quite add up but there was a Geoff Mardon I remember from my much anticipated, if rare, night visits to the Aranui Speedway as a boy. That would be around 1950 in the era when the speedway was the racing place to be.

If it were the same person or, more likely, a son (?) he was a most accomplished rider.

Rink Taxis, owned as I remember by the Hayward family was, I believe, the first taxi company in Christchurch to offer a 24 hour service through the telephone back in the 1920s, if not before.

They had of course been Rink Stables previously, moving smoothly into the motoring age, though a limited number of horse drawn cabs survived into the 1940s.

My first trip over the hill to Taylor’s Mistake was a maiden voyage in a cousin’s first car, a 1926 Essex tourer. I had a good deal of apprehension before we climbed the hill, and even more starting the descent. It turned out to be no real challenge for the sturdy old Essex however.

If it was the same Geoff

27TH NATIONAL MOTORCYCLE RALLY It’s all on. Planning is well under way for this rally to be held in March 2021, and we are looking forward to hosting members to ride the wonderful Wairarapa roads. However, due the Covid 19 emergency and financial repercussions for many New Zealanders, the committee is concerned that this may have a bearing on the number of entrants required to make the rally financially viable.

Because of this we are keen to hear expressions of interest from members planning to attend. This can be done by emailing our Rally Secretary, Beth Taylor, email vccrally2021@gmail.com See our advert on page 48 of this issue of Beaded Wheels for more information. This is not an entry form however these will be coming out soon.

We look forward to seeing you March and contact now will give us the confidence to keep planning.

Safe riding.

Jim Philps

Mardon he would have been riding against Ronnie Moore, mentioned in the Wall of Death letter. That was our first destination at several Christchurch shows where the ability of the Moores to ride almost to the top of the wall was thrilling.

We were a bit young to understand that the science behind the Wall is actually fairly simple but that is not how it looked to us.

In fact it was claimed the Wall was much safer than the activity it was based on, which was the old “Boardwalk” highly banked, compact wooden tracks for race cars in the States early in the 20th century. When the cars lost momentum for any reason – which was apparently fairly often – they tumbled down the bank with often lethal results.

A modified version using motorbikes (Indians were essential) apparently became very popular during WWII in America.

Interestingly enough, the first demonstrations in New Zealand of the Wall of Death, in the mid1930s, featured an Austin Seven being driven up the wall as an added attraction. One suspects it was a risk intensive add-on.

David J McCarthy 39b Kilmarnock St Christchurch 027 227 6347

THE GOOD OLD DAYS OF 1955 TO 1975

The photo above was taken in late 1971 I think. If it wasn’t for the Datsun wording in the signage, you could be excused for thinking it was photographed in the late ‘20s-early ‘30s period.

8 Beaded Wheels

At the time this photo was taken, I was working at Auto Sales in Buckley’s Road, Linwood, Christchurch. The proprietor was Jeff Cockram, youngest son of the late Bill Cockram, who had established a car sales in Christchurch city as far back as about 1948. Prior to being a licensed motor vehicle dealer, Bill was dealing from his home in Dacre Street, Linwood.

(Car dealing in Christchurch during the 1950s through to, say, the 1970s period was a whole different scene. There were so few, I knew almost all of them).

I had arranged for the owners of the pictured vehicles to report to Auto Sales at about 6pm one evening in November of 1971.

The reason for the photo, was for publicity reasons to promote the upcoming International Rally to be held in Christchurch in early 1972, if my memory serves me correctly.

It’s a long time ago, so there’s been a lot of water pass under the bridge since then, but I will do my best to recall the vehicles in the photo.

Left – 1924 Overland (Keith Retalick), 1930 Chrysler Tourer (Noel Beecroft), 1929 Chrysler 75 (Jeff Cockram), 1929 Plymouth 4 (Trevor StanleyJoblin).

Centre – 1913 Metallurgique (Bob Scott), 1928 Chrysler Roadster (Sam Whittaker).

Background – (under car port) 1907 Cadillac (Cockram family), 1929 Chevrolet Wentworth (Bernie Kiesanowski), 1930 Chrysler, Model T and Buick (?)

The owners I can’t recall. Keith sold the Overland and shifted to Australia. Jeff is retired and living in Rangiora, I am also

WHERE ARE THEY NOW? The recent display and non-competitive demonstration of old race cars at this year’s Skope Race Meeting in February at Ruapuna was a big success and will be repeated at next year’s event and hopefully at other South Island race meetings.

To help us with this project, members of the Banks Peninsula Branch of the VCC are compiling a free register of all such vehicles whatever their state of repair, restoration or condition, so that these historic old race cars are never lost or lose their identity. This documented information may also help owners to obtain history, knowledge and even valuable parts required to enable these race-cars to once more be active. “We’re endeavouring to collect as much information as possible on cars residing in the South Island at the present time, but in the future hopefully make this a National Register” says Don Gerrard.

retired, living in Amberley. Bob sold the Metallurgique to the WOW Museum in Nelson. Noel, Sam, Bob and Bernie have passed away.

In some ways it’s a pity the photo is not in colour but it looks more authentic in black and white. I wish that I had written the precise date on the back of the photo with the owners’ names. Something you don’t think of doing at the time.

My first ever car, at the age of just 15, was a 1928 Essex Super Six, four door sedan. I bought it for £65 ($130) and about eight months later sold it for £95 ($190)! The £30 ($60) profit may not seem much in todays terms, but it would have been three to four weeks wages for me at only 15. I was an apprentice textile mechanic at Millers Worsted Mill at 179 Pages Road, Aranui at the time. This profit set me on a path to buying, improving by immaculate grooming and adding the odd extra or two to them and on-selling. I went from a 1928 Essex (power – what power?) to a 1935 Ford V8

5-window coupe. From chalk to cheese, as the saying goes.

While not specialising in Fords, I have owned 42 Fords that I can recall. My present classic, since 1995, is a one lady owner 1965 Ford Falcon. Dark Blue metallic body, two tone blue interior with cream steering wheel.

Travelled only 48,474 miles. All original except paint which was re-sprayed from bare metal in about 2008, keeping the original paint code.

It was apparent from many enthusiasts and spectators at February’s event that these old race cars create huge interest and are a vital part of the old car movement which needs to be resurrected and encouraged. Many owners don’t necessarily wish to competitively race their cars, but still wish to exercise them at appropriate venues. Already we have over 40 old race cars on the register which haven’t been seen on the track in decades.

So if you missed this year’s event, have such a car or know of someone who has, please drop an email with the details to either of the contacts below and we will be pleased to include it in the register.

Don Gerrard, phone 021 212 3074, gerrards2@yahoo.com or Kelvin Brown, kelvinbrownnz@gmail.com

Born 16 December 1916. He was a diplomat, official Ambassador, a permanent representative of New Zealand in Geneva. Is this the same person who owned the Alvis?

Handwritten details on the back of the photo read:

My 12/50 Alvis - 1926 TE shortened to 8’ 6” bored out to 70.5mm & 7:1 compression.

Tyres 5.25 x 21. Performance not yet known as reconstruction incomplete.

Hopefully readers can provide more information and send details to wkane@netsmart.net.nz Clive Taylor Member Bay of Plenty

Trevor Stanley-Joblin Amberley, North Canterbury.

ALVIS OWNER QUERY

I have received a couple of Alvis images from my friend in the UK, Oliver Heal. The car belonged to Geoffrey Easterbrook-Smith, and the photos were taken in Nelson about 1944. He signed his name on a piece of paper with the heading of NZ Sports and Racing Car Club as their Secretary 1944. When I searched the net for the Club details, I could not find anything about it. Then I searched his name, and details appeared about a Geoffrey L Easterbrook-Smith.

Beaded Wheels 9

THE SILENT MAJORITY?

As seems to be his style, Graham Taylor has his finger right on the pulse of our Club.

Perhaps I can continue the theme with some comments of my own, as my wife Chris and I have also had a lifelong involvement in car clubs. This has given us an appreciation of how members react to the efforts of the committee running things. Generally, keep the 80/20 rule in mind, only 20% will become involved. It is not up to your committee, it is up to you, all members have to encourage others to join our activities. Get into the garage with those who are “working on getting it back on the road”. It is a two way benefit; you both get to make a friend, and another member can become more active in the Club. As some of you well know, making yourself available to become part of the committee can also be an excellent path to friendships.

Then there is the thorny issue of the newsletter. For many this is the sole contact they will have with the Club. Accept that for whatever reason or intentions, this form of contact satisfies many. Chris is editor of the Ashburton branch Blowout and the Morris 8 Tourer Club newsletter. She faces deadlines and content decisions with every issue. Yes, and criticism at times too. She agrees with Graham, that you cater for the active ones, and the rest can read about it.

10 Beaded Wheels

Obviously his comment about the lack of women involved is worthy of discussion. It is not as bad as he makes out, but it certainly can be better.

A bunch of old car blokes can thoughtlessly turn away from conversation with women, or unknown men for that matter.

You know that it happens and all members must make the effort to be inclusive. We have both experienced this, and know that most members are great to know, you just have to break into those circles and get involved. On that area in particular, while not taking responsibility away from all members, having some people who make a special effort to buddy-up newbies is an excellent move. We have always found a phone call to invite a member along to an event has pretty good results. I suggest you pick them up in your old car!

Alan & Chris Gulleford Kaikoura

FOUNDERS HAD NAME CHANGE

I have read with interest the various discussions regarding the name of the Club.

I have always been proud to have been a member for such a long period - 70 years. The Vintage Car Club of NZ is well regarded by the public in general. I have enjoyed the wonderful international rallies, and early events such as the Picton Rally in the 1950s.

However a name or title change seems logical, as VCC does not

seem to include commercial, motorcycles or classics.

The founding few wisely chose to call their club “The Vintage Vehicles Assn” which to me is very descriptive of what they hoped to achieve.

Could their well-thought-out title, or similar be considered?

Tom Clements Canterbury Branch

FOUNDERS VISION

Well done Barry Barnes for your comments in Beaded Wheels issue 363, I think they are well founded in regard to the VCC. The founders of the Vintage Car Club had a clear vision of what was needed and how to form a stable base to achieve it. Their efforts are spread far and wide for all to see, our motoring past new and old now preserved.

Their vision should be cherished and respected with pride by members of the VCC. Maybe this break from normal life would be a good time to explore what it’s all about and reflect on why the VCC came about.

There is an abundance of motoring groups and one-make clubs to cater for the social and motoring needs of members dissatisfied with the direction of the VCC. Please respect the foundation of the Vintage Car Club of New Zealand for what it was formed for and let us enjoy its history in New Zealand motoring old and new.

Peter Rhods South Canterbury Branch.

AWARDS Congratulations to the following member who has recently been awarded their 50 Year Award.

50 YEAR Cloudsley, Tom Banks Peninsula Branch

CAST IRON

WELDING Powder Spray Process, Cylinder Heads, Manifolds, Cooling Fins, Castings, Mechanical Repairs & Rebuilds

THOMAS ROWE MOTORING ENGINEER ltd 6 RD Palmerston North PHONE

06 324-8707

TIMELINES

Mechanical Restorations Vintage & Classic Spares (1980)

1974 American Motors Gremlin – ‘70s style.

Photo:©CZmarlin

Stockists of new AUTOMOTIVE PARTS CAR, TRUCK & TRACTOR 1912–1997 (85 year span)

Historical snippets of motoring interest from years gone by compiled

by Graeme Rice 100 YEARS AGO APRIL MAY 1920

A shipment of England’s quality car, the new six-cylinder five-litre Armstrong Siddeley, was on its way to Gisborne, and buyers were being urged to place orders for one of these much sought after cars.

Priced at £875 for a chassis complete with f ive t yres, mudguards, step-boards, an instrument board including a speedometer and clock, Lucas electric starting and five electric lights, gaiters on the springs, and a klaxon horn, the Siddeley was also available with factory saloon bodywork for an extra £420.

50 YEARS AGO APRIL MAY 1970

American Motors cut and shut their slow selling Hornet to come up with the compact Gremlin, a trendy two-door hatchback, powered originally by their everyday 3300cc, 128bhp six, or later the 5359cc, 247bhp, V8. Not surprisingly the Gremlin beat two of its main rivals, the VW and the Ford Pinto, by accelerating from zero to 60mph in 12.6 seconds, while the other two wheezed in six seconds later.

AMC executives couldn’t decide whether it was cute, or controversial. Nevertheless, it sold a total 671,475 units to become AMC’s best-selling car. .

75 YEARS AGO APRIL MAY 1945

Announcement that Triumph, newly acquired by Standard, would launch a 14/15hp luxury car capable of 85mph, powered by the four-cylinder, 1800cc, 70bhp engine descended from the pre-war cars. Plans were to build the new 1800 saloon on a tubular chassis with independent front suspension, a column gear change and bench seats giving room for six adults, and to produce them at the rate of 5000 a month by early 1946.

ENGLISH AMERICAN CONTINENTAL AUSTRALIAN JAPANESE

Kingpin sets Rear axles Engine gaskets Water pumps & kits Gearbox gears Clutch plates Suspension parts Clutch covers Steering joints Carburettors Crownwheel & pinions Fuel pumps & kits Spark plugs Brake & clutch cables Electrical fittings Pistons Wiper motors (vac) Steering box parts Engine bearings Valves, springs, guides Shock absorbers Speedo cables Wheel cylinders & kits Ignition parts Master cylinders & kits Timing gears & chains Shackles Lenses (pins & bushes) Engine mounts Ring gears & pinions MECHANICAL RESTORATIONS VINTAGE & CLASSIC SPARES (1980) RD 7 • Fordell • Wanganui • Phone/Fax 06 342 7713

30 YEARS AGO APRIL MAY 1990

After leaving the luxury market to Ford for a few years, Holden hit back with the classy, very upmarket Caprice. Prices began at around $45,000 and went up from there depending on the options buyers wanted.

Lavishly equipped, the standard car offered a chrome grille, woodgrain trim, optional leather upholstery, keyless entry, more rear seat legroom, a four-speed auto, a 14 speaker stereo, power everything and the 170bhp, 3.8 litre V6, unless the optional 5 litre V8s were specified.

Described by one critic as a Commodore in a dinner jacket, the Caprice proved just how well a good basic product could scrub up for a special occasion.

Graeme Rice

Beaded Wheels 11

THE WAY WE WERE

Christmas New Year 1950-1951

NELSON BEACH RACES This annual event had been steadily growing in interest since Mitch and I had attended the year before in the Rugby. Bob Blackburn and I had planned to make the trip in celebration for Centennial success or consolation for the reverse.

Continuing our series on the origins and very early events of the Vintage Car Club as recalled

by Andrew Anderson

ANDREW ANDERSON VCCNZ FOUNDING & LIFE MEMBER

12 Beaded Wheels

We had originally decided to go in his 4½ Bentley, but he had sold this to George Weigle on acquiring my briefly owned Brescia Modifé Bugatti when I got my 40/50 Napier. Since neither of these was mobile, we finally used the Maythorne coupe Bentley that my brother and I bought and has appeared unsung in these pages previously. With us went Ron Green, Bob’s mechanical genius.

We went over the Lewis Pass, spent an hilarious night with the Green family in Westport, and on to Nelson, where we duly presented ourselves at scrutineering and I rashly entered the Bentley. There was a great assembly of vintage as well as moderns. Spud Jackson showed up with the ex Bruges 30/98 Vauxhall which his brother Ashley had just bought and rashly let Spud enter and drive!

Russell Beech in the 3 litre ex Lucy Wills and Billie McMillan D8 Delage.

Spud leading the Jackson Special.

Russell Beech, whose father had raced at our Wigram in his OD Vauxhall, was there with the ex Lucy Wills, ex Marjory LeCren 3 Litre Bentley. Billie McMillan had her D8 Delage well sorted, and Buddy Harding arrived in Rex Frisken’s 3 litre, but just spectating as he wasn’t prepared to race someone else’s machinery. Jack Kennedy of Wellington, who had a very successful local season in his single seater Austin Special, had it there too, and for sale. Bob made a beeline for it and bought it complete with its race entries.

The star of the show was, of course, local lad Halsey Logan.

He had finally forsaken the Singer and acquired from John McMillan his V8 powered Jackson Special, with which he had won the first Ohakea back in March. Halsey had

upgraded the original V8 unit with Offenhauser heads at vast expense. The car’s Ohakea challengers, George Smith’s V8, Hec McLean’s Invicta and Hec Green’s Wolseley were none of them at Nelson, and Halsey seemed all set for a couple of pretty commanding days.

Saturday’s practice and first few races were huge fun as we all settled down to business and the vintage really got down to it.

Our star turn was Spud Jackson who really got to grips with the Vauxhall and gave Halsey a real run for his money. Bob had huge fun in the wee Austin and even I had my moments. But the pictures really tell the story though it is a pity there are none of Bob having fun in the Austin.

▲

▲

Halsey Logan Jackson Special (ex McMillan) now with Offie heads.

▲ Jacko at speed.

▲ AAA takes the chequered flag.

▲ Handicap Race line up. Spud to front 30/98 Vauxhall ex Bruges with Russell Beech 3 litre in back row. Bill Ballantyne #16 rear row.

Beaded Wheels 13

REUNITED 1980s England. First run on the track Lydden Hill.

AN ITALIAN LOVE AFFAIR Words and photos ASH PRICE

Ash Price reconnects with an old flame - just in time for cheap petrol and a stint in the garage.

It all started in England in the mid 1980s. My wife Sandra replaced her Morris Minor with a 1979 Alfasud TI, with much encouragement from me. Three years of joyous, reliable fun motoring were the result. At the same time I started competing on various UK race tracks with a very old Alfasud, jointly owned and raced with a good friend. After it was written off (no, not by me) in the rain at Goodwood race circuit we found another, transferred the race engine, and continued on.

So the seed was sown. Sandra later owned various other Italian cars, while I sold Alfa parts at a dealership in Perth, WA for two years in the early 1990s. The Italian car bug then became dormant, but was always waiting to rise to the surface.

Fast forward to 2013, now living in New Zealand. Many cars later, and the yen to own another Alfa was ever present. I looked at and drove various 105 GTVs for sale, but already they were becoming too expensive for the budget. A classic car dealer in Rangiora listed a 1986 Alfa Sprint QV coupe, 77,000 km, two owners from new. it looked great. Then it disappeared from the dealer’s website. About ten months later, it reappeared, a few more kilometres on the speedo, but otherwise looked the same.

This time I didn’t prevaricate, but called in to see it on the way to Christchurch. All the way back home, Sandra and I discussed what to do. In the end, she said “Buy it, you can always sell it again later.”

14 Beaded Wheels

Two weeks later in March 2014, we watched as an Alfa was unloaded into our drive in Motueka by a car transport driver, together with a pile of service invoices from the last four years. It looked great and drove well, just like those Alfasuds we recalled from the 1980s. As expected there were a few items that needed looking at. Luckily Raphael, a good friend living nearby, had all that I needed and didn’t have – mechanical engineering qualifications, years of experience, especially on Italian cars, and a big fully equipped workshop. Over the next 18 months, our Alfa steadily improved – the alternator was rebuilt, new rear wheel bearings, lubricate all linkages (the grease had become solid everywhere), tune the twin carbs. To be fair, they were all things that any 30 year old car would be calling for.

In September 2015, we were moving house, looking at renting somewhere for at least four months. We had four cars, all of which were very accustomed to a warm dry garage. Selling the Alfa seemed an easy answer, and within days of the ad going up, an enthusiast from Christchurch had paid me, and called in to drive the car down to Christchurch, there to keep his Ferrari 308 GTB company.

Fast forward again. The garage in our new house had been extended, and there happened to be a vacant space. I had emailed the Alfa’s new owner in Christchurch – “Hi, how’s it going? Still

First Alfa wrecked Goodwood 6 Sept 1987.

s Alfa back home March 2020.

THE ITALIAN CAMPAIGN Two boys and an Alfa having a bit of fun competing in the mid-1980s in England.

s The valuable race engine for the 2nd Alfa UK April 1988.

s Engine out - 2nd Alfa UK April 1988.

s Ash Price with the Alfa - all cleaned up and locked down.

got the Alfa? Interested in selling?” in March 2019. Result, a polite “still loving it, thanks”. When the answer to my now annual email in March 2020 was “Yes, looking to sell on eBay next week”, I was overjoyed. I was due to drive to Christchurch a few days later and called in to see the Alfa. I was amazed to see that it had covered only 300 km in four and half years. All this time, it had been garaged under a cover. I didn’t need to drive it, but just turned the key, and it was just the same.

We agreed a deal at about the same price as we had received back in 2015. This time, it was back with us for keeps.

Less than two weeks later, we needed to go to Christchurch Airport again, so on the way back, we picked up the Alfa and drove it 440 km back over the mountains through the Lewis Pass.

Needless to say, Italian quality engineering meant that it was trouble free, and the drive was a joy. I couldn’t get the smile off my face for days.

The day after it arrived was 25 March 2020 – Lockdown in New Zealand. So, sadly, after thoroughly cleaning it inside and out, the Alfa has just sat in the garage for the past three weeks. We have an essential trip next Thursday, so it will come out for a 15 km drive; the weather forecast is for fine weather, so we will certainly enjoy it. The love affair has been reignited!

s Preparing 2nd Alfa UK April 1988.

s Second Alfa at North Weald.

Beaded Wheels 15

HIN BE

D THE WHE

EL

GRACE, SPACE, PACE Bevars Binnie’s 1961 Jaguar 3.8 Words and photographs KEVIN CLARKSON

Grace, Space, Pace - the slogan coined by Jaguar in the 1950s, is one of the most inspirational car slogans of all time. Adorning most of their advertising in the ‘50s, ‘60s and ‘70s this short phrase gave an insight to what prospective purchasers might expect from their new Jaguar.

HOW JAGUAR WAS BORN When William Lyons was a young motorcyclist aged about 19 he spotted a fellow enthusiast who made Swallow branded sidecars not far away. Lyons soon had one of these sidecars attached to his motorbike, and by the time he was 21 he had joined with the other enthusiast, William Walmsley, in the sidecar business. The parents of both put up the required guarantee for the capital to get the business going and on a sound footing. They soon had a small workforce, and production and sales of sidecars increased to the extent that they had to move to bigger premises. So started Lyons’ career in the motor industry. He quickly developed a reputation as an innovative thinker who paid great attention to detail, not to

16 Beaded Wheels

mention his innate ability to know what is right in engineering and body design. These attributes stood him in good stead during his many years at Jaguar. Most manufacturers had whole departments responsible for ongoing development of such things as body design, engineering and so on. William Lyons did the bulk of all this work himself, often at his home after hours.

The first cars were called Swallow, then SS. Some say this stood for Swallow Sidecars, but that has never really been documented.

By the time WWII was over the SS brand had gone and the Jaguar name as a brand stood on its own. After the war Jaguar produced the large and imposing Mk V saloon with its six cylinder pushrod overhead valve motor. The Jaguar XK120 was introduced at the

same time, but this car had the Jaguar six cylinder double overhead cam (dohc) motor that was to last so long and be used in so many models to follow. It was a strong powerful motor and gave a good account of itself in Jaguar cars on the racing scene. This engine was also used by many enthusiasts for inserting in other racing cars.

The successor to the MKV was the Mk VII and it also came with that fabulous new Jaguar dohc motor as did the later models the MKVIIM, the Mk VIII, the Mk IX and the even larger Mk X. All were large, fast, comfortable saloons.

In the mid-fifties Jaguar announced a totally new car which it called the 2.4 and 3.4 saloon, still with the now well-known Jaguar six cylinder double overhead cam motor. It was their first small saloon since the 1.5-litre of the ‘30s. The 2.4 and 3.4 saloons were the forerunners to the Mk II, and although they are not known officially as Mk I models that is essentially what they were. They were followed by the Mk II versions which were similar to the Mk1, but had many improvements, a larger rear window, for instance, and it still had that famous Jaguar dohc motor under the bonnet.

It was marketed as being a luxury sports saloon and it was well

appreciated by the buying public that a Jaguar got you a lot of car for the money. In comparison to other similar prestige cars on the market Jaguar’s pricing was always less than one would expect.

BEVARS’ JAG Bevars found his Mk II on TradeMe. Having owned a couple of these cars in the 1980s/90s he was attracted to this one by it being the desirable 3.8 litre manual overdrive model, and by its low mileage originality. Its very early history is slightly vague, but it was in England for the first two years of its life with its first 500 mile service being done at Daimler London on 22/1/1962 when it had 814 miles on the clock. Its second 1,250 miles service was done at Moore’s Presto Motor Works, Croydon on 3/7/62 at 1,886 miles. It was then shipped to New Zealand and was registered in Paraparaumu in 1963. It seems that its first New Zealand owner subsequently died and that the car was passed on to his widow, and then when she passed away, to their daughter. These last two transfers are hand written on the registration certificate, with identical hand written dates and mileages that have subsequently

Beaded Wheels 17

been over-stamped by official Motor Registration stamps and the odometer readings changed from 30,000 to 45,000 miles. In 1982 a gentleman in Takanini bought the car with 46,758 miles showing, but shortly after put it into good dry storage with the intention of restoring it later, possibly in his retirement. He purchased some new parts and did some minor preparatory work during his 37 years of ownership. Bevars bought the car from him in 2019 with 46,875 miles on the odometer. All indications are that this is the original mileage. According to the seller the 100 odd metre drive from its garage to the trailer was the furthest it had been driven since 1982, and the first time it had been wet since then.

Bevars did extensive homework prior to purchase as he bought it sight unseen, which can be a risky strategy. In this case, when the car was delivered it was as described by the seller, so not many unpleasant surprises. Bevars intends to keep the car as original as possible, but had some work to do to re-commission it and get it ready for the road, including new exhaust system, suspension bushes, radiator and heater cores, seat belts, rear shock absorbers and other items of maintenance. There was no rust to speak of, and certainly none requiring remediation, something that is rare with these cars. With all of this work done he was able to get it complianced, and to register it using the personalised plate “1961 38� that the previous owner had purchased when these first became available. There is a strong possibility that a small hole could soon appear between the 3 and the 8 to give the impression of it being 3.8. The paint, like the rest of the car, is mostly original and, as might be expected, being red it has faded a little to various shades of orange. In my view not enough though, to bother repainting and thus possibly ruin the originality of this car. Bevars intends to try to improve the paint lustre with various polishing techniques.

ON THE ROAD This luxury sports tourer is an imposing car with its long bonnet and big boot. It has room for four or five people inside and they are housed in very roomy comfortable leather seats. The rear passengers even have access to drop-down varnished wood drinks trays situated on the rear of the front seats. The commodious boot has a flat floor with no lip so it is easy to lift those large suitcases into.

Under the boot mat is a metal cover, which when lifted exposes the spare wheel, complete with full tool box in the centre, just as Jaguar intended. The body is solid and the doors close easily with a satisfying thud. The body does have the odd battle scar but no more, and probably less, than you would expect after 58 years.

The engine bay is impressive, with that large six cylinder double overhead cam motor filling all the available space. I was impressed by the enamel on the exhaust headers. They look as good as the day they were made whereas most I have seen show the scars inflicted upon them by heat and usage.

Once in the driver’s seat I was faced with the large speedometer and tachometer dials, and was surrounded by respectable amounts of the original satin finish varnished burr walnut dash and door cappings, all in very good condition. There was a full complement of switches and dials, including a clock. The rear view mirror had an anti-dazzle function and I noted that, even in 1962, the headlight dip switch was on the floor and activated by the left foot. The imposing steering wheel was large, and is adjustable in the plane of the steering column. This car had no power steering, although this was an aftermarket option taken up by some. In use, though, the steering was reasonably easy, no doubt in part due to the large steering wheel size, and the fact the car is on radial tyres

18 Beaded Wheels

now. I suspect, however, that close quarter parking at a slow speed would improve upper body strength after a while.

Time to take it for a drive and I am impressed with the ease with which the engine started. A quick push on the start button and away it went, idling smoothly and quietly. (A note to the younger reader: yes cars had buttons to start engines away back. This is not a new invention by the modern car maker!) This car has a four speed Moss gearbox which generally requires slow and deliberate changes, but can be hurried if you know how to do it. Synchromesh is on 2nd, 3rd and top gears only and there is a very useful overdrive on top gear. The overdrive engages and disengages very quickly and smoothly without any fuss. All standard equipment. The gears engage easily and quietly via a firm, but still easy to use, clutch.

Pedals are well placed and getting comfortable behind the wheel was easy. The car drives like very much as I would imagine they did when new. Progress was relaxed, unless, of course, you called upon some of the available 220hp, in which case it lifted its long red skirts, accelerated quickly, and sped down the road in a most satisfying manner. When a burst of speed is required on the open road all that is required is to flick it out of overdrive and floor the loud pedal in top gear, whereupon progress is rapid and rewarding!

Jaguar claimed 220bhp, but some say that possibly this claim was to assist sales in the USA and in reality there may be slightly less than that. Nonetheless the torque of the motor is such that driving around town is made relaxing, as frequent gear changes are not required. The car pulls away strongly and smoothly from as low as 1,000rpm in top gear. The steering feels as though it has an element of understeer when pushing it around a corner but once you get used to that and turn in a bit sooner than you would expect it handles just fine.

The interior was quiet, although Bevars plans to do more work with some of the door seals, which will make it quieter still.

Modern cars have all but eliminated wind noise around doors and windows, but this didn’t seem so important back in the ‘60s and ‘70s. It cruises very nicely and has no trouble keeping up with modern traffic and slipping into overdrive, with the lever on the right side of the steering column, reduces engine revs and noise even further. The 4 wheel disc brakes have a good solid feel about them with a firm pedal and efficient stopping characteristics. The

hand brake, on the right of the driver’s seat, also worked very well.

(I didn’t try one of Greg Price’s famed handbrake turns!) This car is a fine example of an unrestored but well maintained car and is very useable for club runs and could even be used as a daily runner, although I suspect low miles per gallon might limit that.

To finish, a quote from the final sentence of The Autocar of 26 February 1960 road test of this model sums up; “The manual change model tested is a very distinguished car; it calls for an experienced driver to take advantage of its great potential.”

Kevin Clarkson

SPECIFICATIONS

Engine:

3,781cc, 6 cylinder double overhead cam

Gearbox:

Manual, 4 speed plus overdrive on top gear

Wheelbase:

107 in (2,718mm)

Length:

180 in (4,572mm)

Width:

67 in (1,702mm)

Height:

58 in (1,473mm)

Kerb weight:

3360 lb (1,524 kg)

Front/rear weight distribution %: Front 56.5, Rear 43.5 Claimed Power: 220 bhp Claimed Torque: 240 lb ft at 3000 rpm Performance: Top speed 125 mph

0 to 60 mph 8.5 seconds

Fuel consumption: From 16 to 25 mpg

Beaded Wheels 19

BOOK REVIEW

SLOW BURN: THE GROWTH OF SUPERBIKES AND SUPERBIKE RACING 1970 TO 1988

Author: Bob Guntrip.

Published 2020 by Veloce, who supplied the review copy.

ISBN 978-1-787113-16-9 Review by Mark Holman

I thought it was time Beaded Wheel’s bike enthusiasts had a review aimed at their interests…

Bob Guntrip’s last book focussed on British bike racing in the 1960s. Now he tackles a later period, and bikes that were very different from Manx Nortons and AJS 7Rs. In Slow Burn, he covers almost 20 years of racing

superbikes across Europe, in the UK, USA and Australasia: endurance racing and short, sharp sprint races. It was a dramatic period, I co-owned a bike shop from 1971-73, a period that saw the tail end of shipments of big bikes from Norton, BSA and Triumph.

Our bread and butter might have come from Honda Cubs, CB350s and Suzuki Stingers but it was also the time when the CB750 came into the showroom, together with Kawasaki triples and the water-cooled Suzuki GT750.

On track, Gracefield saw the world racing debut of the Yamaha TZ750 (700) with Jon Boote in the saddle.

Of course people wanted to race this machinery, but getting the rules for ‘production’ racing settled seemed to have been an endless battle, something that Guntrip covers very well, in addition to his full coverage of the bikes, riders and races. In the early 1970s the US championship focussed more on the brutal dirt tracks, with only a few road race meetings. In Europe the organisers of world championship meetings paid poorly, but were reluctant to support other events coming along. In retrospect weren’t we fortunate with the Marlboro Series?

The book moves chronologically through events like the

101 Harman St PO Box 9164 Christchurch 8149 New Zealand Phone 03 338 4307 email office@veterancarrims.co.nz

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TT, the annual Transatlantic Trophy races, the Imola and Daytona 200s, Suzuka 8-hours and the Swann and Marlboro Series downunder. Many riders from the USA, and this part of the world in particular, cut their racing teeth on big-bore production-based machines before, in most cases, moving to GPs, so the likes of Kenny Roberts, Freddy Spencer, the Willing brothers and Graeme Crosby get plenty of mention in the book.

Starting with the early battles involving Trident, Rocket 3s, Norton twins, Ducati and all four Japanese marques, the book follows the increasing development and sophistication of the 750, 1000 and 1100cc bikes as they were modified to suit the oftenchanging regulations about numbers built and the alterations that were allowed. Top tuners and team gurus like Ross Hannan in Australia, Moriwaki and Yoshimura, Peckett and McNab, and Rob Muzzy feature strongly, together with the frustrations they often felt in coaxing competitive performance and handling from bikes that had varying degrees of support from their factories.

There is very full coverage of racing, not just at the headline events, but also from individual championship

rounds from the likes of Snetterton, Bathurst, Sears Point and Vila Real. Two things become very clear compared with today’s racing; the unreliability of the bikes and the unacceptably high price paid by riders in terms of injuries and fatalities.

But through it all it is the bikes that command attention.

Many of them are alphabetical challenges (think Honda RS1000RW or Suzuki XR69S) but collectively they gave us an incredibly exciting period of racing that involved machines that at least looked rather like those you could buy, even if they tended to go and sound rather differently. The author ends on the starting line for the first ever Superbike World Championship round in 1988 (at last agreement was reached).

The book runs to 256 medium-sized pages with plenty of text and a good selection of photos throughout. So, there you have it, Slow Burn. A rather strange title but a very good book about a dramatic period of bike racing.

The UK price is £25. By the time you read this review, some New Zealand outlets should have the book available.

Make sure you search accurately, there are quite a lot of books with ‘slow burn’ in their title.

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Well base Rolled edge.

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Beaded Wheels 21

1970 RAMBLER REBEL SST COUPE Words Lindsay Mckenzie I first saw this Rebel coupe for sale in 1983 late on a Friday night in the main street of Timaru. I was travelling up to Christchurch in a recently purchased low mileage 70 Rebel sedan. We stopped to have a look at it. This was a very nice car with vinyl roof, black interior with high-back bucket seats, center console with floor shift automatic, 304 V8, power disc brakes, power steering. We couldn’t see any contact details on the large “For Sale $5,000” sign so thought we would have another look in the daylight on the way home on the Sunday. Unfortunately it was gone. I asked around for years but nobody could tell me anything about the car. From that point on I wanted a 70 Rambler Rebel coupe.

In 1997 I was told about a couple of guys who were into Ramblers. They had shifted down to Oamaru and had recently bought a blue ‘70 Rebel coupe from Christchurch.

I rushed up to their place to look, thinking it must be the one I had seen in 1983. But I found it was light blue with a light blue interior in poor condition and partly dismantled so thought it was a different 22 Beaded Wheels

car to the one with the black interior that I had previously seen. I subsequently found out after buying this coupe in 2016 that it is the car I had originally seen. Someone had painted the interior black and later on cleaned off the black paint to reveal an original blue interior. Apparently in the early ‘80s it was a fad to paint interiors black. The owner could not sell it in 1983, then about a year later he shifted away from Oamaru and I lost track of the car.

In 2016 by chance a ex-workmate came to see if I knew anyone that would be interested in a Rambler V8 engine he had seen in a garage in Weston (south of Oamaru).

When I went to check the engine out for a friend I was invited out to another garage where I saw the Rebel coupe up on blocks and more stripped down from the last time I had seen it in 1997. It was still the same owner but this time it was for sale, as he had decided he was never going to get around to restoring it, and was happy for me to buy it. I will visit him and give him a ride in it when I finally get it back on the road.

I reassembled it using many parts, including bumpers and grille, sourced from friend Darryl Snook in Christchurch.

I transported it to Woodend (North of Christchurch) for the USA Day, and to Timaru in November 2016 to see if I could find information about the coupe, but had no luck at either of these events. The car had had a bad life after I saw it in 1983.

I found out that its original number plate was DI2399 but it was re-registered in 1988 with white plates (OA7212) then these were let lapse in 1991. The first owner was Rod Steel of Steel Brothers in Christchurch. It was dark blue with no vinyl roof and apparently he ordered it not to have electric windows. The Rambler agent in Christchurch was Federal Motors, who were also agents for Renault and Peugeot. Campbell Motors in Thames assembled only Rebel sedans. Any other body styles were special orders imported fully assembled from USA in factory RHD. About 1978 Eric Leary, a longtime employee of Steel Brothers, got the Rebel coupe. At this stage I don’t know if Eric actually owned it when the vehicle ended

s Front guard repaired

s As delivered.

s New boot floor.

s Body taking shape.

s Ready to install.

s Rear before being stripped

s After stripping and sand blasting.

s Dash looking good.

up in a Christchurch wrecking yard. The story goes (as told to me at Rangiora Muscle Madness 2020) that while the vehicle was at Steel Brothers’ yard something had fallen out or off a container crushing the boot lid down and pulling the rear quarters inwards.

Alvin Jones of Timaru retrieved it out of the Christchurch wreckers after spotting it when looking at another car. He knew there was a sedan in a Timaru wreckers and decided he could fix the coupe up using the sedan boot lid. When he got it he found out the sedan lid is 88mm longer so had to alter the panel in front of the lid to suit. Then he repainted the Rebel and fitted a vinyl top.

After that he put the Rebel up for sale and it was at that point I had seen it in 1983.

Unfortunately it seems it went down hill fairly fast after that, including being backed into a tree very hard on the right side. After I stripped the Rebel down and

had the body blasted it revealed the bad damage and bad repairs that had been done to it over the years. I imported the correct coupe boot lid and the panel in front of it. The body has had to have a lot of fabrication work. The right rear chassis rail was down 14mm at the end so had to be straightened first then body jigged and doors fitted correctly before roof and rear panels were all removed to make and replace the whole rusty boot pan. Then fabrication, repairs and checking and realigning body panels. The body is going to end up far better than when it left the factory. The cars in the ‘70s were poorly assembled with bad fits and uneven gaps.

The body work is being done at Muscle and Classic Restorations in Christchurch. The owner is a good friend and I know his work is extremely high quality.

I will be fitting a vinyl top even though it didn’t originally have one. I imported

the correct vinyl top trim pieces from USA. These are very hard to find. I have also purchased a new correct vinyl top from USA. The restoration is going to cost me a hell of a lot more than the Rebel will be worth when finished, but after taking 33 years to end up with it I will be using it as long as I can drive it. Unless I win Lotto this will be my last restoration. I have put together a lot of cars over the years to save them, and I like to think a lot of them are still around because of that.

If anyone has photos of my Rebel coupe in the 1970s when Rod Steel or Eric Leary owned it I would love to hear from them. Happy to pay to get copies of photos. Lindsay Mckenzie (member), Oamaru. Phone 03 437 0809, plymouthnut@xtra.co.nz

Beaded Wheels 23

SCOTTING IN ONE MAN’S LIFE Words and photos JOHN STEWART

I am now 93 years of age and beg to be excused for any inaccuracies in the following notes due to memory lapse.

My father, H H Stewart, was a pretty good engineer of the old school, having served an apprenticeship in a major marine engineering business in Wellington about the turn of last century.

Around 1908 he went into partnership with his father to establish a motor importing and engineering business in Featherston. Amongst other things they serviced steam traction engines for local farmers. They imported cars such as Unic, Holsman, Daimler and Rover, and later on, Stanley steam cars. In 1914 Dad purchased a new Scott motorcycle, which he raced with some success on the Featherston grass track. Apparently one of the rules of grass track racing in the day was that no brakes were permitted. Before going out on a practice lap Dad disconnected the back brake and removed the front calliper which he stuffed in his back pocket. He came off on the first turn and skidded along on his backside with the result that the calliper did pretty severe damage to his right buttock.

About the same period he became engaged to my mother and bought her a new Centaur motorcycle. As a nurse at Greytown Hospital she had previously ridden a Douglas and an Indian. I believe she was one of the first female motorcyclists in New Zealand, and out of 32 members of the Wairarapa motorcycle club she was the only female.

By 1919 Dad had convinced himself that steam was the vehicle propulsion system of the future. He booked his passage to the USA, left his foreman Dick Rowe in charge of the garage business, and came back with the New Zealand and Australian agency for Stanley steam cars. For the next twenty years steam cars and the Doble 24 Beaded Wheels

steam bus project at A & G Price in Thames dominated his life. He made five trips to the USA, two extended to the UK in the 1920s and ‘30s, mainly in pursuit of the perfect steam car. On two of the trips to the USA and the UK he was representing the Edlin Stewart Engine company and was unsuccessfully endeavouring to sell the patent rights for the Edlin Stewart capped-sleeve, two stroke diesel engine of which he was the co-inventor. What the heck has this got to do with Scotts you may well ask? Not much really, except that I am trying to establish his engineering credentials for the advice he gave me in later years.

In 1943, at age 18, I had been riding the family Chater Lea, which was one of six identical AA patrol bikes Dad bought at an AA sale in London in the early ‘30s for one pound each. There were 43 bikes to choose from and some, as we found later, had been fully restored mechanically. He immediately sold four of the bikes, which provided funds to pack and ship two to New Zealand. One was sold and the other used by my brothers and me for many years.

Dreadful long frame solo machines, but quite good with a chair for which it was designed. Big side valve engine and nice Sturmey Archer 3 speed box.

Then came the advice. Dad said, if you must ride a motorcycle get a decent one, get a Scott. Mind you, he said, you will probably have to wait ‘til an owner dies, because nobody wants to part with their Scotts. Prophetic words as it turned out. Some months later I was riding home from work on the Chater Lea and came across a Scott propped against the kerb outside some shops. I waited for the owner to appear from the shop and struck up conversation, as one does. The owner, who was a very pleasant older chap, told me to take it for a ride round the block. Just be careful of the front brake he said. It’s pretty effective. The ride was of course a revelation in smoothness, performance and relative mechanical quietness.

We went our separate ways and I never met him again. About six months later I had a phone call from a chap who introduced himself as the brother of the Scott owner I had previously met. His brother, he said, had sadly died of meningitis and he was selling the Scott for the widow. Was I interested ?

I guarantee I broke all speed records getting from home to where the bike was, and then commenced negotiations. I had exactly £47/10 in the bank, which was my entire worldly wealth. I had to buy at that price or walk away. It took about one and a half hours of negotiation but we finally agreed on the price. He then said, I want you to take the bike for the weekend to absolutely satisfy yourself you want to buy it. I had no doubts but accepted his offer. After a few miles I was totally hooked and returned with the money a couple of days later.

And now the bike. It was a fairly scruffy well-used 1929 Flying Squirrel, engine number FZ2751A, fitted with an after-market 600 cc detachable-head block. Can’t remember the make but it was very unsatisfactory. It had about half the number of cylinder head studs as a Scott block and had been over tightened at some stage so that the top of the block was badly cracked and the gasket leaked like a sieve so it had to go. Fortunately the bike came with the original 500 block and a new set of locally made pistons. I had the block bored and away we went. Noisy big ends but these were dealt with at the time with 1 thou oversize rollers. Not satisfactory and after about 1000 miles I stripped it down to deal with the problem. This is where the old school engineering comes in. It was still wartime, 1944, and absolutely no parts available. Dad took charge and made inner and outer big end bearing rings, hardened, ground and fitted with what today would be considered pretty basic equipment. These bearings were entirely satisfactory and performed without failure for a life of racing, sidecar motoring and daily commuting to work.

During the big end repair the bottom end was dismantled and new main rollers fitted. Back on the road but the performance was not good and fuel consumption had increased alarmingly. It nipped up couple of times which I assumed could be put down to new pistons of unknown quality. I decided to carry on running-in and in due course entered for a couple of events at the first post war motorcycle races at Muriwai Beach. I was not impressed with the maximum speed on the one mile straights, and at the end of the first lap when I closed the throttle the engine seized and the rear wheel locked up providing quite a spectacular slide. I did not race again that day and trundled home quietly to avoid seizing. Another strip down disclosed no damage except insufficient side play on the main shaft. Removed some shims, reassembled and then it performed like a Scott should. I continued with regular use and in due course entered for more beach racing. This time no seizing, but lots of misfiring on the beach. I suspected the magneto, and as no replacement was available I fabricated a coil ignition system using a distributor from a two cylinder Bradford. With normal running this operated well but back on the beach the misfiring persisted.

The problem was finally tracked down to the high tension leads.

These passed under the tank through a Bluemells bicycle pump with the ends knocked out. The leads were probably original and probably perished. We came to the conclusion that the damp sea air on the beach travelled through the pump conduit and provided a good path for cross sparking of the leads. Whether we were right or wrong doesn’t matter. Fact is, we replaced the leads, rejected the pump tube and it never misfired again.

Sometime later I fitted a very pretty Swallow sidecar with a nice little trunk in the back. A friend and I toured extensively with this

s Chater Lea with homemade chair on Waihi Beach. Probably 1943/44. Photo John Stewart.

s UK AA Chater Lea. Departing on two week freedom camping trip through Waikato and Bay of Plenty. Goodness knows what is in all those boxes. Photo John Stewart.

setup, and the little 500 motor with 19 tooth sprocket handled the task very well. One of these trips involved travelling to Rotorua, about 150 miles from Auckland, to chase up a TT Replica Scott for sale at a very modest price. This proved to be a very nice and completely original machine, but strangely had not one but two broken cranks. Hence the price. We put the Replica on the train and headed back for Auckland. Lousy weather with very high wind and lots of rain. I rode to about half way and then handed over to friend Peter whilst I dozed in the chair. While travelling along the Taupiri straight Peter started to overtake a very early Austin seven.

Just as he was about to pass, the Austin was caught by a strong wind gust from the left and swerved in front of us. No contact but Peter had no option but to also swerve right. He braked but by now the bike wheels were on the gravel on the right hand side of the road and the combination swung to the right and wrapped itself neatly round a substantial concrete power pole. We were very fortunate that the pole passed between the bike and sidecar. A foot or so either way and one of us would have also been wrapped round the pole. As it was Peter was thrown through a fence and took a pretty good head knock. I was thrown out of the chair and the cross bar where the windscreen was mounted contacted just above my knees which attempted to bend backwards. This stretched the tendons with the result I was unable to walk for several weeks. The bike was unharmed except for the battery taking off, but the sidecar frame was very severely damaged as was the nose of the body.

A couple of embarrassing incidents occurred during my use of the bike. Friend Peter and I were on a summer camping vacation

Beaded Wheels 25

Scott special as described in article. Made in UK around 1973/4. Photographed Auckland 1977.

at Waihi Beach, 90 miles from Auckland. He on his very nice Sunbeam and me on FZ2751A. On a sunny Sunday morning we decided on a run up into the hills. We stopped at a lookout and in due course departed. I chose a rolling start downhill while Peter kicked the Sunbeam into life. With the Scott engine spinning over nicely I waited for Peter to get started, then wound open the throttle and dropped the clutch showing off the superior acceleration as usual. Then it all happened. The bike and I wound up in a heap on the road. The motor had started and was running backwards so my fancy take-off was flat out in reverse. Believe me, it’s not something you need to experience a second time.

The second incident was also embarrassing and slightly amusing. It was about the end of the war, and the Air Force was turning on a charitable flying display at the wartime base at Ardmore to raise funds in support of returning airmen. A beautiful day, and with younger brother Alan on the pillion we were joined by an acquaintance with a Flying Squirrel and his 10 year old son on pillion for the trip to the display. We were thoroughly enjoying the delightful yowling on well-sealed open country roads when disaster struck. At fairly high speed on a sweeping left hand bend we were faced with loose gravel across the sealed road. Too late to take any evasive action and we both lost it. Four bods across the road and two Scott’s revving their little hearts out with clouds of smoke from the crankcase oil reservoirs. A family in a Vauxhall 10 were first on the scene and the shock of this scenario must have been considerable. The bikes were undamaged and the only casualty was brother Alan who suffered a badly skinned knee.

On arrival at the airbase this was capably dealt with by Air Force medics.

After recovery from the sidecar accident and with some gentle persuasion from mother I decided my motorcycling days were over, (which much later proved to not be the case). I sold the Replica

26 Beaded Wheels

which, I think, went to Wellington and have not heard of it since. I sold the Squirrel, which was later owned by a very capable engineer who fitted a Velocette 4 speed box and a Girling two leading shoe front brake. He brought it round for me to have a ride and I was hugely impressed with the Velo box. Not so sure about the front brake which I didn’t think was any better than the Scott unit. Now some 60 years later I believe the bike is still owned by his son. The sale proceeds were invested in a 1930 Ford Model A roadster. Much more practical.

Moving on some 13 years to July 1959. A marriage, two kids and a new house to deal with, and what should happen but I discovered a 1929 Flying Squirrel in derelict but complete and original condition in a farmer’s shed in Clevedon, south of Auckland.

Five pounds changed hands and I trailered the poor thing home.

Strangely the engine number at FZ2758A was only seven away from my first Scott. Because of domestic commitments and the pressure of running a fairly large business, nothing was done for a few years.

However by December 1977 after very extensive restoration it was ready for the road. Not wishing to bore you with the details, suffice to say that everything was worn out including fork bushes and spindles, cylinder bores, big ends and mains, gearbox, magneto, wheel bearings and so on. Really a total ground up restoration. On completion it ran beautifully and attracted lots of attention with sparkling new paint and nickel plated bright work.

A year or so before completing the restoration, I was persuaded to buy a Scott Special which was for urgent sale as the owner was returning to the UK at short notice. I believe this is the best looking Scott I have ever seen. I understand it was based on a Spondon frame and had a 600cc motor. My records show the engine number was DPY5268. It had a beautiful tank, telescopic forks, four speed box and superb two tone red (maroon) and black paint work.

However the superlatives stop there. There were two main issues.

The engine was not mounted in the normal Scott manner and the upper rear mount consisted of a heavy gauge aluminium plate. Too hard to describe but it was nowhere nearly as rigid as the Scott bolt arrangement and the consequence was huge handlebar vibration at elevated revs. The other problem was the handling. For some reason the front wheel would step out at quite modest speeds on a wet curve in the road. My son, Scott, by now a university student, came off twice under these conditions. He suffered no damage but the bike didn’t fare so well on the second occasion. I decided it was not worth the effort to try and rectify these problems so sent it on its way to a new owner in Horowhenua. I have lost track of it.

I continued to use the Flying Squirrel for club rallies and general touring and enjoyed every minute of its use. It always ran very well and required a minimum of maintenance over the years. I still recall how comfortable the frame was and how well it handled.

During this period I bought three Scotts of the ‘30s period but they were generally well worn and in my opinion not as nice to ride as the Flyer. They were all passed on fairly quickly but the ’29 remained. However, advancing years and ever increasing traffic congestion in Auckland finally persuaded me to accept a friend’s offer to buy. It was a sad day but a sensible decision. Many years passed, in fact about 25 and sadly Trevor, the new owner died of cancer. My son Scott was good friends with Trevor’s son Grant, they grew up together in our neighbourhood, and in due course Scott asked Grant what was to happen with the bike. The response from Grant was that he had a huge job to deal with the estate which included two homes, a large boat, a very early Porsche 911 and other stuff before he could think about the Scott. I’m sure you can see the repeating pattern here. As Dad had said about 70 years earlier, the only way you will get a Scott is when the owner dies. In the event it took two years for Grant to settle the estate but finally FZ2758A came back to the family.

In general the bike looked much as it had when I sold it over 25 years previously but the mechanical condition was not good. We found from the records that Trevor had at some stage put it in the hands of a motorcycle mechanic to have some work done. There is no record of the reason for this move but it was pretty obvious the mechanic was not a Scott man. Amongst other things he had changed the polarity of the charging system. For what reason goodness only knows. We do not know what else he did but the clutch was not in good shape and worst of all the mains were leaking

copious quantities of oil into the open crankcase. We stripped the engine which was showing its age and mileage. However we decided that a set of rings and attention to the mains seals would probably suffice for the pretty easy life it would have in the future. We had the seals face ground and lapped the cups. We ended up with a very nice fine matt finish on all faces and looked forward to an oil leak cure. Unfortunately this was not the case and leaking was as bad as ever. We started to lean pretty heavily on advice from Roger Moss, in the UK who is a world renowned expert on Scotts and their restoration. He gave advice very willingly and we tried all the tricks he suggested, but nothing cured the problem. Finally, after months of anguish, we packed the engine up and sent it to Roger with a basic instruction to just fix it. We are delighted we made this decision as Roger identified a number of issues which had to be dealt with to make a reliable engine out of it. For example one of the crank tapers had fretted and the crank was running out of true. All the bearings required attention and the cylinder bores were worn in the centre part of the stroke which Roger said he had not previously seen. In the end the poor little thing was given the full Moss Engineering treatment and with new pistons, new bearings, new Moss shaft seal set up, new flywheel centre and sprockets and everything else it required. We now have what I believe is probably the best Scott engine in New Zealand.

The engine arrived back here a few weeks ago and is not yet back in the frame. I hope to send a favourable report when it is on the road again with the third generation of Scott owners in the family.

I cannot close without a small tribute to Roger Moss. He has been an absolute delight to deal with. A great sense of humour and very business-like in all his communications. He kept us well informed throughout the whole rebuild process and accounted for every item used and every hour spent in great detail. The total cost was a bit eye watering but this was largely because of air freight and re-entry duty at 15%. We are totally happy with Roger’s charges. Roger has a highly tuned 600cc Scott which develops some 47 bhp and which he races very successfully. Unfortunately he had a serious accident last year when racing, I think at Silverstone. The bike in front of him on the grid stalled at flag fall and with the Scott’s huge acceleration Roger rammed him and suffered very severe injuries. He is back working now but not as energetically as previously.

Beaded Wheels 27

Words and photos Stuart Francis

The Transport World Trust, in conjunction with the Southland Sports Car Club, (owners of the Teretonga circuit) have created the George Begg Classic Speedfest.

The weekend-long Speedfest is part of an established South Island Competition which the Transport World Trust have taken over the sponsorship of to honour the memory of George Begg. George played a pivotal role in New Zealand’s golden age of motor racing, creating 18 very successful racing cars between 1963 and 1974.

George’s cars competed nationally and internationally.

The inaugural meeting at Teretonga, Invercargill on 13-16 February 2020, set the tone for the future with a giant poster of George on the side of the control tower, the scaffold sign, officials wearing white dust coats, and the circuit and pits dressed, where possible, to look like a period venue. Spectators and competitors were encouraged to attend in period costumes, (I haven’t seen so many flat caps, tweed jackets and posh frocks in a long time). There was a light hearted feel about the whole event, with the competitors definitely enjoying the event. Transport World trustee, Jocelyn, together with Scott O’Donnell also hosted a couple of social functions that added to the atmosphere of the whole event.

Jocelyn, Scott O’Donnell and their team, put a huge amount of time, money and effort into creating this event and already have ideas for future events. Their long-term vision for the George Begg Classic Speedfest is to create a festival atmosphere, similar to other global motorsport events like the Goodwood Revival, held in England.

28 Beaded Wheels

GEORGE BEGG BUNKER Transport World Trust have established the George Begg Bunker in the cellar of the Classic Motorcycle Mecca, to house a rolling collection of Begg Racing cars. The exhibit opened on the Thursday before the Speedfest, attended by a number of special guests including George’s widow, Freda, and three of their four daughters, as well as people connected to Begg Racing, including former drivers Barry Keen, Jim Murdoch, and David Oxton.

Sixteen of the eighteen Begg cars survive, with amazingly fourteen of them on display at the opening. Subject to demonstrations and racing commitments they hope to keep most of them on semi-permanent display. The bunker has storyboards about George’s life, his achievements, examples of his engineering work, and one of his motorcycles.

GEORGE BEGG George was brought up on a farm in Drummond near Winton in Southland. Realising early on that he was more suited to engineering than farming, he moved to Dunedin to be an apprentice fitter

and turner. George’s first motorcycle was a 1929 BSA Sloper, bought from his brother in 1948 to take him to work.

George’s initial interest in motorsport was motorcycle racing, buying a 1938 Royal Enfield Silver Bullet 500cc single to compete in club races. The Bullet was joined by a BSA Golden Flash 650 twin in 1953. The first step into serious racing was a 500cc Triumph GP twin, then a Velocette KTT, followed by a 1953 Manx Norton 500cc.

George’s dream was to compete at the Isle of Man. In 1955 he left for Britain with friend Bob Cook. George collected a new AJS 7R 350cc racer from the factory on the way to Isle of Man. He gained finisher’s medals in the Junior (350) and Senior (500) of the 1955 Manx Grand Prix. The pair then competed in British club events, enjoying some modest success. George and Bob competed in the 1956 Manx GP, George received a finisher’s medal, while Bob Cook won a silver replica for his 25th place. Bob died in a racing accident shortly after the Manx GP, a shattering blow. George’s heart no longer in racing, he sold the 7R and returned to New Zealand in early 1957. While on the Isle of Man George met, and married, Freda, his lifelong companion.

After his return to New Zealand George joined an engineering firm repairing earth-moving equipment. A few months of dirty backbreaking work convinced that him that the future lay in starting his own business. George established an agricultural engineering business in the car shed of his father’s farm at Drummond.

His father later sold him a corner of a field on which he built the engineering workshop.

After a difficult start he developed a device to handle sheep while they were treated for footrot, they sold like hot cakes.

After further success with front-end loaders and ditch digging equipment G N Begg Engineer was on a firm footing.

Looking around for a further outlet for his skills he found a copy of Racing and Sports Car Chassis Design by Mike Costin and David

George at work in 1974.

George retired to Hervey Bay, Queensland, where he wrote four books.

A New Zealand landspeed record holder, the McBegg demo lap.

Beaded Wheels 29

▲ Paul Coghill (1) Jaguar Special, Jim Bennett (64) Furi Impulse, Grant Clearwater - Capella, Teretonga February 2020.

Phipps. Here was a challenge, could he build a racing car? (Details of the racing cars he built follow.)

The first car, the Begg 650, was built in the Drummond workshop. As plans to build further cars emerged it became clear that he needed more room. The workshop was extended and the new building dubbed “George’s Toyshop”. Nearly all of the cars were tried out along a straight highway in front of the workshop.

As the agricultural business improved George joined forces with Auckland businessman Spencer Allen forming a new company, Begg & Allen, that gave him a stronger foundation for his motor racing activities.

George always wanted to build cars in Europe. A conversation with Bruce McLaren during his time in New Zealand for the 1968 Tasman Cup Series led to George working for McLaren in England.

He worked on the M6 Can-Am cars, then the M8. After McLaren’s death in 1970, and the death of his business partner Spencer Allen, George returned to New Zealand.

Watching F5000 racing in Britain, an idea took hold which didn’t go away and George embarked on his most ambitious racing project to date. The arrival of Formula 5000 marked a new phase for Begg Engineering. Formula 5000 was going to be expensive and the hobby basis upon which George was building cars had to give way to a commercially based arrangement for Begg Engineering Ltd. One of the first decisions was to employ Fred McLean to help develop the cars for the new formula.

After seeing the McRae set-up in England he had decided to contest as many rounds as possible of the European F5000 Championship, most of which were held in England. George took the FM5/01, two spare engines, a spare gearbox, four spare front wheels, four spare rear wheels and 13 cases of other parts and tools, to Europe.

George had already concluded that the next F5000 must be simple and would draw on experience gained in Britain. The 018 design was ground breaking for New Zealand builders and it was clearly a match for the European designs. The finished car was a sensation, lighter than its British-built Lola rivals, it did however have some niggling problems.

For most of the period George was racing cars it was only a hobby. His day job was developing the agricultural engineering business, designing and developing new machinery and importing machine tools. 1975 proved a difficult year for business, and with family complications over a move to Christchurch, motor racing took a back seat. Jim Murdoch took on many of the responsibilities 30 Beaded Wheels

of preparing the car. With escalating costs and Formula 5000 finishing after end of the 1975/76 season, the Begg team decided to retire.

While George was racing cars, the classic motorcycle movement had snowballed world-wide. He was re-introduced to motorcycles at the inaugural meeting of the NZ Classic Racing Register at Pukekohe in 1979. The upshot was the formation of a South Island branch of the Register by George and Maurice Wear. The Register organised meetings at the Timaru circuit near Christchurch. They also organised a return to the historic Cust circuit – the site of the original New Zealand Grand Prix in 1936.

George, with Hugh Anderson, went to the Isle of Man in 1985, forty years after his first visit. Equipped with a 500cc long-stroke 1952 Manx Norton, he was entered in the Manx Senior Classic Race. A later short stroke Manx was substituted at the last minute but seized on the second lap. The Norton was rebuilt for the Old Timers Grand Prix at Salzburg in Austria. George returned in 1987 to the Isle of Man, with the rebuilt Manx, to take part in the Classic parade at the TT, but unfortunately the event was rained off. However he did compete in the Classic Dutch TT, as well as several British races.

George redesigned the frame of his short-stroke Manx for the 1988 Classic Manx. An open-cradle design, the Begg frame front down tubes stop at mid crankcase height. The engine/gearbox unit was encased in full-circle aluminium plates, with the motor further forward than standard. The then 58-year old rider on his Nortonengined special completed the four laps without incident. The Manx engine was later replaced with a Matchless G50 engine that he built himself, competing in a number of races in New Zealand and Australia before hanging up his leathers.

George set up home at Hervey Bay, Queensland, where he quickly became involved in numerous community-based and charity projects, raising $640,000 for a Cot Death Fellowship appeal. George was also a writer, his first book was a biography of Bruce Mclaren Bruce McLaren Racing Car Constructor, the second book, his autobiography A Classic World, the third a restoration book When the Engine Roars, and the fourth book was a biography of Burt Munro – Burt Munro: Legend of Speed.

George died of cancer on 1 April 2007. He left behind a rich legacy of automotive engineering. George’s cars, motorcycles and racing achievements continue to enthral Australasian petrolheads.

▲ John Mines - JRM Sports.

▲ Stanton Corvette.

▲ The Andrews Sisters featured at this year’s speedfest.

▲ Chris Read (9) Mistral TR3A.

GEORGE BEGG CLASSIC SPEEDFEST RACES 2020

1:03.314 minutes in his Ford Mondeo. Aaron Black in his BMW E30 won the second race, which finished under Safety Car in the wet on Sunday morning, after Mauger left the circuit and O’Donnell had a front axle problem. Aaron Black won the third race, Scott O’Donnell borrowed Lindsay O’Donnell’s Volvo S30 to compete in this. O’Donnell was back in the Mondeo to win the final race from Nigel Arkell in his Honda Accord.

Guy Griffith, of Nelson, in a Tatuus FT50, took the opening win in the Formula Libre class on Saturday after quickest qualifier Brendon Leitch in a Ralt RT4 failed to finish. Leitch appeared in a Tatuus FT40 on Sunday and drove through to take victory in the wet ahead of Griffith, before the duo played cat and mouse in the next two rounds with Griffith winning on each occasion.

Raymond Hart in his Ford GT40 dominated the Sports & GT races on Saturday, winning both races while, in his absence on Sunday Allan Dippie took the honours in both races in his MGBGT V8.

In the Larger Saloons, Jim Wallace of Australia, in a BMW M5, won both Saturday races from Frank Ryan in a Chev Camaro. The final race was won by Frank Ryan, and local Jeremy Dawson also in a Chev Camaro was second, Jim Wallace was relegated to third after a 10-second time penalty.

In the Smaller Saloon class Doug Erskine won the first in his Mini from Craig Paddon in a Holden Commodore, with the result reversed in their second outing. It was Paddon again in the damp on Sunday morning, before local David Robertson, in a Ford XP Falcon took the final race from Paddon.

Local Dion Dawson in a Saker won the opening Clubmans Saloon race, but the traction of Brent Cross’ EVO3 saw him win Sunday morning’s wet race. Dawson and Cross both retired from

The Speedfest ran eight classes of racing: Classic Saloons, Sports and GTs, Formula 5000, Vintage Racing Cars, Historic Touring Cars, Formula Libre, Historic Muscle Cars & Saloons Cars, and Club Saloons. The Classic Saloons were split into Large and Small after qualifying. Practice on Friday and racing Saturday were clear fine days, however it rained overnight and the track was wet on Sunday morning before drying as the day went on.

After lunch on Saturday, there was a parade of George Begg racing cars, led out by No 18 the F5000.

The Formula 5000 cars were back after a seven year break from Teretonga. Without a doubt they made the biggest impact, the rolling start, the explosion of noise as the pace car pulled off and the sheer speed was awe inspiring, captivating the large crowd.

McRae cars dominated the racing, with Michael Collins winning the first race from the similar McRae GM1 of Steve Ross. LeRoy Stevenson in another McRae was in the hunt early only to retire, with Glenn Richards finishing third in his Lola T400. Michael Collins also won the second race in his McRae GM1, crossing the line ahead of Steve Ross again. Michael was leading the third and final race when the car expired within sight of the chequered flag, handing Steve Ross the win.

The Historic Muscle & Saloon Cars were another crowd pleaser.

Local boy Bradley Dawson, won three races in a Chev Camaro although Dale Mathers, in a Ford Mustang Boss, set a new lap record of 1:07.108 minutes on Sunday afternoon, breaking the late Colin Dawson’s mark of 1:08.396 set at his final race meeting at the track. The final race was a handicap, with Dennis McConnell winning in a Ford Escort after a tight race.

Phil Mauger won Saturday’s Historic Touring Car race in his Nissan Primera, while Scott O’Donnell set a new lap record of

Beaded Wheels 31

▲ Begg 018, the culmination of a lifetime’s work.

the next race, the victory going to Kevin Underwood in a Falcon who repeated with a win in the finale.

Grant Clearwater in a Capella won both Vintage Racing Car rounds on Saturday but missed the grid on Sunday morning’s race.

Paul Coghill in a Jaguar Special won the third round after a terrific dice with Jim Bennett in a Furi Impulse. Grant Clearwater returned to the grid for the fourth race and won it.

GEORGE BEGG CARS No. 1: Begg 650: was built using whatever parts were available and powered by a BSA A10 650cc motorcycle engine. The car looked sophisticated compared to most other home-builts and soon proved very effective at hill-climbs and small race meetings.

Barry Keen, the original driver, now owns the car.

No. 2: Begg 1600: was a simple space frame chassis, strengthened with curved steel panels welded between the side tubes. Powered by a 1600cc overhead valve Humber 80 engine matched to a DKW gearbox. Converted to Formula Ford specifications in 1971 with a Ford 1600 engine and more modern bodywork. It was raced for over 40years.

No. 3: Begg Sports was a sports car inspired by Bruce McLaren’s cars. The space-framed Can-Am style sports racer, powered by a 4.7-litre Chevrolet V8, mated to a Hewland HD5 gearbox. A Begg Sports Mark II, with a 5.3-litre Chevrolet V8, never got off the drawing board because of a slump in wool prices affecting the whole agricultural sector.

No. 4: Begg Special (later known as Begg Daimler) George built up a single seater for the South Island Specials class, using parts acquired on his travels. The Begg Special had a basic spaceframe, with Jaguar disc brakes, and a Brabham BT-7 body shell. Finished in six weeks, the Chevrolet V8-powered special proved a winner, again in Barry Keen’s hands. It was later fitted with its intended 2.5-litre Daimler V8. George later bought it back from Lindsay Tosh and fitted a Chevrolet engine to compete in Formula 5000.

No. 5: Begg Special 1500: During 1967 George built two more single seat spaceframe chassis, one for Keith McFadzien and another for himself. Keith’s car was fitted with a Ford 1500cc

32 Beaded Wheels

engine and VW gearbox. Sixteen months later, Keith was killed when his car crashed at Teretonga after a puncture.

No 6: Begg Twin cam: The second Begg Special chassis was used on the Begg Twin cam, fitted with a Ford-Lotus Twin Cam 1600cc four cylinder engine, and Hewland gearbox. Winning the first time out with Barry Keen.

No. 7: Begg Twin Cam Monocoque: built using experience gained in England, built as a spaceframe with panels riveted to the frame tubes for rigidity. The car used a 1600cc Vegantune Twincam as a stressed member and fitted with McLaren wheels. The finished machine was very light and neat. The car was re-bodied in 1970 and in 1973 was further re-bodied as a sports car.

No. 8: Begg Sports car (McBegg): George acquired, whilst working with McLaren, a McLaren M1 spaceframe, M6 bodywork, a 5.9-litre Chevrolet engine from an M6, and M6-M8 gearbox and suspension parts. George built these into a car nicknamed the McBegg, because of its origins. The McBegg, driven by Laurence Brownlie, set a New Zealand land speed record of 286kph.

Nos. 9 & 10: Begg FM2/1 and /2 F5000: The FM2 was as a result of a collaboration between George and Fred McLean. Both cars had angular, wedge-shaped monocoque bodywork fitted with Chevrolet V8s, derived from the Chevrolet Camaro Z28. Geoff Mardon then took over the car, FM2/1. In 1971 it was sold to Neil Doyle who raced it successfully. The second FM2 was built in great haste after George did a deal with Pierre Phillips for him to drive the car in the inaugural F5000 Tasman championship. Graham McRae won the Begg’s team first Gold Star in this car.

Nos. 11, 12 & 13: Begg FM3/1 /2 and /3 F-Ford: three Formula Ford chassis built over the winter of 1970 under the designation FM3, were bare chassis with suspension, destined for customers. The wedge shaped body had the radiator located at the back of the car. Cooling problems led to adoption of radiators in side-pods.

No. 14: Begg FM4 F5000: the FM4 was essentially an uprated FM2, lighter and longer in the wheelbase, using McLaren wheels and uprights, a Stanton-built Chevrolet and Hewland gearbox. A sponsorship deal with Winfield cigarettes had the car repainted in gold.

No. 15 & 16: Begg FM5/1 and /2 F5000. The FM5 continued the winning pattern set by the FM4. It was built from a combination of hand-made parts, top quality racing parts sourced from overseas, and modified road car parts, such as Triumph Herald steering, and even a Fiat Bambina starter motor for the Morand-modified Chevrolet. FM1 was taken to Europe to contest the F5000 series.

The second car started life as a spare with a longer wheel base and inboard disc brakes. The car was completed by Allan McCully and he had some success with the car.

No. 17: Begg JM1 Formula Ford was designed by George for Jim Murdoch to race Formula Ford. Built in the Toyshop it took Murdoch to second in the national championship.

No. 18: Begg 018 F5000. The 018 car was the culmination of all the F5000 experience the team had gained, it had a longer wheelbase, side-pod radiators, and weight closer to the centreline. The monocoque was made from sandwiched polystyrene and aluminium sheets and had extensive driver protection. The car is now owned by Scott O’Donnell.

For the definitive information on each of the cars consult Michael Clark’s excellent book “A Tribute to George Begg – The man and his Cars”. I am also indebted to Barry Keen for his help.

Taupo: The first car (Mocks) being flagged off from the clubrooms with Doug in the foreground

RALLY SNIPPETS TAUPO COUNTRY ROADS 13 March 2020 Taupo Branch Words Brent Davidson

We started a great weekend for the Taupo Branch on Friday 13 March with many entrants accepting the invitation to collect their rally packs and bring some takeaways and refreshments to the clubrooms. A great turnout and lots of fun.

Saturday 14th vehicles gathered at the clubrooms from 8.30 to get prepared for the rally briefing with the first entrant away at 9.30am. Over the next hour the 37 entrants were sent on their way for the 170km run. Stages 1 and 2 were competitive and were based around the Taupo industrial area before heading out on the country roads. The route took us Northeast from Taupo towards Broadlands/Reporoa.

We left main roads and travelled the true country roads of the area. Included were interesting questions, some competitive requirements, and quite a lengthy timed sectioned finishing at Waiotapu, the end of stage 2.

A round up of notable rallies and events from around the branches

Stage 3. One stage to the lunch stop.

Tulip navigation and silent checks were the only instructions to take us to Ngakuru community hall. Everyone arrived and had their lunch at leisure before departing back to Taupo on the touring, non-competitive section. There was a choice of two routes, we chose the shorter one that travelled over metal roads. This was back over the Ohakuri dam before back to the main roads and a pleasant run to Taupo.

Saturday evening. It was a full house in the clubrooms, with 78 seated for the happy hour, dinner and prize giving. A spread of placings for both visitors and branch members. A fun evening rounded off with presentations being made by the sponsor Mark Kirkcaldie of Kirk Motors.

Great for both Lorraine and me with our placings, winning class, Branch entry and overall winner.

Sunday morning. The clubrooms and parts shed were open. A good number accepted the invite for morning tea and a ferret through the parts shed and a number of sales were made. Comments from all were that the rally was well run and very enjoyable with visitors saying

â–˛ A large turn-out for the very enjoyable prize giving and dinner at the clubrooms.

â–˛ Brent and Lorraine Davidson receiving their prizes from Mark Kirkcaldie of Kirk Motors, our sponsor.

they would be returning. Overall a tremendous weekend and a big thanks to all those involved in organising and running the event.

Beaded Wheels 33

A BREAK WITH

TRADITION

Words John King Photographs John King and Ian Goldingham

Tradition is a big part of the VCC. Most branches hold some sort of annual event, well suited to the basic philosophy of that branch, and forming a major part of its tradition. When the Waitemata Branch was formed close to 40 years ago it adopted some of its North Shore parent’s more sporting ventures.

s Dean Salter, Waitemata Branch hero, found the Manunui Hillclimb course. Photo John King

34 Beaded Wheels

As the branch in the northern part of New Zealand catering for such competitive events it continued the Chelsea Hillclimb and informally dubbed it Chelsea WALSH (Waitemata’s Annual Local Sealed Hillclimb) to differentiate it from the events on Pebblebrook’s much more primitive unsealed road well out of town.

Pebblebrook has gone, the road to the quarry succumbing to the undercutting ravages of the nearby stream, but Chelsea has long been a proud part of the branch tradition, held on the private drive leading to the Chelsea Sugar Refinery in suburban Birkenhead overlooking Waitemata Harbour’s northern shore. It was a glorious spot, a beautifully maintained park for either frolicking in elderly motors or

lying back on manicured lawns, watching them—for some four decades.

But things began to change. The reconstituted Auckland City took over the Chelsea grounds, and while the standard of maintenance noticeably slipped, more locals discovered the strollable delights of this suburban park.

And then somebody opened an upmarket café in the sugar works at the bottom of the hill. The instant result was constant traffic on the drive, both pedestrian and motorised, impossible to control.

Chelsea WALSH was suddenly no more.

The optimists tried to think of ways of working around all that traffic, while the realists sighed, shook their heads and tried to find another venue. Private roads to suit unregistered retired racing cars are

Neil Moore is a consistent competitor in his 1951 Jowett Jupiter. His best Manunui time was 1 min 14.89 sec. Photo John King

s Ryan McDonald (1923 Chevrolet) enters the first bend after the start line. Photo: Ian Goldingham

thin on the ground around Auckland, but Dean Salter, with a useful combination of architectural and motoring instincts, found something at Pakiri, near the coast east of Wellsford in North Auckland. The Manunui Coastal Estate is a sort-of-stalled residential development on the northfacing hillside above the hamlet of Pakiri, one ridge inland from the better-known Pakiri Beach, with stunning views across Jellicoe Channel to the Hen and Chicken Islands and Bream Head.

And so the Manunui Coastal Hillclimb was held in fine summer weather on the last day of February, shortly before the world descended into Covid-19 madness.

Preparations and organisation were thorough, helped by such onsite facilities as farm sheds for serving lunch in, and a real paddock for gathering cars. Clerk of Course Max Jamieson gave a no-nonsense briefing, and stressed the complete ban on smoking in view of the continuing drought and tinder-dry conditions. Behaviour of motorists, marshals and spectators was

exemplary, helped by the lack of local motor and pedestrian traffic, and the day was judged an outstanding success all round.

The road itself, easily found by googling Pakiri topo maps, has challenging bends and gradients, rising some 100 metres in elevation in the kilometre-plus section used for competition.

Entries numbered just under 30, and with a complete absence of the Austin 7 specials that once swarmed up Chelsea, engine sizes ranged from the 948 cc of Kevin Andrew’s 1958 Speedex Silverstone and Bevan Redpath’s Morris 8 special, to the 5 litres of Lionel Rogers’ ferocious Bugatti Type 59/50S. Driver ages weren’t listed, but the cars ranged from Ryan McDonald’s 1923 Chevrolet 490 Speedster up into the mid-1970s and the least vintage-looking Lola T342/FF. Fewer than half were prewar.

With everybody new to the hill, drivers had a compulsory exploratory walk or gentle drive, not necessarily in their competition cars, before the timed practice run and the day’s total of four competitive climbs, not all completed by everybody.

The reasons for fewer runs varied from mechanical to nervousness about the effect of the drought on wooden wheels, but most drivers managed to lower their times progressively during the day.

Only one managed to break the minute barrier, but Chris Fraser’s 59.07 seconds in the Lola wasn’t much faster than Nigel Russell in his 1960 FMZ Formula Junior at 1:01.35, in turn just a whisker under Ray Ferner’s 1:01.97 in the Ralph Watsondeveloped 1931 BSA FW32. The 10 fastest cars were all under 1 minute 12 seconds,

and all but one struggling MG beat two minutes.

On-road drama varied considerably.

Two drivers overestimated adhesion, but their resulting half-spins ended harmlessly facing the local manuka shrubbery, a problem unlikely to be encountered by Jacqui Goldingham (Sunbeam) or Mike Hope-Cross (Singer) whose tyre grip was well above any potential power-to-weight ratio problems.

And with no worries about noise levels deep in the Northland countryside, well away from suburbia, the racing cars were all running straight pipes. Loudest was Roger Herrick’s 1947 A40 Special, with Neil Tollich’s 1959 Jocko, a Fiat-powered Formula Junior recently imported from the USA, not far behind. Most distinctive was Barry Howard’s 1947 Stanford Special, with whistling supercharger audible above any exhaust noise.

But by far the most dramatic was Lionel Rogers’ Bugatti, testament to the Vintage Car Club’s foresight in accepting Authentic Reproduction Vehicles—not to mention the engineering expertise of Robert McNair and Lionel himself that went into making it. From high on the hill the sound of the Bugatti exploding into life at the start line and its bellows as it accelerated between corners would stir the blood of the most blasé vintagent.

So Manunui is completely different from Chelsea in almost every way, but the Waitemata Branch organisers and workers can be proud of what they accomplished for the first time on a new hill. Its continuing availability is out of our hands, but fingers are firmly crossed for the future.

More photos overleaf.

Beaded Wheels 35

Neil Tollich’s 1959 Jocko Formula Junior looks smart and manages 1 min 2.37 sec for 4th fastest time. Photo John King

s Nigel Russell crosses the finish line in his 1960 FMZ with 1 min 1.35 sec, second fastest time of the day. The Hen and Chicken Islands provide a scenic backdrop to the north. Photo John King

36 Beaded Wheels

s Terry Roycroft’s fastest time in the family Type 35 Bugatti was 1 min 10.54 sec.

Photo John King

Jacqui Goldingham, 1924 14/40 Sunbeam (1 min 52.86 sec). Photo John King.

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–        

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LONG DROPS AND BLACK HOLES IN

THE MIDDLE EARTH

A tour of Waterfalls and Tunnels across the middle of the North Island Words Ray Betteridge

Day 1 - A group of eight couples assembled at a Greytown café to enjoy the first of many coffees and to kick off the tour. Our group comprised Claire and Bruce Benge (1946 Ford V8 Jailbar), Deirdre and John Blakemore (1930 Ford roadster), Joanna and Kevin Buck (Ford Falcon), May and Greg Haines (1955 F100 pickup), Alison and John Hollis (1937 Ford V8 pickup), Alison and John Kinvig (1957 Austin A95 Westminster) Jocelyn and Colin White (1951 Ford F1 pickup), Tasi and Ray Betteridge (1928 Ford Model A special coupe).

We headed off, stopping at Waipukurau for a picnic with table cloths and silver serviette rings (the standard soon slipped).

After lunch we took the scenic and quiet Middle Road towards Napier.

Day 2 – We had planned a day in Napier, and started with a scenic drive down Tukituki Road before visiting the Maraetotara Falls. These were not signposted, but when found were stunning.

A couple of us bathed, and were acutely aware of the saying about the effect of cold on brass monkeys’ paraphernalia. After a riverside picnic lunch at Clive we returned to Napier to visit Steve Trott’s collection of three beautiful and big American rag tops.

Steve has a Packard, Cadillac and Auburn, many tin signs, and brands of petrol cans we never knew existed. Wow! Some of us returned to Clive to see Steve Montaperto’s collection of period flathead hot-up gear and vehicles. All beautifully presented, and possibly the biggest collection in New Zealand.

Kiwi Road.

Beautiful Maraetotara Falls.

Day 3 – Back to serious motoring. This morning we drove to Wairoa, enjoying coffee beside the river before taking the inland road to Gisborne. We stopped to view the spectacular Reinga Falls, and then picnicked and swam at the beautiful Donneraile Park. We took the long detour (my fault) but were rewarded with a fantastic drive through white cliffs, with river views and grass in the middle of the road (Bruce reckons this signifies a real road). We then ambled into Gisborne for a well-earned rest.

Day 4 was spent in Gisborne at the clubrooms and in the parts department.

Some then visited the Tairawhiti Museum followed by a swim at Waikanae Beach.

Day 5 – A busy motoring day – we left Gisborne on an inland route that took us to the wide and sparkling Rere Falls and the Rere Rockslide, before continuing to Motu to take in the historic Motu-vation Café (housed in a historic building that was a 38 Beaded Wheels

shop pre-1909). The area is steeped in local history and there is a lot of memorabilia.

We could not depart without a visit to the grand and energetic Motu Falls.

After this, some, on misguided advice from a VCC member, returned to the highway, while the rest drove down Motu Road. Vistas of endless steep hills and valleys covered in rich native bush. The road was in good condition, with the only hazard a local primary school cycle trip ahead of us. We eventually all arrived at Opotiki.

Day 6 – was an easy one. We left Opotiki taking Ohiwa Harbour Rd to continue around the harbour, and along Ohope Beach. After a roadside coffee we cruised through the lakes for a picnic at the Rotorua lookout. We then ambled down SH5 to Acacia Bay with time for a swim to finish.

Day 7 – We had all entered the Taupo Country Roads Rally, and were treated to a day motoring on scenic roads. The slightly cryptic questions around town got us up and running, then timing, questions and tulip instructions were added into the mix. These had a lot of us doubting out own judgement. We all attended the dinner that night and were pleasantly surprised when our members collected a good chunk of the silverware. This caused some mirth and raised questions about our eligibility next year. A great day .

Day 8 – We returned to the Taupo clubrooms for some parts scrounging and a farewell, then travelled, largely on SH30, to Bennydale. Our afternoon drive was to Waitomo, followed by a cave tour in another type of black hole. Our tour group was mostly made up of people who had come on planes from distant shores, and our host had us grouped close together.

(A few days later this would not have happened, and for the next fourteen days we were conscious of Covid-19 with every sniffle). Sadly, as John and Deirdre pulled into the motels the Model A’s universal spread its bits universally, and the car was towed home. Thankfully they continued in a rental.

Day 9 – Another big day with an early start that brought a few groans. We drove to Ohura for a picnic lunch before we set out down Waitaanga Road to visit the Ohau Tunnel. We then backtracked to Kiwi Road – a bit of a roughy. Three low slung cars opted for an easier road, while the intrepid Fords continued to pass through three more tunnels and some splendid scenery. It was rough, but at 7mph it was not an issue, and was a most rewarding

experience. These tunnels were all hand cut about 100-120 years ago, sometimes with the luxury of a steam hammer. What a fantastic day’s motoring. Our dinner at Cobb & Co that night was very welcome and we were blissfully unaware that an armed hold-up was happening out back.

Day 10 was a rest day in New Plymouth.

Day 11 – An early start for a big day. We headed north slowly climbing upwards, with broad panoramas of farmland towards Mt Egmont, and the serene and lazy Waitara River dissecting the landscape. We continued to flirt with this river as we got closer to its source. There seemed a huge contrast between this glassy river easing down to a tempestuous Tasman Sea on the west coast, while on the east coast we had watched the Motu crashing relentlessly to the Pacific Ocean.

We went though the Tahora Tunnel before turning right at Mangaoapa Road.

A leisurely drive through some fantastic scenery brought us to the Kiore Tunnel.

Surely the jewel in the crown of the region’s tunnels. We soon joined the Forgotten World Highway (SH43), to stop at a real long drop at Whangamomona, before continuing through the Moki Tunnel. We turned off to visit Mt Damper Falls, reputedly the highest in the North Island. Unfortunately to achieve this title they would need water flowing over them. The dry season was having a real impact on the area.

In the afternoon we returned to SH43.

The stretch of unsealed road here was by far the worst on the tour, with unavoidable deep corrugations for many kilometres. An absolute disgrace on a road that is both a state highway and a heritage trail.

We arrived, a bit late, in Taumarunui to visit Stave Draper, an ex Upper Hutt guy, who showed us his beautifully crafted ukeleles and an array of wind vanes.

▲ Beautifully crafted Kiore Tunnel.

▲ Lunch at Rere Falls.

Day 12 – was started with a leisurely coffee in Raetihi before a scenic amble down to Pipiriki to join the Whanganui River on its journey to the sea. Along the way we visited Jerusalem, London and Athens before we arrived at Whanganui. A final dinner at the Metro left us a bit sad, as we had to go home the next day.

All in all, eight black holes, one cave, about five long drops, umpteen coffees and picnics, 1482 miles of amazing roads and scenery, fine weather all the way, and 16 great friends. How lucky we are in Aotearoa. As the 1980s tourism ad said “Don’t leave town ‘til you’ve seen the country”.

▲ Colin White’s masterclass in hashbrown cooking, sadly not emulated at any other stage of the tour.

▲ Picnic at Donneraile.

Beaded Wheels 39

BOB’S TEMPTATION...

Words and Photos Bob Bullock In late August 2019 a trip to Auckland included a few days relaxing on Waiheke Island. On returning to the mainland and before my return home, there was one last chore to attend to. I really needed a new mobile phone, operator error had somehow muffed my existing one and it was rendered incapable of accessing the internet. A short visit to a couple of department stores in nearby Henderson, finally resulted in a suitable model that ticked all the right boxes ie, not too complicated or expensive and I finally had internet access again. Time to say my farewells, then board the flight heading South again.

The first matter to deal with, was the sale of my 1925 Excelsior Super X 750 V twin with sidecar. This rare American bike was purchased in early 2018, as an unfinished project requiring the completion of the unit construction motor, gearbox, clutch/helical primary drive unit. This task was duly accomplished. However, the thought of riding this fairly large combination without the benefit of a front brake,

40 Beaded Wheels

plus the expanding/contracting band, rear brake setup (rendered almost impotent in wet conditions) plus lots of other small finishing tasks,dampened my earlier enthusiasm and the decision was made to move it on.

As I am not that tech savvy, a local friend volunteered to place it on TradeMe for me. After a false start the first time, a slight reduction in asking price finally saw the outfit sold and heading to a new owner in the bushfire ravaged NSW coastal area in Australia. My thoughts and prayers went with the bike on its next journey overseas.

About a month after the Super X was sold I was indulging in my new- found evening pastime, surfing the Web on my recently acquired mobile phone. Quite by chance I came across a website in the USA, dedicated to buying/selling predominantly classic/vintage motorcycles. This site caters for mainly American and British bikes, which not surprisingly, immediately caught my attention.

To cut a long story short, I duly purchased a 1957 Harley- Davidson XL Sportster. For various reasons the purchase process took almost three months to complete but the bike eventually made it home.

Frame number 57 XL 1118 is a first year example of one of Harley-Davidson’s longest running and most successful models, known from day one simply as the Sportster. The author of the name is unknown, but their appellation still rings true and correct 63 years later.

Rick Conners’ comprehensive Harley Davidson Data Book states that 1,983 of the XL and 418 of the XLA (Army) units were produced in 1957, this one being number 118 off the production line.

The bike was comprehensively restored in the nineties by Don Chastain, using NOS (new old stock) replacement parts where required. No reproduction or aftermarket parts were used. Sometimes we hear the term ‘a correct nut and bolt restoration’, this example could be labelled as such.

Having had the bike for a couple of days now, and given it a polish and close inspection, I can only say that, even 20 plus years since restoration, it is still in immaculate condition. The seller estimated it as a 99 or 100 point example and added that it is almost too nice.

A visual inspection inside the fuel and oil tanks show both in as-new and unused condition, while a NOS dry charged Harley-Davidson 6 volt battery resides in its holder, connected to a new wiring loom. Carburettor, generator, voltage regulator, seat, tyres, tubes, etc, down to individual nuts, bolts and washers are in new condition, either cadmium plated or parkerised as per original specifications.

The NOS speedo showed half a mile on the odometer, obtained over the years by pushing power alone. In summary, this bike is presented in new, off the showroom floor, condition.

When introduced in 1957, the Sportster was a breath of fresh air in the company line-up of new models. First and foremost was the new overhead valve motor that finally relegated the 1929 side valve design to obscurity. The capacity was increased from 45ci (750cc) up to 55ci (883cc) with compression at a modest 7.5:1 ratio.

Maximum power was 40bhp at 5500rpm.

Weight was 463lb (210kg) with a top speed of 100mph (161kph). Fuel economy was a generous 57mpg. Front forks were telescopic with twin shocks at the rear. The gearbox was foot operated four-speed with hand operated clutch.

Within a couple of years the basic XL model would be updated with 9.0:1 pistons, hotter cams, magneto ignition, an improved carburettor plus other improvements. Power dramatically increased, along with top speed, leading to the Sportster being recognised as one of the early superbikes.

Returning to the 57 XL though, at this stage I would prefer to keep it in its pristine condition. It would be a shame to risk it out on the road, therefore it will probably remain in its showroom status. Having said that, the seller also has another 57 XL Sportster, in good unrestored, original condition, with the added bonus that this one can be ridden. Another plus, it is bike number 1,114, only four numbers older than 1,118. Now if only my finances would stretch a little further, hmm.

For those interested, XL 1118 is currently featured on youtube and can be be viewed by clicking on Glenn Bator 1957 sportster 57 xl 1118 walk around.

Beaded Wheels 41

THE COP BIKE Words and photos Allan Cole

42 Beaded Wheels

“Okay, here’s the plan” I said to Linda, my wife, trying to sound convincing. It’s hard enough collectting four bikes, now I have to summon up all my powers of persuasion in order to bring in a new member of the “family”.

I should explain, though, that this was not just some selfish attempt to feed my hoarding nature. There was an element of logic involved. You see, I had just been involved in an employment dispute. Anyone who has endured this knows how demoralising it can be. I just wanted to distance myself from the profession.

Reliving my younger days as a motorcycle mechanic seemed a possible answer. One great thing about working with your hands is that your competence is forever on display, both to yourself and to your peers. It can’t be rubbished by someone with an axe to grind.

So, what was the plan? Well, having worked for many years with BMW, and watching the resurgence of interest in the airhead engines (non-watercooled), perhaps a doer-upper could be found online and resold at a profit.

A vote of confidence from the other half of the household and a couple of weeks of searching revealed a 1977 BMW R75/7 going for a below average price. Of course the low price meant that a large amount of spanner wielding was required. It was just what was needed.

The bike was on its wheels, so it was tied to a pallet and shipped up from Napier to Kaukapakapa (don’t ask) along with lots of boxes of bits. Many of the bits were recently resprayed in a maroon (from Honda) that was close to the correct BMW shade. The advert had shown a huge and frankly hideous fairing painted in grey primer.

The colour didn’t matter because the first task would be to rip it off and use it for a chook house or something. The trend at that time was (and sadly, still is) to make it into a so-called cafe racer – you know, no airbox, small battery, brown saddle (why?) and knobbly tyres (even more why?). Coming from the age and the place where cafe racers began, I can assure you that nothing we ever built had knobbly tyres.

But wait, what’s this? As the boxes were unpacked and the of broken and worn out bits were exposed once more to daylight, two tiny, fibre-glass boxes were a puzzle. What on earth could be packed into these miniature spaces? They were hardly big enough for anything more than a couple of books… Books? Who takes to the road with just a few books? Oh! Policemen do, that’s who! It all began to make sense, that’s why it had that huge fairing, that’s why it had that lid on the tank, that’s why the fairing was marked Avon (UK) and the tiny panniers were marked Craven (also UK). A new plan was needed, this unique and unusual bike had been that rarest of vehicles, a working motorcycle.

As I had not lived in New Zealand during the ‘70s and ‘80s, it was explained to me that the cops here didn’t ride bikes like this.

They went from Brit’ bikes straight to Japanese Hondas, before using later model BMWs. So how did a UK cop bike get here? By tracing the father of the last owner (in 2005), it appears that his son imported it after riding the bike during his stay in the UK. Knowing this, the decision was made to honour the bike’s history, and rebuild it as a cop bike. Google images showed these bikes in full dress and so a full restoration began.

All body parts were rubbed down and sprayed white, fortunately a relatively easy colour for an amateur to work with. Amongst the boxes of bits were two peashooter silencers which were sold to a Triumph restorer, enabling me to order BMW pattern ones from the UK. Also ordered was the correct, single seat, giving an immediate official look to the profile. Fluorescent orange and blue panels on each side made the purpose of the bike more obvious, as did the two blue lights (work lights sprayed blue) protruding from the front of the fairing. Just to leave no doubt, a sign on the windscreen seemed fitting, but to stay out of trouble, it became a “POLITE’’ bike, not quite a “POLICE” bike. A fake (boat) radio, coupled to an old telephone handset and a car aerial continues the illusion.

It looked the part and after it sailed through the test, it was re-registered for the first time in 12 years and became a useful member of the fleet. The cops of the day must have enjoyed the level of weather protection given by that huge fairing, as I did during that first winter of use. I was riding 100kms return a day, and with the addition of heated grips, it began to feel like a true working bike.

New tyres, brakes and battery helped to make the BM into a daily rider and enabled me to attend various rallies without the use of a trailer. The interchangeable dual seat meant Linda could go too, just ride there, do the rally and ride home. Paying only a tiny fraction for the registration compared to my other bikes, also makes me think this one might stick around for a while.

Along the way some really amazing episodes kept me entertained. There was the broken rev-counter saga which went on for

Beaded Wheels 43

months. An instrument repair shop was to fix the broken needle, loose glass and faulty gears. Eventually, the call came through: “we have all the parts and will assemble it again, but do you know what was the drive ratio?” Club members, dealers, and even the importer, yielded nothing. Then an old email reminded me of Kane@ Rtwinworks.com, a really helpful guy. “That’s easy”, he said, “just put a blob of paint on the rev-counter inner cable, turn the engine 360 degrees and count how many turns the cable makes”. No-one else came close to such a simple solution! Thanks Kane.

On a UK website, pattern silencers were available at a fraction of the cost here in New Zealand. A family visit meant the silencers, although big and bulky, could come back with us as extra luggage.

This extra cost was nothing though, compared to import charges – gulp!

One last part of the puzzle remains, however, What was the BM’s UK history? Which region did it serve? How many times has the speedo turned over? Was it involved in any glamourous crime cases? The bike has been displayed a couple of times and these types of questions often arise. If anyone could advise how to fill in these blanks, please contact Allan Cole, email address; cole.makarau@gmail.com.

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Suit 53 or 54 Model. Offers accepted. Phone Richard on 03 383 2077 Chch. MEM CANTERBURY GRILLS FOR FB HOLDEN, A 40 Farina Mk 2 and EIP Vauxhall; Radiator grills for Wolseley 1300 and Austin A30 ; doors for Ford 10,’38 Chev and Morris 8; quarter light windows including frame they fit into for; Mk1 Cortina RF, KE Corolla LF, XY Falcon RF, XP Falcon LF, VG Valiant RR, Hillman Hunter RF, Renault 15 coupe LF, HT Holden LF and RF, VJ Chrysler LF, Anglia LF; bonnet for Austin 8 and Morris Minor; Triumph 2000/2500/PI instrument clusters, diffs etc. Enquiries to Waikatospares@ gmail.com MERCEDES SL350 1972 p arting out. No body panels but most other parts, hardtop brightware only, most mechanicals available, good seats (white) almost new radiator. Car was driven under trees in 2012 and left, therefore panels and chassis are rusty. Has good oil pressure. Ph 06 758 2635, dianeasquit@yahoo.com MEM TARANAKI CARBURETTOR RECONDITIONING including classic and performance makes. 40 plus years trade experience. Free advice. Contact Graeme Tulloch, Tulmac Carburettor Specialists on 027 612 2312 or (Levin) 06 368 2202 COACHWORK F or all your coachwork, woodwork and timber rim steering wheels for your veteran, vintage or commercial vehicles contact Designs N Wood, John Martin, 11 Bell Avenue, Cromwell.

Phone/fax 03 445 0598, 021 109 1309 or email martin_jw@xtra.co.nz MEM CENTRAL OTAGO

DISTRIBUTOR & FUEL PUMP PARTS We continue to rebuild metal vacuum advance units New Old Stock – Distributor caps,condensers and rotors stocked for many vehicles 1930-1990 New Pumps - PN Fuel Pumps for most car/ tractor brands (except American), KITS for AC pumps Hours 9am to 3pm Monday-Friday 85 Polo Prince Dr, Alfriston, Auckland email: peter@qualityrebuilds.com www.qualityrebuilds.com

PHONE PETER 09 267 4700 GOT VIBRATION PROBLEMS?

T he crankshaft pulley/balancer/damper may be the cause. Rubber perishes over time. John at Harmonic Damper Rebuilds can rebuild your pulley like new. He has a proven system to re-rubber and re-sleeve dampers. Most can be rebuilt as good as new and save you money and engine repairs. 027 666 3350 or 07 863 3350 damperdude@gmail.com

BALANCING BALANCING BALANCING, We can balance most vintage and single cylinder engines, fans, driveshafts etc. Work is carried out on a modern digital machine.

M S Coombes Ltd, 344 St Asaph Street, Christchurch 8011, Ph 03 366 7463, email: info@mscoombes.co.nz PENRITE OILS W e carry a large range from vintage to modern engines. Gearbox, diff, SU dashpot and water pump grease.

M S Coombes Ltd, 344 St Asaph Street, Christchurch 8011, Ph 03 366 7463, email: info@mscoombes.co.nz PISTONS PISTONS PISTONS PISTONS FOR VETERAN, VINTAGE, CLASSIC & ODDBALL ENGINES. We can supply piston sets for most makes and models. All piston sets come complete with rings and gudgeons. We have over 700 listings at competitive prices.

M S COOMBES LTD 344 ST ASAPH ST, CHRISTCHURCH Ph: 03 366 7463 E: info@mscoombes.co.nz RURAL PROPERTY FOR SALE FOR CAR COLLECTOR in Karaka-Drury-Auckland. Brick and tile, two story house on 2.7 acres (1.1 hectare) on no-exit road of 19 houses with common water bore. Sizable family room/kitchen with floor heating, dining, lounge with wood burner, 3 bedrooms, office/nursery, two bathrooms.

Double internal garage, high stud shed, 80 metres plus 3-gate freestanding garage 80 metres.

Situated on a rise with magnificent views and sunsets, overlooking the paddock. Five minutes from Auckland motorway or work from home.

Ph 09 238 1198 or lanciaregister@xtra.co.nz

DRIVESHAFTS DRIVESHAFTS DRIVESHAFTS We can alter or make driveshafts with fabric components to take modern universal joints and yokes, as well as performing dynamic balancing. We also carry a large range of driveshaft components for car, trucks, industrial and marine. M S Coombes Ltd, 344 St Asaph Street, Christchurch 8011, Ph 03 366 7463, email: info@mscoombes.co.nz HUBCAPS – a ny problems contact me. I now produce either hubcap skins or complete hubcaps. These are top quality replicas.

Pressed not spun to the closest possible original specifications. I can manufacture any model that uses the skin system plus many others provided they do not exceed 10½ inch in diameter. For more information phone Dave Patten Replica Manufacturing (2003) Ltd, Phone 027 247 7956, 160 New York Street, Martinborough. dave.patten@wise.net.nz

Beaded Wheels 45

MARKET PLACE

1938 FORD CONVERTIBLE SEDAN, 8BA motor.

Adjustable lifters, twin 97s electronic dizzy, new hydraulic brakes, new tank, 12v rewired. New running boards not fitted, good glass, no tears in trim, good top. AUD$45,000 Ph Neil Harlow, 0061 919 8005, s.harlow@optusnetcom.au.

1967 MGBGT R ecent repaint. New front guards, sills, door skins, tail gate skin. New leather upholstery, new door cards, headlining, carpets etc. I have owned this car 26 years. Near new Michelin Tyres. $19,500 ono Enquiries Shaun Leahy 027 600 4960, mcgreevyleahy@xtra.co.nz, Greytown.

MEM WAIRARAPA

NEW MODEL A FORD SHOCK ABSORBERS. Precision manufactured in NZ. They are fully adjustable and work as per the originals, $322 each. New 1928/29 and 1930/31 Model A open car windscreens. Ph 03 359 0565 or 021 128 9252 or www.vintagefordparts.co.nz MEM CANTERBURY

1954 MGTF 1250 f ull professional restoration INTERIOR ROOF LIGHT FOR SEDAN FOR SALE MEM WAIRARAPA 1983/84. Insurance valuation $45,000. Still in Phone Graham 06 378 7422 excellent concours condition. Won five councours competitions and 2nd in four. 1985-2005 selection of spare parts available. Offers to Russell Egan, 021 516 414, email catherine.a.egan@gmail.com

MEM NELSON

1934 FORD DELUXE 5 WINDOW COUPE A stunning, rare example of an iconic car, painted Dearborn Blue. Has factory tools, jack / hand pump. Good orig low LHD mileage car. Had impeccable ground up restoration. Dearborn show winner (998/1000 points) reg wof. $135,000, may part trade Northland/ Whangarei property Ph 09 432 8258 or 027 435 8047

MG MIDGET MK 3 1971 1275 cc Previous WOODEN WHEELS m ade for your metal­ owner had vehicle over 30 years & completed work. Steam-bent felloes, any shape spokes. engine rebuild. A fun thing to drive and performs New beaded rims available in some sizes. Phone surprisingly well. Rego on hold. 5-speed gearbox Vern Jensen 06 323 3868, 16 Osborne Terrace, adapted to fit engine is available. Ph 07 863 3554, Feilding, sandvo@callsouth.net.nz MEM ianverrall@outlook.com MEM BOP

1939 FORD V8 SEDAN. L ocation Auckland. Nice car to drive. Car in good order. For pictures and info, contact Rushmore Motors 027 2245 045 a/h.

46 Beaded Wheels

Please advise National Office of any changes of address or sales/purchases of vehicles.

Email admin@vcc.org.nz or post details to VCCNZ, PO Box 2546, Christchurch 8140

1925 BULLNOSE MORRIS. 2 seater. Location Dunedin. Good motoring vehicle. Reg. on hold.

For pictures and info, contact Rushmore Motors 027 2245 045 a/h.

1990 XJS JAG COUPÉ. Ex. cond. 90,000k. Two owners. Immaculate. Faultless. Will be reg and wof on sale plus new battery. No rust or scratches.

Maroon with red upholstery. For pictures and info, contact Rushmore Motors 027 2245 045 a/h.

MARKET PLACE

THE CLUB HAS 100-YEAR VEHICLE BADGES which are available for purchase at $50 each. Only for vehicles that are over 100 years old and have a valid VCC ID Card approving the vehicles age as more than 100 years since the date of manufacture. For further details, please refer to the Branch Manual, section 40G, or contact the National Office.

MAGNETO AND COIL WINDING SERVICES Magneto repairs, coil rewinding, work guaranteed. We buy and sell magnetos of all types except aircraft.

728 Waimutu Road, RD2 Marton 4788.

Phone Warwick 06 327 3849, 027 281 8066, walandlynn@farmside.co.nz

MEM VALVES exhaust quality stainless for vintage engines. Available in blank form or machined to size required. George Calder, 307 Hoon Hay Rd, Christchurch. Phone 03 338 5372 or email gandkcalder@gmail.com

VINTAGE CAR REPAIRS

All Classic and Vintage Car restoration.

• Panel making • Wooden body repairs, • Bumpers and moulding repair • Competitive hourly rate.

Unit 1 11 Penn Place, Upper Riccarton, Christchurch

Phone Grant 341 5100 or 027 223 9474 granttvin@gmail.com HISPANO SUIZA 2 rear brake drums with 80mm VINTAGE ENGINE SHORT BLOCKS diameter long spline hubs wheel and axle nuts, We can in most cases rebuild your short Klaxon hand driven veteran horn, Klaxon electric block using modern shell bearings, horn, Bosch DU4 and ZU4 dual ignition mags, new pistons and rebuilt oil pump. asstd Claudel Hobson brass cabs, Nonparriel bulb Please contact us for more information. horn, pair Lucas bullseye oil side lamps Lucas and M S Coombes Ltd, 344 St Asaph Street, Dependece oil tail lights, 4 cyl BTH mags, assorted Christchurch 8011, Ph 03 366 7463, email: grease and oil cups. Ph 073484227 MEM ROTORUA info@mscoombes.co.nz HUPMOBILE MOTORS 1923 AND PARTS 8 x generators - Delco, Remy, Bosch, Lucas etc. 3 x starter motors - Lucas, one vintage long shaft. 1 x magneto 1914, 2 x 8 inch headlights. 1 x brass honeycomb radiator core. Ph Ivan Hibberd 03 323 8769 ivanehibberd@gmail.com MEM CANTERBURY

VINTAGE & CLASSIC QUARTZ halogen bulbs.

Replace your existing bulbs without rewiring the headlamp assemblies. Up to 100% brighter than your existing Tungsten bulbs. Will fit most reflectors fitted to Pre & Post war cars and motorbikes. Also available in single filament 55 watt P22 & BA 15 bases for use in spotlamps and mechanical dip reflectors.

Most bases and configurations available in 6v & 12v. Further info: Norm & Jan Sisson, sole NZ Agent. Phone 027 311 6563 , Amuri Motorcycles, 2C Birmingham Drive, Christchurch.

Email modelboatsupplies@snap.net.nz

MODEL A FORD REBUILT SHOCK ABSORBERS, as original. With exchange $210 each, or $240 outright. Arms and all connecting parts available.

Postal delivery extra. Phone Jack 03 352 6672, 0274 322 041 Christchurch. MEM CANTERBURY

VINTAGE TRUNKS made to order or stock sizes.

Dust proof and waterproof. Phone Allan on 06 844 3959 or 0274 469 331 Napier. MEM

PENRITE ENGINE COOLANT A colourless hybrid-organic non glycol based corrosion inhibitor designed specifically for use 1924 STANDARD MODEL V3 with a very lively in Veteran, Edwardian, Vintage and Classic Car 1300cc OHV engine, 3 speed gearbox, Charming cooling systems. M S Coombes Ltd, 344 St Asaph English built aluminium bodied touring car, Street, Christchurch 8011, Ph 03 366 7463, email: Restored, registered WOF. $16,500. Paint, body, info@mscoombes.co.nz hood and side curtains tidy. Many spares.Cruise all day at 40 mph. Motored since 1974 all over New Zealand. Ph T Lightfoot 03 3851 200, trevor. wendyl@xtra.co.nz MEM CANTERBURY

TRIUMPH 2500TC – manual O/D Impressive straight, tidy, rust free exterior, chrome in excellent condition and very tidy orig interior. Orig paint has minor light pitting in places but quite serviceable.

Power steering, new clutch, new steering ball joints, stainless steel exhaust & towbar. $5,750 ono, may trade Triumph 13/60. Phone 03 577 5509, Consultech@xtra.co.nz.

MEM MARLBOROUGH

1930 MODEL A FORDOR SEDAN. V

ery presentable. Completely re-wooded. Nice upholstery and paintwork. For pictures and info, contact Rushmore Motors 027 2245 045 a/h.

1938 AUSTIN CAMBRIDGE 10HP. R estored in 1999 in good order runs well. Ph Robert 03 313 6244 or David 03 313 3137 evenings.

MEM CANTERBURY

1950 FORD V8 PILOT This car is not restored but tidy original condition, matching numbers, runs & drives, reg on hold service manual & handbooks $12,000. Ph Noel 027 469 7220.

MEM STH CANTY

Beaded Wheels 47

MARKET PLACE

1953 MG TD MARK II (TDC) Tidy car with correct chassis / engine numbers. Present owner since 1976. Imported to NZ 1970 following extensive UK rebuild. Mileage 23,000 now 45,000. Always garaged - not used in wet conditions. Fully serviced. Rego and WOF. Price $40,000. Ph Dennis 07 348 8448 evenings only. MEM ROTORUA

1936 AUSTIN 7 OPAL FOR SALE. In great condition, goes well. Comes with a spare engine and lots of spare parts/lights etc. Viewing available in East Tamaki. Asking price - $14k. Contact Shane on 022 09 77487 for more information on the car.

RHD 1947 PLYMOUTH CLUB COUPE , only known RHD coupe in NZ. Quality restoration 2003 still in extremely nice condition. Only approx 22,000 miles since. Flathead six rebored to 230cu, 3 speed manual, brake booster, factory radio, clock and heater controls. Converted to 12 volt. $49,000 ono.

Contact Lindsay , Oamaru , 03 437 0809, 021 230 1062, plymouthnut@xtra.co.nz MEM STH CANTY

1951 AJS 500CC SINGLE CYLINDER. O lder restoration, but a good, tidy, reliable bike. Good tyres and seat. Tidy paintwork. Needs new rubbers for foot pegs and kickstart. Ridden Christchurch to Blenheim to National M/C Rally last year and not used much since. Will have registration & wof for sale. Bike in Blenheim. $6,000 bevars@outlook. com 021 0266 2425.

MEM CANTERBURY

1999 JAGUAR XK8 COUPE It has been in our family most of its life and has only travelled 76,990 km. The car has just been serviced and had a new battery last year, new rear tyres this year. The asking price is $15,500.

Contact details Basil North 027 550 0000 or basil.north@xtra.co.nz MEM OTAGO

MAGNETO LUCAS R.S.I Magneto Lucas R.S.I Model DB3 single cylinder. Deceased estate but believe to have been overhauled. Sparks well with a turn using fingers. $120. Early Bicycle Carrier.

Would suit someone restoring a bicycle from ‘30s or ’40s or might be earlier as has hangers for a leather tool bag. Sound condition. $25 Ph 09 5249 255 Graeme, gandm.crawley@xtra.co.nz

FREE ADVERTISING*

$21 Text only advertisement.

Up to 45 words including phone number, no photo.

Additional words over 45 up to a maximum of 65 words, 15 cents per word.

Classified advertising in Beaded Wheels magazine is free *for all current financial members of the Vintage Car Club of New Zealand Inc buying or selling club eligible vehicles or parts. Our standard advertising charges apply for all non-members or members wishing to advertise commercial services.

Email your advertisement to beadedwheels@vcc.org.nz or complete the form below and post to Marketplace, Beaded Wheels, PO Box 13140, Christchurch 8141. See page 3 of this issue for deadline for receipt of advertisements for our next issue.

$54 Text and colour photo advertisement.

Up to 45 words including phone number. Supply a colour photo of your vehicle. Include SAE for return of photo, digital photos may be submitted to our email address: beadedwheels@vcc.org.nz

I wish to advertise in Beaded Wheels. Payment where required must accompany your advert.

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CONDITIONS OF FREE ADVERTISING stamped addressed envelope is supplied by the advertiser. Digital • • Free advertising is limited to one advertisement per financial photographs may be supplied by email in .jpg or .png format, member of the Vintage Car Club of NZ per issue. Members send a high resolution file to achieve best results. must state their membership number when submitting the • Advertisements must be resubmitted for each issue they are advertisement. required to appear in.

• Advertisements must be of a non-commercial nature.

• The recommended length of advertisements is 45 words – the • • Advertisements must be submitted in writing, by email maximum space available is 65 words. Beaded Wheels reserves (preferred), post or fax. Photographs will only be returned if a the right to edit all copy.

Advertisements will be published on a first come, first served basis. While every attempt will be made to include your advertisement in the issue immediately following receipt – limited space may mean some advertisements will be held over until the following magazine for publication.

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Payment where required must accompany your advert. Cheque should be made payable to Beaded Wheels. Post payment & advertisement to marketplace, P O Box 13140, Christchurch 8141. VCCNZ members must be financial and state their branch to receive free advertising.

48 Beaded Wheels

MARKET PLACE

WANTED MODEL T FORD 1924 COWL VENT. J ust the flap.

If you “T” guys could check your stash of bits and come up with one I’d be truly appreciative. We are on the home straight and I really need it now. email: aeroview@xtra.co.nz. Peter, Cell: 0211291 333

MEM ASHBURTON 1926 BUICK TIMING COVER. Ph 027 295 8492. MEM 19/14425

1929-1930 DODGE COUPE 3 OR 5 WINDOW. Any condition considered. Ph 027 282 6440, 03 528 8059, deno@xtra.co.nz BUCKET SEATS A pair of (or even a single) medium sized to suit a smallish sports car – condition immaterial. Also need a basic small rear number plate light to suit a 20s car. Contact Paul Hicks, hicks.family@xtra.co.nz or ph 09 425 7015

MEM WELLSFORD/WARKWORTH EXHAUST PIPES/MUFFLERS f or 1967 Honda CD175 sloper. Also parts book and workshop manual. Or just keen to hear from anyone who has restored or owns one. Ph Cyn 027 577 4792, cyn.crystal.tanner@gmail.com MEM CANTERBURY INDIAN SCOUT 741B GIRDER FRONT END, front and rear wheels, mudguards or any other parts.

Ph Dean 027 438 5047, deandorricott@hotmail. com

CHROME WHEEL TRIM HUBCAPS WHEEL COVERS 10” wheels Riley Elf 1967. Ph 03 437 0774, roberthuttonnz1@gmail.com MEM NORTH OTAGO

REAR OPEN CAR SCREEN in the style pictured for early ‘20s car. This is the only thing missing from the car. Phone Peter 0274 733 137 MEM SC.

PARTS FOR A 1938 TRIUMPH TIGER 80 WANTED. Anything accepted. Ph Carl 027 321 7075, carl@findlater.co.nz MEM SOUTHLAND WANTED BRITISH MOTOR CYCLE, 1940s or ‘50s. Will look at anything complete or restored. Rear shock’s and link arms for 1938 Ford V8 Standard coupe. Phone Richard on 03 3832077 Christchurch. MEM CANTERBURY WANTED SOUTHLAND AA BADGE from post 1963, patina or slight damage is preferred.

Phone Kelly 027 303 5568 or email Kellybrass79@gmail.com.

WANTED TO BUY. 1 (OR 2) WHEEL for 1930 Ford Model AA truck. Preferably including 600x 20 tyre and lock ring. Contact Graham 027 4441170

MEM WAIRARAPA

MOUNTAIN GOAT FARM BIKE, OEM Sidecar in any condition, parts, manuals, photos, signs, memorabilia, 1960s to early ‘70s, anything considered by a collector/restorer. Phone or TXT Steve 027 249 5815 MEM TARANAKI

MORRIS OXFORD MO SERIES d onor car required mostly mechanicals engine, gearbox etc preferred. Something in the South Island, would consider individual major components. Phone Nelson 03 541 9391. MEM NELSON

ASHTRAY WANTED A re you able to help me locate a replacement. This is the only picture I have. It went missing during restoration . The car is 1939 Bentley but the ashtray shown is a post war replacement for which the aperture was enlarged, hence original units available, don’t fit. berwick@berwicktaylor.co.nz 027 279 7981

FORD V8 GEARBOX t op with 3 inch fork for a late 40s three speed Ford V8 pickup truck with open drive shaft. Phone 03 208 7932 Stewart Quertier, stewyq@ farmside.co.nz MEM GORE

ORIGINAL BUICK AGENT’S PLAQUE WANTED as shown in the photograph. Email neil.nonie@xtra. co.nz or phone 03 434 9470 MEM NORTH OTAGO

BI-FLEX LONGRANGE 9½ inch headlight reflector lense in sound condition or complete headlamp.

Richard Ph 021 488 083.

MEM HAWKE’S BAY

MK2 JAGUAR ORIGINAL TOW BALL FITTING as shown. Not sure but may have been NZ only. Need the shaped piece that fits into the curved part of the rear bumper preferably with mounting bolts and nuts, would like the angle piece as well. Mounting holes in bumper are 90mm apart. Ph 021 0266 2425 bevars@outlook.com MEM CANTERBURY

CARBURETTOR FOR CYCLEMASTER OR SIMILAR wanted. Amal 308. Complete or parts. Ph Bill 03 548 8743, 021 672 559, bill@irwin.gen.nz MEM NELSON

Beaded Wheels 49

SWAPMEETS AND RALLIES

THE ULTIMATE TIME TRIAL 2020 13–18 OCTOBER 2020

PLEASE JOIN US FOR THE DRIVE OF A LIFETIME! Discount entry fee available for VCC members in VCC/VIC eligible, road-legal cars. No special car mods (roll cage etc), required.

Refer: www.targa.nz for details.

Contact: Rod Corbett rod.corbett88@gmail.com 027 433 8772

PHOTO: PROSHOTZ PHOTOGRAPHY -

GRAB YOUR HELMENT AND START PLANNING...

WAIRARAPA BRANCH INVITES YOU TO

27th NATIONAL MOTORCYCLE RALLY 12-14 MARCH 2021

AFTER RALLY TOUR 15-18 MARCH 2021 These events will both proceed as planned entry forms (printed and on-line) will be available mid June.

For more information contact Rally Secretary, Beth Taylor Phone 021 732 832, email vccrally2021@gmail.com

It’s all go in Wairarapa

2020 NATIONAL VETERAN RALLY GORE

2020 NATIONAL VETERAN RALLY TH 16 – 18TH OCTOBER 2020 GORE

16 - 18 October 2020

For all vehicles 1918 and older Come enjoy our rolling country side, scenic views and warm southern hospitality. All roads will be sealed Register your interest and book your accommodation at one of our local hotel/motels Link: www.gorenz.com/visit/accommodation Entry forms will be available from 1 June 2020 RALLY DIRECTOR: Paul Herron 027 210 4131 RALLY SECRETARY: Lynne Herron 0272 104 046 EMAIL: connemara_miniatures@hotmail.com

For ALL vehicles 1918 and older

Followed by The Prince Henry Tour to Te Anau. For more information about this please contact Nevin Gough, 021 115 0312 50 Beaded Wheels

Come enjoy our rolling country side, scenic views and warm southern hospitality

TRADE DIRECTORY INSTRUMENT REPAIRS Hamco INDUSTRIES

Motorcycle & Car a Wire Wheel Repairs & Restorations

Experienced expert technician Bruce Chaytor ph 021 631 700 Nicolette Prangley 021 166 8374 nap.chaytor@gmail.com 5 Gibbs Place, Kinloch, RD1, Taupo 3377

We Specialise In • Custom Made Spokes • Speedway Wheels Rim and Frame Lining • Wheel Building & Truing • Complete Wheel Restoration

Vintage – Classic – Modern Craig & Debbie Hambling

OLD AUTO RUBBER products for the car restorer

PENRITE

LUBRICANTS full range in stock

Listings for over 800 models

Phone 06 324 8345

VINTAGE AUTO PARTS

410 Green Road, RD 6, Palmerston North Day or Night

Gary and Ruth Arps • PO Box 5369 Papanui, Christchurch 3482

Mobile 027 231 7864

phone or fax 03 359 8592

CARBURETTOR SPECIALISTS

reconditioning service body, re-bushing and shafts supplied.

Specialising in Weber, Holley, SU, Stormberg, etc

▼

Full

▼

▼

Carburettor

40 YEARS TRADE EXPERIENCE FREE Contact: GRAEME TULLOCH ADVICE Ph: 027 612 2312 or 06 368 2202 Email: tullochfamily@xtra.co.nz ı tulmac.co.nz

Specialists in the non-aggressive cleaning of automotive, motorcycle and marine parts

105 HARROW STREET DUNEDIN 9016

Reliable Vapor Blasting, Dry blasting and Ultrasonic cleaning based in Woolston Christchurch.

Ideal for all your restoration work.

Phone 021 714 696 75 Marshall Street, Christchurch 8023. www.blastnbits.co.nz blastnbitsvaporblast

Paul Greenslade Phone 027 252 7836 (027 BLAST EM) EMAIL: s2sblast@gmail.com www.s2svapourblast.co.nz Greenhithe, Auckland

Repairers and Restorers of Vintage and Classic Instruments Speedo Cables repaired or made new to order 13 Fleming Street, Onehunga, Auckland Beaded Wheels 51

TRADE DIRECTORY

Beaded Wheels

Personal Service Chevrolet Truck Parts

Mid 30’s to Early 70’s

New Zealand has so many Chevrolet trucks. We supply restoration parts to many.

Here at Beaded Wheels we are always on the lookout for a good article for a future issue.

To encourage you to put pen to paper two lucky authors or photographers per issue will win a limited edition Beaded Wheels cap.

Can we be of assistance during your needs for parts?

1-800-842-1913

oldchevytrucks.com

RESTORED CARS MAGAZINE AUSTRALIA First published in 1973. Most back issues are available. All vehicles featured are restored or in original condition. Events, How To’s and Australian motoring history are a specialty.

Visa – MasterCard available Eddie Ford Publications P/L 29 Lyons St, Newstead Vic 3462, Australia.

Ph 61 3 5476 2212 Fax 61 3 5476 2592

SUBSCRIPTION RATES Australia 6 Issues $57 or 12 issues $111 New Zealand 6 Issues AUD$91 or 12 issues AUD$179 Overseas 6 Issues AUD$106 or 12 issues AUD$209

needs your talent

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Please contact me if you wish to discuss an idea for an article.

Kevin Clarkson, Chairman Beaded Wheels Editorial Committee.

Phone 021 0270 6525 or email kevin@vcc.org.nz Our lucky winners of the Beaded Wheels caps for this issue are Les Costar and John Stewart.

subscribe today & By becoming a subscriber to Beaded Wheels you can save on the newstand price and guarantee that you don’t miss a single issue at the same time.

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Done the old way – the right way

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MET

IDLE TORQUE A round up of events, personalities and branch gossip from VCCNZ branches around the country

Reduced activity around our branches has not stopped our reporters this issue – many have delved into the history and personalities involved with their branches, favourite runs, handy hints or just let us know how the restoration scene is looking in their area. We would like to thank all our reporters for their extra efforts to help produce this issue of Beaded Wheels under slightly trying times.

Enjoy!

ASHBURTON

▲ Ashburton: Barry Quantock’s International AB110 - back on the road after a two year restoration.

COLIN SWEETMAN

Back when Barry Quantock was farming and contracting he had an International AB110 wellside truck which he was quite fond of. He liked that you sat quite high with a good view of the road ahead. In October 2017 he had the opportunity to purchase an identical truck. It was in a bit of a sorry state and although driveable, needed a full restoration. Once it was home restoration began and the engine, gearbox and rotten radiator were removed. The gearbox (as with all International trucks of this era) was perfect, however the engine needed a new block. Fortunately a local farmer with an extensive collection of International trucks had a spare for Barry.

The cab was in good condition with no rust, but all of the rubber seals required replacement, and these were obtained from Fleet Parts in Australia. Apart from the bonnet, which needed minor panel beating only, there was no other body work required. The original wellside was next to go as it had suffered from rust, and a new flat deck was made by a local engineering company which specialises in these (Helmac). The chassis was then steam cleaned, sand blasted and painted.

The springs were sent to Christchurch for re-setting. The brakes were also fully reconditioned, and the seat was recovered using the original frame and springs.

Barry then re-assembled and painted the truck at home, with a little help from a few friends from time to time, in the striking red and white colour scheme which was popular in its period.

▲ As

Auckland: Alice Lenny’s Norton

▲ Auckland: Norm Dewhurt’s 1925 Essex, photos today and in the 1950s.

Beaded Wheels 53

After two years of work, the truck had its inaugural run at one of our club runs to Peel Forrest and it ran perfectly. Barry says that it cruises well at 50-60 mph and I am sure that you will agree it looks the part too.

AUCKLAND

JOHN STOKES

Alice Lenny has written a very interesting article on his early Norton experiences for our Bulletin. Martin Seay won the Bert Cuthbertson Memorial Rally on his 150 cc Triumph Terrier. Murray Firth has been working on a repaint of his Bedford truck.

Lindsay Whittle has completed restoration of his 1964 Morris FKG tow truck. Bob Cleland has sold his ‘27 Essex and replaced it with a ‘28 Essex, four wheel brakes being somewhat more suited to Auckland traffic.

Norm Dewhurst has done a Bulletin write up about his 1925 Essex coach, which he has owned since 1952.

We welcome Paul Barclay, 1963 Ford Falcon and 1956 Triumph Speed Twin; Gavin Stone, 1937 Ford V8 Pickup; Warren De France, who has re-joined with a 1952 Ferrari. Midweek tourers had a trip on the Manukau Harbour on the historic vessel Ratahi. Member Michael Hilliar featured in a Seven Sharp television programme about what people were doing in lockdown.

However, it was Michael’s garden railway that featured, rather than his Model A Ford.

Shaaran Price did her bit for lockdown by contacting a number of older members who live alone and checking to see if they were ok. Stephen Clark has been writing up repairs to machinery he has made to help with his 1929 Nash re-commissioning.

Commercial rep John Campbell has reported about a new electric ute/suv called Rivian, it has a range of 640km and is capable of towing things. Amazon’s Bezos and Ford Motor Co are among the investors.

BAY OF PLENTY

DONN WHITE

The fact that the Covid 19 Lock Down altered everyone’s daily plans is of no real surprise, however we were heartened to hear that most of our members simply got on with their restorations and DIY - with an element of humour thrown in.

Alistair and Gwen Jones staged a ‘virtual race meeting’ outside their garage.

After dressing for the occasion they backed the Morris Minor woody, stashed with suitable refreshments, into the sunshine.

They reported that the on-course betting

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returned great dividends. Considerable time and effort was saved by attending this virtual race meeting and Alistair reported that the Morrie’s fuel economy while travelling to and from the meeting was absolutely outstanding.

The writer also became a little jumpy at the prospect of no events on the immediate horizon. Not to be outdone he staged a No Mates Mini Nationals at home. One of his Minis won an award for The Furthest Travelled - a full three metres out of the shed! Local knowledge also helped tremendously with a Treasure Hunt around the property, and he won this hands down.

There was a bit of a hiccup regarding skills in the Driving Test but the judges didn’t seem to notice - in fact there were no judges present at all.

Lots of reports have also come in concerning rebuilds and restorations which were fast tracked during the Lockdown, so hopefully the numbers of functioning and pristine vehicles in our branch will have grown somewhat.

Full marks to enthusiastic club member and North Island Club Captain Kaaren Smylie for keeping everyone’s spirits up with a steady stream of interesting articles and humour via emails and Facebook.

CANTERBURY

TONY BECKER

With not much to report this month we will let the photos opposite from our successful Annual Rally tell the story. We are also looking forward to the resumption of our newest branch calendar activity the Cars, Bikes n Coffee mornings at Cutler Park.

CENTRAL HAWKE’S BAY JOHN FOOT Our last event before the Covid-19 lockdown was very ably organised by our editor Joyce and partner Gary. Members from Dannevirke, Norsewood, Waipukurau and other southern points converged on Silky Oaks Chocolate Factory for lunch at their cafe. After lunch we cruised on further for a couple of minutes to our destination. At the entrance to the property there is a very large bull and some Mad Max sculptures made from all manner of junk. The vehicle collection ranges from veteran to late 1960 and included a 1896 Roper steam bicycle, Veteran Model T, an Overland, ‘50s Chevrolets and several commercial vehicles. There were also two 1967 Mustangs, one of which is standard and the other pushing out 600 horsepower.

Following on from the vehicles we were given an insight into the operation of one of the largest privately owned orchards and apple pack house facilities in Hawke’s Bay. The operation is very automated and can photo analyse 3,000 apples per minute for category and sugar content, with 250 tonnes of apples being packed daily. This was a most interesting visit. Shirley and I headed south in early March to take part in the South Island Club Captain’s Tour and had eight enjoyable sunny days touring the northern parts of the island with old and new acquaintances.

CENTRAL OTAGO GRAHAM TAYLOR Some of us are fortunate in that we have had plenty to do and room to do it in during lockdown. My son is completing a BJ44 Land Cruiser, which has taken 15 years so far. He has done all the work including almost a total strip down, sand blasting, chassis and body repairs and the painting with some guidance from a friend.

Our branch has been fortunate in having some good informal events. We had Garth Hogan on the Bonneville speed record effort with a flathead V8, a record he still holds. Editor Don Yeaman talked about his experience as a radiographer with some vintage x-ray equipment.

Progress is a very good thing.

Cheryl and I were fortunate to have participated in the South Island Club Captain’s Run. We have had some very enjoyable Sunday runs, including the mad dash to Haast to meet the Austins which were re-enacting the opening of the northern route from Knights Point. It was windy, wet, and participants are still buzzing.

We also had a trip to Roxburgh and the Teviot Woolshed, the all day trip to Naseby, Waipiata, and Clachanburn Station’s heritage garden.

The Arrowtown Autumn Festival rally was canned, and it is uncertain at this stage whether the Blossom Festival will proceed. We will keep positive and carry on with activities that work. On a personal note I wish our readers a successful recovery from this lockdown, and I’ll go a long way for fresh fish and chips and a good coffee, The Craypot at Jacksons Bay would be a good start.

LOCK DOWN VIRTUAL EVENT

George and Sue Lee (1905 Alldays & Onion) waiting their turn.

CANTERBURY BRANCH ANNUAL RALLY 2020

▲ Bay of Plenty: Donn and Chris White’s 1970 Mini 1000 won the coveted trophy for Furthest Travelled at the recent No Mates Mini Nationals – it journeyed a full three metres out of the shed.

Local knowledge helped tremendously with the White family entry winning the Treasure Hunt plotted around their own property.

▲ Central Hawke’s Bay. 1896 Roper steam bicycle.

The casual Sunday lunch with entertainment is proving a winning formula with both competitive and non-competive entrants.

▲ Central Hawke’s Bay. The bull.

Graham Tulett awarded Concours PVW by Colin Hey.

▲ Central Hawke’s Bay. Some of the vehicles on display.

James (r) and Zac Polden brought their 1959 Renault 4CV 750 to our latest coffee morning. ▲ Central Otago: son Daniel with the Toyota BJ 44.

A man with a project: John Foster negotiates the purchase of a Model A valve lapping guide tool with Graeme Sword in the Canterbury Parts Shed.

John’s Model A is driveable but not on the road yet.

Beaded Wheels 55

EASTERN BAY OF PLENTY

BRUCE SEDDON

Latterly we have had time to think of the occasions we gathered to spend time with friends and our cars. EBOP and Gisborne Branches have an annual inter-branch meeting which is hosted alternatively by each branch. It is so enjoyable that it has been repeated for 33 years. Les Costar’s account of how it came about appears below.

The photos show that back then most of the cars present were vintage and pre-WWII, whereas now many are 1960s and 1970s. We still camp over the weekend, but with more comfort in modern holiday

parks. Entertainment capacities have dropped too and no-one has seen a keg for decades. Importantly, the fun is still the same.

FAR NORTH

Les Costar remembers the origins of a popular Gisborne annual event

GISBORNE ANNUAL INTER-BRANCH WEEKEND EASTERN BAY OF PLENTY In 1986 Club Captain Lou Emeny suggested that our branch join with the Gisborne Branch for a weekend get-together. Gisborne readily agreed and the first weekend in November 1986 was set aside.

A friend of Lou’s knew a sheep farmer up Te Wera Road at Matawai who had a shearing shed with a toilet, shower and a large flat area great for camping. Well the toilet worked but the shower was a different story!

Our branch members travelled to the Matawai pub, picked up a keg of beer which was loaded onto the back of Tom Needham’s 1933 Bedford truck, and we met the Gisborne Branch at Matawai.

We drove the dusty Te Wera Road to the campsite, where we set up camp and gathered wood for a bonfire to keep warm. It is cold up in those hills, even in November, and it was Guy Fawke’s weekend so there were kids and grandkids to entertain. After a barbecue dinner it was fire crackers for the kids and big kids, then off to our tents. Next morning the whole area was covered in fog.

After breakfast, a gymkhana was set up to determine the winning branch, and following an early lunch we headed home, agreeing it was a great weekend, and we should do it again next year.

We had the campout for another two or three years before it ran its course, but because it was such a good idea for an interbranch event, it was decided that on alternative years each branch would host the other, alternating between Gisborne and the Eastern Bay. Trophies on offer include one for the branch winning the gymkhana, one for the competitive run, and one for the most entertaining entrant. The weekend starts with a burger meal on Friday night, with a full sit down meal on Saturday night, followed by a quiz or two and then the trophy awards. The first campout was 33 years ago, but there are still a few members from both branches who were there at the original campout and still participate in the event to this day, some driving the same car 33 years later. It has been a great social get-together for both branches, and may it continue for many years to come.

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DAVE DUIRS

Thanks Beaded Wheels team for keeping the wheels turning in this trying time. There certainly have been some life changes and plenty of authoritative discussions on the effect of this fright.

Prior to lockdown 15 vehicles joined the Iltons for a run at the top end of the Far North. The first stop was to visit a restorer of large trucks at Waiharara, (all done to

concours standard). Then they went to the great Houhora heads for their lunch stop and a look over the 1860s built Subritzky homestead which, though still grand, desperately needs some maintenance. The very well stocked pioneer museum is well gone to “progress”.

Nine members joined the two day Kaipara cruise, which was popular last year and no doubt they were very impressed with the early sailing and kauri timber trade. They would have learned how close we were to establishing a nuclear power plant here once...

Our Covid-19 lockdown has given us a chance to pause and reflect on the past,

and also debate the way forward, perhaps quite differently from before. Our club captain offered Maintenance Safety plan suggestion. Members’ projects kicked in viz; a childhood pram dinghy restoration, a 30 year old plywood sailing dinghy - now as good as new, a complex lounge chandelier dismantled and polished, a forlorn ‘66 Vespa given a new life, a ‘50s Meccano model tractor rediscovered, two of my Peugeots have new kingpin shims and handbrake cables. Gardens have had more attention than usual and that bug bear job, car polishing, chewing up energy. No doubt many other delayed jobs came to the fore.

GISBORNE

RODNEY CLAGUE

Our branch had its beginnings in 1967 when it was formed as a sub-branch of the Hawke’s Bay Branch (the first such sub-branch in the club) until we obtained branch status in 1972. Initially we had the use of a small area of land behind Ace Tyres, which at the time was managed by the late Bruce Pidgeon, one of the founder members of the branch. This land was used for gathering scrap metal for fundraising, and was also where the foundation members commenced restoring a 1929 Morris Commercial truck which had been acquired from the Ngatapa area.

In June 1968 a newsletter (later named Carlton after the Carlton car which had been built in Gisborne) was printed for members, and continues to be printed 50-plus years on. Early meetings were held at members’ homes until we were granted the use of a building at the rear of the Mangapapa Union Parish church in Atkinson Street.

In the ‘70s we commenced a lease with the Poverty Bay A&P Association of land at the rear of their property. In conjunction with the Museum of Technology section of the Gisborne Museum and Arts Centre we built a half-round haybarn as our parts shed, which we later extended to create the clubrooms we have today.

Our vehicles are a Morris Commercial which attended its first rally at Tauranga in 1968 and continues to be used on local rallies, and the Carlton car which we purchased from the Gisborne Car Club after they acquired it in the late ‘60s.

Members completed the restoration of the car in 2003. Currently the motor is being overhauled.

Our branch recently ran the tenth Three Rivers Rally, an event run every February on the weekend between the Eastern Bay

of Plenty Branch’s East Coast Rally and the Hawke’s Bay Art Deco Weekend, thus allowing the well-heeled the opportunity to attend three events while taking in the splendour of the East Coast.

Currently we have 80 members, four of whom have gained their 50-year badge.

GORE

JIM MCFADZIEN

The Gore membership covers a large area of Southland and many vehicle types.

One of these is a 1923 Dennis truck based in Balfour, owned and rallied by Brian and Alice Horrell. The Dennis was restored a few years ago and recently had its first rebore. However ,when the first test drive was attempted we couldn’t get it to run right. We tried everything, including cam timing, ignition timing, different octane fuel, float level, and several other things.

My portable exhaust gas analyzer gave crazy readings, so by now we were looking very hard at that carburettor. Brian had previously sent it away to a specialist.

Another session saw Brian called away so I left, taking the complete carburettor home.

These brass carburettors are made in two assemblies, the float bowl and jets are held onto the body with a thumb screw and clamp, the body holds the butterfly, choke tube and idle mixture adjustment.

Everything checked out so I started to rebuild the body but when I picked up the choke tube I noticed that the locator screw was exactly in the middle so it could be put in either way. The venturi throat was about one third of the length of the choke tube and our expert had put it in the wrong way.

This resulted in slow air speed at the main jet orifice, and needing rich mixture to get fuel and ran too rich at high revs. Putting it in the correct way transformed the Dennis and it has been around the South Island twice since then.

Of the dozens of carburettors I have worked on this is the only one that I’ve seen where the venturi could be reversed.

HAWKE’S BAY

HELEN BALL

An interesting and rewarding initiative our branch has been involved in for many years now is “Cars to cruise ships”, where vintage cars and members in Art Deco dress go to the wharf to farewell passengers. It started with a handful of cars attending a few cruise ships, with no rules, no security pass, we just turned up at the allotted time. Through the years this has grown to a group of 24 dedicated drivers

▲ Hawke’s Bay: Passengers, drivers and cars April 2020, Napier.

attending no fewer than 65 sailings from all the ships booked each season.

We are ambassadors for not just the Hawke’s Bay Branch, but for the cities of Napier and Hastings. We need to have a good knowledge of the Hawke’s Bay area including the 1931 earthquake, as well as ensuring everyone has had a good time during their visit. The cars are a huge hit, as it often sparks memories of an old family car or the first one they might have owned, but it’s also the lovely deco ladies who are an equal hit, sorry guys. We get to hear some wonderful stories, some sad, some really funny, and on several occasions I have seen passengers come back off the ship just to see the cars. Photographs are also a big part of our two hours at the port.

It is a huge amount of fun and we have met some truly wonderful people over the years.

In the short term Covid-19 will change things and it will probably take some years to get back to what it was.

HOROWHENUA PETER NIGHTINGALE With little activity to report this month we have a brief history of the Horowhenua Branch.

Members from Levin started to meet in the late ‘60s with four initial members all friends and with similar interests. The four were Trevor Hudson, Les Heath, John Harvey and Gavin Hicks. They met informally, and soon more blokes joined the meetings, at first at their houses and sheds, and then the local pub. As interest grew they joined the closest branch, Manawatu.

Meetings were held in Palmerston North once a month. As members grew in numbers a shed was donated. This was quite large and was moved to Gordon Routledge’s mushroom farm on McLeavy road, Ohau, Levin.

In 1974 it was proposed that we apply for sub-branch status of Manawatu. This was done and the membership grew to over 30 so full branch status was applied for. The

Beaded Wheels 57

clubrooms were moved on two trucks to a new site at a rented domain at Ohau. Two crates of flagons paid for the crane hire.

This was on the balance sheet in the annual finance report, and as our finances still went to Manawatu this was pounced on at the AGM as being an unnecessary expense.

Membership grew from the south, extensions to the building were done, then the next door property purchased. However it became apparent that because of road and train traffic noise we would have to look for a new site. We sold the Ohau building, raised the funds and built new rooms.

These opened on time and on budget with no money borrowed. The whole membership got behind it and some very generous donations were made.

Upon opening, the spares department was set up like a supermarket and the late Bob Disher donated several shed loads of vintage parts as well as some complete cars.

Since then a further extension has been made to accommodate new parts as they arrive. We now have plenty of space for all activities, including our annual swap meet.

MANAWATU

SARAH HOWELL

2020 started off with a hiss and a roar, but now everything has been turned on its head.

Our annual veteran run in early February, attracted nine cars including members from Whanganui and Central Hawke’s Bay. They visited Brendon Deere’s collection of historic war planes at Biggin Hill, Ohakea. Brendon’s Spitfire was out of town, but there were plenty of other aeronautical attractions to view. As a contrast, the second venue was the historic McKelvie homesite, built in 1900.

Also in February were two car shows, Foxton attracted nine cars from our branch, and 16 members and their cars waved our VCC flag at the Ag Expo at Manfeild. Good publicity for our branch and the club in general.

Eighteen of our members visited Horowhenua for their February club night.

We look forward to hosting their branch sometime in the future.

More recently we were asked at very short notice to provide 20 cars to transport delegates to the PN Greyhound Racing Club conference at Awapuni. The original plan had been to fly the delegates by helicopter from the airport, but recent accidents meant the choppers were grounded. After a number of delegates from Australia had to cancel because of the Covid-19 crisis we

58 Beaded Wheels

ended up using 12 cars. The organisers were very appreciative of our help.

The annual Ruahine Ramble scraped in just ahead of lock down.

A good turnout of 30 cars included cars and members from Horowhenua and Whanganui. The run took the entrants over the Saddle Road, which has been the main access east/west between Manawatu and Hawkes Bay since the gorge closed. Lunch was at the Junction Winery, near the SH2/ SH50 intersection, about 15km north of Norsewood.

MARLBOROUGH

CARROLL WIBLIN

The Marlborough Branch has been in existence for 60 plus years and has seen many changes during that time. They have gone from hiring rooms to hold their meeting, in to building their own clubrooms at Brayshaw Park. This building was small, and boasted carpet on a dirt floor with an old chesterfield settee which was duly whittled away by the various vermin that were able to get in and make their nests in the relative warmth. Now we are able to boast a great museum and clubrooms which have been host to many visiting branches. The original museum building was built by the willing hands of the membership, and if they were to try and build it again today Worksafe would have a field day with the regulations. Indeed, men sitting on the roof trusses with no scaffolding. How dare they! The museum was built at no cost to the branch because of the tradesmen who volunteered their time. Like the late Gary Turner, who negotiated with a local firm to obtain the roof trusses and red bricks. Little did the demolition firm realise what we could achieve in one weekend. I should also mention the late Geoff Corbett, whose used his expertise as a brick layer to finish off the outside of the building.

Then there were numerous others who did the painting and papering (donated

by Resene). I could go on, but I think most branches throughout New Zealand realise what a great asset we have. We are justifiably proud of what we have achieved.

NORTHLAND

TREVOR REILLY

The March monthly run through the local countryside was organised by long time members Lorraine and Robert Young.

Leaving from the clubrooms, we travelled on roads to the west of Whangarei until we turned off into a sawmilling yard. Logs of many different species were stacked around the yard, and in undercover shedding

were filleted stacks of sawn timber slabs. The reason for our visit was the Bushman’s Shed, which housed hundreds of chainsaws, pit saws, logging paraphernalia, and other related collected items.

The mezzanine floor was made using large wide slabs of sawn timber supported on naturally shaped logs, giving a very rustic feel in keeping with the display. Like many other collections, this one had local bits and pieces spread around, giving a good insight into the history of the local area.

We moved on to inspect the residence.

This house had been built using totara logs, scarfed together to form a log house of one and a half stories. The build is a very interesting way of using your talents to create something different. It was then back to the clubrooms for the compulsory afternoon tea.

Since Lynora and I have been resident in Northland we have enjoyed the many monthly events to the out of the way places branch members have organised. There are just so many hidden treasures and collections that are never publicised but are well known to the locals. Members are always grateful to be able to see other’s treasures and share their memories, all part ofbelonging to a large club of like-minded people.

NORTH SHORE RICHARD BAMPTON The Brit and Euro Classic Car Show, held at Lloyd Elsmore Park, Papuranga, was the venue for the February run, and a good display of mainly ‘60s vehicles attracted a lot of interest, including enquiries about joining the branch.

We just got the Posh Picnic in on 15 March before house arrest. Fifteen cars and around 38 people congregated at the clubrooms. and it was good to see three vintage cars out in the perfect weather – Catherine Macken’s sporty 1929 DeSoto roadster, Mike Swanton’s stately 1929 Vauxhall 20/80 and Richard Bampton’s reliable 1928 Austin Clifton tourer. Close behind in years were Arnold and Marika van Zon’s impressive Packard Victoria and Philip Stenger’s rarely seen 1934 Chevrolet roadster. Remarkably two Fiat 850 Sports were present, and a second DeSoto (1950s) was waiting at the picnic spot. Going some way up SH1 was unavoidable, but the journey was transformed when we turned right towards Matakana, cruising through rolling countryside as we sped towards our destination. The leader of the convoy of the older cars found the club captain and

Marlborough: Marlborough VCC Museum.

Marlborough VCC original clubrooms.

▲ Horowhenua: Historic photos from the old Horowhenua clubrooms at Gordon ▼ Routledge’s McLeavy Road mushroom farm.

▼ Horowhenua: Our last meeting before lockdown, 4 March 2020

Marlborough: Marlborough VCC parts shed.

Beaded Wheels 59

New Pistons and Pro Machined conrod

NELSON

RAY ROBERTSON

While preparing a profile on a Nelson Branch member Derek Thomason for the May edition of Crankcase I thought a facet of his motoring passion worthy of sharing.

Seventy-six year old Derek has run a business of sourcing and importing cars, particularly Model A Fords, from the USA for over 45 years, a total of 71 cars. His parts supply business has flourished as result, with one of his successes being the sale of over 400 of his kiwi made quick-change differential units.

Derek Thomason and his quick change differential housings.

What has been spurred by his US visits is a Burt Munro style obsession with making a 1931 Model A Ford coupe go faster.

He achieved a speed of 88.33mph at Bonneville and a world record at The Mojave Mile at Bakersfield. His friend Tonia Harding, the US Olympic Ice Skater, holds a record in the same car of 97.177 mph (156.37 kph) His addiction, so to speak, has lead him to rebuilding the engine with brand new crankshaft, timing housing, conrods and pistons, alloy sump and many other bits and bobs, all with the sole purpose of returning to the Bonneville Salt in 2021 for another bash at the world record in the “ Blown Gas Coupe” category. The very best of luck Derek.

Pro machined timing cover

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USA, Derek Thomason in his racing overalls and helmet.

Model A coupe on the salt at Bonneville

Tonia Harding and Lickerty Split - Derek’s 1931 Model A coupe

Certificate of Achievement from Bonneville

North Shore: ‘Best table and display’ winners, Richard and Angela Bampton and friends.

ROTORUA

RONALD MAYES

The March meeting’s car-in-the-room was member Warren Harris’s 1978 Lincoln Town Car, so wide there were just inches between its mirrors and the clubroom door frame, and easily the longest we have had at 19 feet 5 inches (5.92 metres.) Warren told us all about the car and the features ahead of its time, including ABS and collisionavoidance automatic braking.

Later in March we had our annual barbecue run, very well organised by Robyn Skelton and Paul Wollaston, and helped at the checkpoints by Paul’s son Gene. This was the first rally they had set.

The usual parking area starting point at the club rooms was otherwise occupied so the 13 cars assembled under the trees near the Redwood Forest. Off we went up Tarawera Road, around Lake Okareka and on to the first check point at the Blue Lake. What was painted on that water tank we saw on the way up the hill and who was the artist?

Some knew the scene of Lake Rotorua but local artist Mark Spykerbosch’s name eluded us. Back into town, around the lakefront and on to Kawaha Point with its posh houses. Back across town and finally up the hill to Tihiotonga where we parked on a reserve next to Robyn and Paul’s home. So ended a very enjoyable Sunday afternoon run, and little did we know that it would be the last get-together for who knows how long.

▲ North Shore: Philip Stenger’s Chevrolet, Arnold van Zon’s Packard and George McPherson’s Mercury.

▲ North Shore: Tables set up under the shade of Pohutukawas at Campbell Beach. ▲

another committee member at Baddeley’s Beach, sitting in the shade of Pohutukawa trees, gazing at Millon Bay in the Hauraki Gulf. No other cars arrived. Sensing an error, and with the lingering thought that an arrow was stuck on a tree at an earlier junction the vintage cars turned round, drove back up the hill passing another small convoy of classic vehicles heading in the wrong direction and found the correct (Campbell) beach slightly to the north.

Tables stacked high with goodies had been set up under even better Pohutukawas and the assembled company, many bedecked in costume to match the era of their vehicles, was tucking into the food.

Discerning judges Brian and Viv Guest, with admirable and perceptive judgement bestowed the ‘Best Table and Display’ award to the occupants of the Austin. (It was the individual jellies on the Union Jack table that clinched the result.)

Rotorua: Barbecue run: awaiting the start in the Redwood Grove.

SOUTHLAND

MALCOLM HODGKINSON

Rallies held recently were the Southland Veteran Rally to Riverton, and the Switzers Motorcycle Rally to Waikaia.

On the Southland Veteran Rally 14 veteran cars and motorcycles left the Windsor Church in Invercargill and travelled over excellent Southland roads to Beaded Wheels 61

the seaside town of Riverton. We were well received by the folks at the BUPA complex before going to the RSA car park for field tests.

Results were: Concours (cars) – Phillip Toomey,1913 Humberette Concours (motorcycles) – Ray McCulloch,1911 King Dick Field tests – Tony Warren, 1907 Darracq Service Car Overall winner – Ashley Bell, 1912 Renault AX. The Switzers Motorcycle Rally held over 14/15 March had some 13 entrants.

Bikes left from the Greenroofs Tavern at Wallacetown to travel the 120 odd kilometres to Waikaia. The only breakdown was Lucas Nicoll on his Grandad’s Ariel. The British Motorcycle Group met up with us at Mandeville. Nobody D.I.M (dismounted in motion) during the rally. It was an excellent event with good weather and great roads.

A plus with our hobby during the Covid-19 shutdown is that we can work on our vehicles on the premises, and if the job becomes too onerous, we can sit in the corner of the workshop, have a beer and think “tomorrow is another day”.

SOUTH CANTERBURY

SHANNON STEVENSON

The Motorcycle Rally, organised by Neil Manchester, was held on 1 March and attracted 18 entries. The route took riders through rolling hill country across Fairview, Hadlow, Pleasant Point and Hazelburn regions before the lunch stop at the Geraldine Village Inn – members’ bikes gaining the attention of a number of passing tourists.

One of our younger members, Oliver Irving, had an write-up in the Timaru Herald, the photograph of his 1984 Mitsubishi Sigma covering most of the front page of 27 February. Oliver and brother Terence have a number of vehicle projects on their family property, covering several makes and models – the majority are Ford Falcons.

The Mid-Island Rally took place in inclement weather on 8 March, attracting over 50 vehicles. There were two routes taken in the direction of Pleasant Point, the lunch venue was at Totara Valley Hall.

The COVID-19 situation has changed the branch schedule for this year, the Level 4 restrictions causing the cancellation of the Annual Swap meet at Winchester, April meetings, mid-week runs and the Post Vintage Rally.

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There are plans for the Vintage Only Rally to take place, deferred for a year to Anzac Weekend, 2021.

SOUTH OTAGO

MARTIN DODGE

To quote Toad from The Wind in the Willows, “Here today, up and off to somewhere else tomorrow! Travel, change, interest, excitement!” How our lives changed towards the end of March.

Prior to safe-at-home time, our 46th Motorcycle Rally attracted riders and support crew who sampled curvy roads and stunning rural scenery. How does one average 45mph from the Clubrooms? Slow down on the straight bits, of course.

Owaka via Kaka Point for the first stop. ‘Paper Road’, established in the old Wrightsons store in 2018 by Tori Perrior and Peter Knapton to house their collections of books and motorcycles, some for sale. They found a peaceful escape in Owaka after the Christchurch earthquakes.

On to Clydevale via Clinton for a spot of lunch. No incidents or accidents. Robert Hutton still smiling at the end, having brought his 1924 Harley-Davidson all the way from Oamaru to join us.

Three days earlier 25 members toured the seed nursery at Finegand on our Wednesday Run. Varieties are collected New Zealand-wide to be cleaned, packed and exported to Germany. They cruised on to Kaka Point, visiting Maka Tu Urupa (cemetery) most recently restored and planted with native flora. This is adjacent to the site of the Reomoana Native School, open from 1881-1928 when it amalgamated with the Nuggets Lighthouse School at Port Molyneux.

We anticipate more ‘Travel, change, interest and excitement’ when NZ is rid of this COVID-19 scourge.

TARANAKI

COLIN JOHNSTON

The effects of the lockdown in Taranaki are keeping our members safe.

Taranaki is staying positive, and with the big rally being postponed until 2022 it will give us more time to tell you what our wonderful province is able to offer. Our back country road network and its flavour of vintage motoring of a bygone era is truly exciting. Handcut road tunnels of the 1880s to some unsealed winding roads that will take you back in time with fascinating views of our countryside. When you are planning for this event add in some days before and after the rally so you can enjoy

more of our facilities and great attractions from mountain to sea.

There has been plenty of time for members during lockdown to carry on restoring and maintaining their vehicles and there will be some interesting restorations that will be more advanced than they were before. John Muter is making steady progress on the 1919 Dodge tourer, and even my own time in the shed saw me check out a spare 1942 Indian motorcycle motor that had been sitting on the shelf since 1976. When the heads were taken off it was found to be in an excellent reconditioned state after all this time, with all valves and pistons moving and the motor turning freely.

TAUPO BRANCH

NEIL CHAVE

The Taupo Branch Rally was held in mid-March and may well have been the last rally run prior to the Covid-19 lockdown.

Had we been a week later we would probably have needed to cancel this event.

We had an excellent turnout of our own branch members, as well as contingents from other branches, with great support from the Wellington branch. A separate report on the Taupo Rally is included in Rally Snippets. As with many branches our May AGM is on hold, so the existing committee will need to continue in their respective roles for some time until we are able to convene the AGM. We had a busy March and April planned with our annual Hospice Run which takes local patients from the Taupo Hospice for a run around town, and this was to be followed by a similar run for the blind folk in Taupo. Hopefully these runs are able to be rescheduled at a later date. Our main concerns are with the welfare of our members, and we shall continue to produce our monthly Taupo Torque newsletter to keep everyone informed. We are also keeping a watchful eye on our clubrooms, with committee members regularly checking the security of the building. At this stage we will be reviewing our position at the end of May and hopefully as we move to a lower level some activities will be able to be considered.

WAIKATO

HUGH MCINALLY

Hopefully by the time you read this we will all be out of lockdown and returning to some sort of normality. At the time of writing it looks like all our members have got through unscratched and no doubt

▲ Rotorua: Close perusal of the Town Car engine

▲ Rotorua: Warren Harris’ 1978 Lincoln Town Car.

▲ Rotorua: Tight squeeze through the doorway.

▲ South Canterbury: Field tests with Rob and Diane Ross’s 1930 Chrysler on the Mid Island Rally.

▲ South Canterbury: Graham Rae’s 1925 Fiat 501C, participating on the Mid-Island Rally, Totara Valley Hall.

South Otago: Bruce Christie about to head to Clinton via the Owaka Valley on the 1962 Norton 99.

▲ South Canterbury: Lining up for the Motorcycle Rally. ▲

▲

South Otago: Robin Benington, contemplating the next stage to Clydevale on his 1941 Indian 741 B.

South Otago: At Maka Tu Cemetery. How many Members can we fit in a 1929 Model A Ford? Owner Paul McNabb, crouching, left.

Beaded Wheels 63

▲

lockdown boredom has created some well washed and maintained club cars?

After careful consideration, the committee decided to shelve/postpone ALL calendar events for the year, which includes postponing the AGM until a later date. I say shelve, as we do not know, at present, the future in regards to our ability to socialise under Covid 19. Things may change and major events of the club may be able to be introduced before the year is out. Read the branch newsletter for the latest information.

Meanwhile, what will our branch be doing for the rest of the year? Social isolation restrictions have put limits on all movement and dictates gathering numbers. So how does the club work around that? I suppose the name of the game for the immediate future will see members in small gatherings which will be made up of friends or owners of similar class cars going on social outings such as coffee runs etc. Until the government allows gathering numbers of a 100 or more the above will be the norm.

WANGANUI

TONI JENKINS

Lock down has been terrible for driving around, but because of the fantastic weather in Wanganui, we have been able to work in our sheds in the warmth and daylight. Our Rivet editor, Peter Hardy, has received reports from various members and circulated them amongst those of us with email. It has kept us feeling connected as a club. So this report is inspired by his newsletters.

In a secret location one of our members is working on the restoration of an AJS ex-works trials bike. This was factory short stroked from 350 to 410 by using a three valve 7R piston. It was found in a shed in Auckland some time ago, and had been brought to New Zealand by an ex competition-shop mechanic. The present owner is slowly funding the restoration…

Stephen Voss has been working on his 1924 Canadian built Austin 7. It was brought into New Zealand from Canada in the 1920-1930’s by Len Mangham, who was the Chief Engineer for Tasman Empire Airways Ltd (pre Air NZ). The car had hardly ever been used and still had carbon in the carburettors when Stephen cleaned them. This car is absolutely complete - all numbers correspond - 4000. The body was being moved onto the chassis the day after this photo was taken, and we hope to see the car on the road in the near (ish) future.

The final project I am reporting on is Shane Hobman’s 1928 Chevrolet roadster.

This has been a 22 year project. It was bought sight unseen through Beaded Wheels and was described as a basket case.

Parts have been very difficult to source.

You may recognise it from the Wanganui international rally when it was displayed unfinished, but (yay lockdown) it is now completely painted and finally finished.

The colour was from “slops lying around” - considering the care with which some of us select the colour, this is a refreshingly casual approach!

WELLINGTON

RAY BETTERIDGE

In Wellington we are at the end of an island. This can be limiting when plotting rallies. Yet we have found that with a variety of people organizing events we have interesting and creative results. We have about 300 members but we do not see many of these. It is interesting reading the membership list to see the huge variety of vehicles in these members’ sheds.

Like many other branches, the number of people that turn out for runs is a small proportion of the membership. We are also seeing an increasing number of vehicles from the post ‘60/’80 eras represented.

Our most popular events are the monthly club nights, held on the 3rd Tuesday, with 80-100 attending. We have warm and welcoming clubrooms, and this, combined with a variety of speakers,

▲ Wanganui: Chassis and body of the Austin 7 just before the two parts were to be reconnected by Stephen Voss.

64 Beaded Wheels

has seen a significant number of ladies attending. This was not always the case.

We have an active motorcycle section who have their own monthly meeting, but also, each year, attend the main club night and give a presentation. This often involves a display of their many and varied steeds.

Our social events/dinners are well attended and we are always well fed. We have a very full and well-presented library with well catalogued books. Adjacent to this is an archive section where club records are well preserved.

The parts department is quite well stocked, but the workshop is under-used (perhaps a sign of the times).

We love it when members from other branches visit. So if you are passing through, either individually or as a group, we would love to see you. We are open every Wednesday morning and at other times by arrangement.

WEST COAST

ELSPIE MITCHELL

We welcome new members Michael and Sandra Wade, Hokitika who have a 1955 Humber 80, and Murray Sharon and Reece Jordan, Hokitika who own a 1962 Vauxhall Cresta Saloon. Reece is the branch’s first junior member.

Just days before New Zealand was plunged into level 4 lockdown the West Coast Branch committee made the heartbreaking decision to postpone our annual Scenicland Rally. For those of you registered to participate don’t despair – we will be back.

Our most southern member Paul Elwell-Sutton, who lives in Haast, has kept himself busy during lockdown. Firstly, getting a 40 year old Honda HR194 mower going again, dragged out of the local dump and fundamentally sound. Then replacing a spring in an early 1960s B7S mower, also rescued from the tip. He’s taken his 1968 Honda P50, (completely original and unrestored) for a blat and finally his 1925 Renault MT doctor’s coupe for a short legstretch to the local store at Haast Beach.

Two days before lockdown he purchased a 1983 Honda MVX250F from Tauranga but it is currently in lockdown up north.

It’s one he has been after for years, and in fact had a search saved on TradeMe for 6-7 years, finally having success. In between all this he is enjoying languid and peaceful days, short walks and bicycle rides, while accepting this may become the new norm.

This just shows that for car enthusiasts the lockdown has been a time to tinker and enjoy their vehicles.

▲ Wanganui: Beautifully complete Chevrolet roadster - soon to be re-released on to the roads again (as soon as we are allowed, anyway). ▼ Wanganui: AJS motorcycle undergoing restoration under the radar.

▲ Taranaki... The amazing back country vintage road network of East Taranaki is ideal for scenic tours .

▲ Taranaki ... One of the amazing road tunnels hewn out by horse and shovel from a papa rock around 1880, and still used today .

WELLSFORD WARKWORTH One of our local members was faced with the impossible task of finding a crankcase for a T30 Bugatti. Fortunately a friend of his in Norway offered to have a replica built, copying his original one while his own engine was apart for a rebuild.

Here is his tale of casting a crankcase.

The process involved stripping the crankcase down completely – all studs and other fittings. He then had the complete crankcase 3D scanned to generate a computer model.

The details that could not be picked up by the laser scanner were added into the model using the original Bugatti drawings for the

CHRIS HARVEY parts. When finished, extra material was added to allow for surfaces that needed machining, and the whole model was increased in size by 3% to allow for shrinkage of the molten aluminium.

The next step involved making a computer negative of the model – which became a model of the space surrounding the casting.

This was the equivalent of the wooden patterns normally used. Using this the computer then simulated the actual casting process – this is fascinating to watch as you could see the speed and the temperature changes as the molten aluminium passed

Printed sand mold of the lower crankcase with the core plug in place.

through the virtual mould. This picked up a couple of minor problems which were corrected on the model.

Finally it was time for the casting. The really clever part of this was that the foundry 3D printed the sand mould – there were no wooden patterns at all. The information for the whole process was simply stored on a USB drive.

Finally, the crankcase was cast and sent to New Zealand and it is now awaiting machining.

The finished product.

Beaded Wheels 65

A TRIBUTE TO

MOLLIE ANDERSON LIFE MEMBER VCCNZ

Born Mary June Sharpe, but always known as Mollie, she was training as a teacher in Dunedin when she met Andrew Anderson on a trip to the beach racing in Nelson. Andrew is a founder member of the Vintage Car Club of New Zealand.

In Beaded Wheels Oct/Nov 1996 issue it is reported that Mollie was awarded the John L Goddard Trophy at which occasion she described her embarrassment on her first outing in Andrew’s veteran Panhard when everyone was staring and pointing at the car. Their friendship blossomed when Mollie started teaching at the North Linwood School in Christchurch. Andrew travelled to England in 1952 to gain engineering experience and Mollie soon followed with a team of sisters and friends for her own OE. They were married at Leigh in Surrey in May 1953. They travelled on their honeymoon in a vintage 12/50 Alvis and toured Europe. On return from Europe Andrew swapped the Alvis for a 20 hp Rolls-Royce so they could take all the girls with them on a camping tour of the UK. Mollie gained membership of the club by virtue of marrying Andrew, and through her skills, enthusiasm and dedication would go on to become one of the club’s foremost members.

In May 1953 the VCC went into recess because of lack of support, but a small number of members carried on the Club’s activities and David Barker, the interim Secretary, initiated a two page quarterly circular called the Guff Sheet, which was the forerunner to our Beaded Wheels magazine. Later that year, Andrew and Mollie returned from England and the club came out of recess. In February 1954 Rob Shand was elected President again, and Andrew elected Secretary.

Mollie purchased a 1914 Humber and won the class III and overall trophies at the inaugural Dunedin to Brighton veteran rally held in January 1955 and hosted by the newly formed Otago Branch. It took Mollie 11 hours to drive the Humber to Dunedin from Christchurch for the rally.

Mollie and Andrew had a huge influence on the development and future direction of our club. Mollie assisted Andrew as unofficial assistant secretary and editor, and the Anderson’s home at 20 Hackthorne Road Cashmere became the club’s administrative and editorial headquarters. In 1955 Mollie set up as editor of Beaded Wheels, the publication following on from the Guff Sheet. As technology permitted she 66 Beaded Wheels

developed the magazine from a stencilled publication until December 1956 when the magazine was commercially printed. It was produced quarterly until 1968 when it became bimonthly. She developed Beaded Wheels into a respected and authoritative mouthpiece of the vintage car movement in New Zealand for 14 years until March 1969. It was then the longest running motoring magazine in the country.

Mollie was elected vice club captain in 1956 and was the first woman to serve on the National Executive, continuing until 1969. President Jim Sullivan at that time paid the following tribute: “As long as the magazine exists the names of Mollie and Andrew Anderson will be remembered.”

Jim could not have imagined that Andrew would still be writing articles for Beaded Wheels in 2020. In her book Old Cars the World Over, Elizabeth Nagel described Mollie as “combining the duties of compositor, producer and make-up man. She set herself a very high standard.”

In 1970 Mollie published her own book The Caltex Book, Veteran and Vintage Cars in New Zealand. She dedicated this book “to the men and women whose foresight in importing the internal combustion engine was to have a profound effect on the subsequent expansion and development of New Zealand”. And “To the members of the Vintage Car Club of NZ, whose aims and objects ensure the preservation of this part of our national heritage, and those whose appreciation of craftsmanship and individuality is helping to foster interest in the movement.”

In 1972 Life Membership of the Club was created and the first four life members were Rob Shand, Andrew Anderson, Mollie Anderson and Elizabeth Nagel-Turnbull.

In 1996 Mollie was the editor of the Vintage Car Club history book 50 Years. That year she was awarded the John L Goddard Trophy for her work on this authoritative history of the Vintage Car Club. In the late ‘90s, Mollie suggested to President Frank Renwick that a national archive should be established at the National Office. As a result the Archive was established with John Palmer appointed the first Archivist.

Andrew and Mollie shifted to Broomfield in North Canterbury where Mollie pioneered waste recycling. She started a recycling operation in Amberley in the early 1980s and worked tirelessly to promote this over the next 30 years. Her work for this cause was known throughout

▲ Gerd, Andrew Anderson, Mollie and Spud at Solway Downs.

the country and she was seen as a pioneer in recycling.

Mollie passed away on 30 April 2020 at her home. She leaves a huge legacy to the vintage movement generally and the Vintage Car Club in particular. She also leaves an important legacy to the environmental movement throughout New Zealand and the North Canterbury region in particular. Our condolences go out to Andrew and his family and friends.

Words by John Palmer and John Coomber

PASSING LANE In this column we acknowledge the recent passing of club members.

Information is supplied to Beaded Wheels by VCCNZ Branch Secretaries.



Anderson, Mollie Canterbury Baird, Murray Far North Carrads, Bruce Hawke’s Bay Corcoran, Paul Gore Firth, Barry Bay of Plenty Hoskins, Alwyn Southland Lawrie, Raewynn Horowhenua McDonald, Tom Southland Melton,Ian (Bluey) Waimate Mitchell, Trevor Bay of Plenty Mulcahy, Brian Far North Reese, Melville Canterbury Riley, Terry Wellsford/Warkworth Skeggs, Bill Southland Stuart, David Southland Swann, Alister Southland Watchorn, Bert Bay of Plenty

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