Beauford Magazine Autumn 2012

Page 1

The Beauford Club

‘Autumn’ 2012 Issue 92 1


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Committee Members POSITION





Dennis Murphy

27 Mote Avenue, Maidstone, Kent ME15 7SU



Neal Huitson

14 The Meadows, Sedgefield TS21 2DH

01740 620147

Secretary & Membership Secretary

Liz Ovenden

17 Brooklime Drive, Boughton Vale, Rugby, Warwickshire CV23 0SF



Keith Woolfenden

Oak Tree House, Green Lane, Pamber Green, Hampshire RG26 6AD



Chris Rudge

11 Honeybourne Road, Alveley, Nr. Bridgenorth, Shropshire WV15 6PR



Michael Crozier

63 Laurel Grove, Tunstall, Sunderland SR2 9EE



Bill Buckley

18 Kelsey Lane Balsall Common, Coventry CV7 7GL



Paul Hicks

Rosehill, Kellow, Looe, Cornwall PL13 1LE

01503 262069

Tony Ovenden 17 Brooklime Drive, Boughton Vale, Rugby, Warwickshire CV23 0SF



Beauford Cars Ltd.

David Young

Tel Fax

Please Note: The inclusion of material in, or distributed with, this magazine does not imply the endorsement or recommendation of that material. Members are advised to evaluate for themselves the suitability of material for their own purposes. Please mention the Beauford Club Magazine when replying to adverts.



The Chairman’s Page Let me be the first to wish you a very Merry Christmas. A little early perhaps but this is that last chance that I get through the pages of this periodical. When you get the next issue, the festivities will all be behind you. What a terrible thought. Summer has come and gone with little difference between the seasons except that the evenings are getting darker earlier. But actually, I am sunning myself in ‘land down under’ (Australia) and these words are being prepared in my absence, as if by magic, by my scribe back home. It’s hot and dry here and the beer is cold .... such is the life of a Chairman. At the AGM our treasurer, Mike Peachey, (who lives in France!) wrote to say that he would prefer to step down if someone else would take over from him. I would just like to say a really big thank you to Neil Huiton for taking over the Treasurer’s role from Mike. I am sure that you would all like to join me in thanking Mike for his long and dedicated service to the Club. Now is the time for a long earned rest and a glass or two of the local vino without thinking of having to keep our finances on the straight and narrow. You may recall that at the AGM we asked for ideas of different venus for the Club to get together. Are we actually getting tired of kit car shows? Should we be thinking of country shows or classic car meetings perhaps? The Goodwood Festival of Speed would be a wonderful location but rather expensive I fear. Why not write in with your ideas? Try sending 4 possible locations to the Editor. Well my friends, back to the cold beer and once again, have a Very Merry Christmas.


Kit Car Show, Exeter

Saturday and Sunday 20th and 21st October


Tuesday 25th December (provisional)

Watch this space!


OVENDEN’S OFFERING Liz Is summer over already, it really has been an abysmal one this year, however, we have managed to go out and about a bit in the Beauford and are even taking it over to France shortly to visit Ted and Chris Byron who have very kindly invited us over to stay for a while. Have just looked at the weather forecast for their region and although it may be a couple of degrees warmer than here (and hasn’t it got cold lately) they are still having their fair share of rain. Having got our Beauford on the road at long last we thought that would be it, but we have had to have a new, and bigger, radiator put in as the original one really did not have enough capacity to keep the engine cool. The knock on effect of this was that the expansion tank (a metal one) was not then big enough and that had to be replaced. Following a visit to Dennis and Maureen Murphy in Kent about six weeks ago, when the car deposited a mixture of oil and water on their lovely brick driveway (so sorry) we took it into our local mechanic to have it checked over for leaks and were told that not only was there water coming from two core plugs (not too bad at 50p each), there was oil leaking from the timing chain casing and also the petrol tank was spraying petrol all over the place. The water and oil leaks were repaired and the petrol tank removed whereupon we discovered that it was not welded along the central seam but had been put together with some form of stikaflex and bolts put through the flanges to keep it together. I am told that there were only 4 made like this and just our luck to get one of them. The firm who made our new radiator also repair petrol tanks so we took it up to them, having managed to prise the two halves apart first, and they cleaned it up and welded it together making a beautiful job of it. The car’s next outing was to Donington where it was on the Complete Kir Car Magazine’s heritage stand and I am pleased to say that not a drop of any fluids was on the carpet underneath it when we left.

Beauford Cars Dave of Beauford Cars has now moved out of his premises in Thomas Street, Biddulph as the lease was up. He has been looking for new premises and I am told that he has now found some, although things have not quite been finalised yet. The best way of contacting him is via email and he will get back to you as soon as he can. Once he has his new premises up and running we will put the details on the web site. Treasurer I am very pleased to let you all know that we now have a new, UK based, Treasurer. For some reason or another, following a chat with Dennis Murphy, Neal Huitson, who runs his own wedding car business based in Sedgefield has agreed to take on the position and we welcome him on board. Neal has been a member of the Club for several years and I am sure will do a good job as our new Treasurer. On behalf of the Committee and all our members I would also like to thank Mike Peachey for all his efforts over the years in doing our accounts. Mike is based in France and despite the problems he has encountered with the French telecommunications systems has done an admirable job.



E mail addresses I recently had the task of sending out an email to all members and have discovered a programme whereby I can pick up the addresses from my Excel spreadsheet and put them into an address group for sending messages. However, there is one problem, Outlook is not too happy about recognising hyphens in email addresses and will only accept them if they are typed in manually. If they are not typed in manually but left in the group then the message will not send to anyone and you can imagine the fun I have had in reading through 200 plus email addresses, all in a block, to find the hyphenated ones which had to be removed and put into a separate message. What I am actually trying to say is that if you are about to change your email address or get a new one then please try and avoid hypens or underlines (these get hidden when the addresses goes “blue” and is underlined) and I suspect that in certain cases they may cause messages not to arrive. Headlamp Rims My first batch of headlamp rims have arrived and been despatched out to those who wanted them. The second batch should be with me soon so if you do require a set, even as spares then please let me know. The cost of the rims are £30 a pair. When I first got the rims I put a pair in a jiffy bag and took them up to the Post Office to get them weighed and priced up for postage. I was told £2.10 for second class and £2.70 for first. This price was passed on to members who had ordered rims. I then took three packages up to the Post Office for despatch and was then told that it would be just under £5.00 postage. When I said I had been quoted £2.70 was told that the girl had pressed the wrong button. I decided against using the Post Office and arranged to have them sent by which was decidedly cheaper at £3.30 plus insurance.

However, parcel2go have mis-delivered one of the parcels, but fortunately it was insured. Mind you the Post Office have also failed to deliver a box of jiffy bags which I ordered 3 weeks ago, so I guess they are all as bad as each other. Anyway, back to the price. A pair of rims is £30 plus £4.30 which includes delivery insurance. Payment can be by cheque or I can give you the club’s bank account details so money can be paid in direct. Wheel Trims Having written about rims reminded me that a while ago I was talking to someone who had purchased some wire wheel trims off the internet. However, for the life of me I can’t remember who it was or where they came from, so if anyone knows could you possibly let me have the details as I am often asked where they can be obtained from. Security I was talking to someone the other day about obtaining spares for Cortina and Sierra based cars which are becoming harder and harder to source. Apparently a knock on effect of this is that some kit cars are being stolen, not for resale or passing on to someone else but for their spare parts. This situation is quite frightening as it could happen to any of us. Some suggested ideas for your car is an immobiliser or a tracker. I know if someone is determined to take a car then they can possibly get round an immobiliser but a tracker will always let you know where your car is. Just over a year ago we purchased a tracker from a company called RBS based in Dartford, Kent (full details on their web site The latest version of this will also tell you where your car has been as well as where it currently is at any one time. The tracker also comes with a microchip (they originally made microchips for pets) which can be hidden in your car for identification purposes. 7


Shows Newark There is not a lot I can say about this show. As advised we attended Newark on the Sunday and luckily it just happened to be one of our sunny days this year. I did think that as the weather was quite good that a few people might turn up and at one stage there were three cars there (we were in our Mazda as this was during the time when we were having the new radiator made). Donington There always used to be a show at Donington but it ceased when there was talk of this race track becoming the new Silverstone. However, as this was not to be Complete Kit Car Magazine decided to reinstate the show and this was its first year.

Although we had said that we would only be there on Sunday we did go on Saturday as well and took the gazebo and some facilities there awaiting the influx of visitors. Tony has written a separate piece of this show, but suffice to say that Ken and Carol Price came on Saturday (we had advised them that we would be there), but no a single person turned up on Sunday. I will say no more except that I am extremely disappointed that after all the effort we made that no one was able to support us. Exeter As this show is under new management we have not been invited to attend this year, but have been told that there is an area next to the exhibition hall where kit cars can park – drivers get in free but all passengers have to pay. As this is some distance from us and as the weather cannot be relied upon we will not be attending this show this year.

A few words from the Treasurer Hello everyone; I am your new treasurer and I thought that I should give you a few details about yours truly. Not much to report, really. My career has been in the realms of banking, solicitors administra?on and auditor, ending my working life at Teesside Combined Court Centre, Middlesbrough. I have been opera?ng a wedding car business for the past eighteen years in and around Co. Durham, Teesside and North Yorkshire with the help of my wife, AnneEe and daughter Alison. Married to AnneEe for 48 years and we both enjoy cruises. Recently I have involved myself in car restora?on while s?ll opera?ng as a wedding car proprietor. And to be honest, that’s about it. Boring, innit? Kind regards

Neil 8


From the Editor What a hectic few moths it’s been! It started when I got an email from a friend of mine saying “do you know that wedding cars are going to have to become licenced taxis and their drivers are going to have to to be qualified taxi drivers”. My initial response was “you must be joking”. But I checked, just in case. As with all these things, there was an element of truth in what he said. The Law Commission was preparing a paper on the reform of the regulation relating to taxi and private hire vehicles and their suggestion is that it should embrace wedding and funeral cars (which are currently exempt). A bit of research on the internet revealed that the paper had been in existence for several months and the date for comment was looming - less than a month away. The paper was in excess of 200 pages long and hidden 180 pages in was the statement that the new legislation should include wedding cars. The reason given was that of safety but absolutely no corroborating proof was offered. Some further investigation showed that if wedding cars did have to become licenced vehicles, under current local authority rules the cars could not be more than six years old and must undergo an ‘MOT’ every six months. Drivers would be required to sit an examination and have an annual medical. Furthermore, drivers would have to have Criminal Records Background Check. The cost of all this would have to be met by the owner. My own thoughts were that this would cause me to give up. I then made contact with David Jones who suggested the formation of a National body to represent the interests of wedding car operators and the National Association of Wedding Car Professionals was born I encourage you to have a look on their website and, if you use your Beauford for weddings, consider joining. Interestingly, David Jones contacted a valuer at a national vehicle auction house who predicted that this legislation could cause the value of our cars to plummet by as much as 50% - so it affects us all. I wrote to the Law Commission on behalf of the Beauford Owners Club and received a reply from Frances Patterson QC Commissioner, Public Law Team. I leave you to draw your own conclusions from this. So be warned! Other than that .... I never did get round to fitting a new heater core in Elliot - but there’s always next month. Finally, I must say thank you to those members who have ‘put pen to paper’ for us - well done! Tony Harket’s article on building a new hood frame is fascinating. But might I ask for some more articles please. We do all love to hear your Beauford sagas and experiences - good and bad. Also, I need a nice Beauford in winter picture for the cover of the next edition, so any offers?

Subject: REFORMING THE LAW OF TAXI AND PRIVATE HIRE SERVICES Dear Sir; It has been brought to my magazine's attention that you intend to force wedding car operators to become licensed operators. We believe that this needless action is likely to force many owner operators out of business. You quote safety as the primary reason for this change however you offer no evidence that wedding car safety is currently at risk. Indeed, I suggest that safety is an owner and/or drivers primary concern. You will notice from the pages of our magazine that we have several major insurance specialists as advertisers. They specialise in wedding car and classic car insurance. In my discussions with them this morning, I am assured that the risk from wedding cars and classic cars is actually very low, as reflected in the low level of insurance premiums. This is brought about, in part, by the high level of maintenance undertaken by the owners, the low mileage (usually less than 3000 miles annually) and the care taken by mature and experienced drivers. The cars owned by members of our club are subjected to an enhanced inspection regime - currently the Individual Vehicle Approval (IVA) by VOSA and followed annually by the MOT inspection. However, you imply that these inspections and standards are insufficient or even ineffective. However, the Government are currently removing the need for an MOT inspection from older classic cars because of their high safety record and low usage. Is a car used privately any less of a danger than one used for weddings? This appears to contradict your papers reasoning. When considering drivers, you will undoubtedly be aware that the majority of wedding car drivers are of a mature age with a plethora of driving experience. However, you suggest that they are of 'dubious' ability and character and in need of a criminal background check. Again, I invite you to offer proof. We question whether there is a single case where the driver of a wedding car has assaulted a bride or any member of a wedding party or carried out a criminal activity during the course of their duty. I ask for proof. You suggest that wedding car drivers, by implication, require training and testing. You further assert that they need to pass 'the knowledge' as is the requirement for a taxi driver. I understand that the training would include how they are provide customer service and how to deal with passengers. I ask if the author has ever used the services of a wedding car driver. Those drivers that are used by my members, of whom I am aware, pride themselves on offering a courteous and professional service. Wedding car operators rely on recommendations to others in attracting new business. If driver performance were at all suspect, business would soon suffer and owners would very soon rectify the problem. Would you force taxi drivers to undertake training to bring them up to the very different high standards of courtesy and professionalism that our wedding car drivers already have? Our wedding car drivers certainly would not want to know how to ply for fares. In summary. Most of our members use their vehicles for less than 3000 miles a year and usually only during the summer period. Their safety record is excellent. Their cars are maintained to a high standard. Their cars are inspected annually as part of the MOT. Cars are currently required to undergo an exhaustive technical inspection by VOSA. Our drivers exhibit an extremely high level of customer service and professionalism. We are not aware of a single wedding car driver member who wants to be a taxi driver. None of these facts are reflected in your proposal. I maintain that wedding cars, and for that matter funeral cars, are not just taxis and minicabs and must be excluded from this legislation. As I have already mentioned, I request that you provide your proof that the claims that you make concerning wedding cars are indeed supportable. I will publish this letter in our magazine and will do likewise with you reply. Sincerely Paul Hicks Editor Beauford Owners Club Magazine


Steel House 11 Tothill Street London SW1H 9LJ

Mr Paul Hicks Editor Beauford Owners Club Magazine

t 020 3334 0266 f 020 3334 0201 e

By email

Dear Mr Hicks, Thank you for your email of 26 June, and for giving us the opportunity to clarify our position through the pages of your magazine. Firstly, I would like to stress that the Law Commission is not suggesting that wedding car operators should be licensed. Our remit is to put forward provisional proposals for a reformed licensing framework for taxis and private hire vehicles or, broadly speaking, vehicles used for hire and reward. One of our primary aims has been to design a framework which is simple, coherent and consistent – characteristics lacking in the current legislation. One concerning aspect of the current law is that it is not always clear which vehicles are licensable and which are not. This has led to situations where local authorities have been unable to control vehicles and drivers operating a particular service, even where there have been compelling safety reasons to do so. Although we are not aware of any instances where this has been the case with regards to wedding funerals, our approach has aimed to avoid this type of situation arising. To that end, we have proposed a definition which would draw all vehicles provided for hire and reward into the scope of what could be licensed. I would stress, however, that this would not mean that wedding vehicles would necessarily be licensed, and indeed we do not take a view on whether they should or should not be. With this broad definition in place, it would be for the Secretary of State to decide whether or not a specific type of service should be licensed. He or she would only have the power to regulate such a service if it could be shown that there were safety reasons for doing so. Furthermore, we envisage the Secretary of State having the power to create different types of regulations tailored to different types of service. This would mean that, were the Secretary of State to decide that it would be desirable to license wedding vehicles, he or she would be able to draw up appropriate and proportionate regulations. We recognise that those regulations in place for private hire services may well not be appropriate for services such as wedding vehicles.


THE BEAUFORD CLUB MAGAZINE Furthermore, the Secretary of State would be under a duty to consult on any regulations he or she intended to put in place for the wedding vehicle industry, giving those within the industry the opportunity to object to such regulations or to contribute to the creation of regulations appropriate to the service provided. We recognise that strong arguments exist in favour of continuing to exclude wedding cars from licensing requirements. I would emphasise that the Law Commission has not taken a view on whether wedding or funeral cars should be licensed. You note that the key driver behind our proposals is safety, and highlight some areas where concerns have been raised, such as vehicle standards and the requirements placed on drivers. Whilst we do discuss these concerns, they are primarily defects perceived in the current licensing regime for taxis and private hire vehicles. The only safety issue we have been made aware of regarding wedding vehicles is the concern that some operators may be using the exemption for wedding vehicles to avoid licensing requirements, whilst at the same time and with the same vehicles and drivers providing services which would ordinarily require a licence, such as transport to school proms and for events such as stag nights. It is not our intention to cast aspersions on the safety of wedding vehicles and the character of those within the industry. Finally, I would highlight that our project is currently in the consultation phase and that all our proposals and questions are only provisional. I would encourage you and your members to respond to our consultation, the deadline for which is 10 September 2012. Further information about our project can be found on our website, Please do not hesitate to contact us using the details above if we can be of any further assistance.

Yours sincerely,

Frances Patterson QC Commissioner, Public Law team

Two friends are fishing near a bridge. Suddenly a Hearse and two Funeral Cars go over the bridge so one of the men stands up, takes off his cap and bows his head. When the cars have gone he puts his cap back on, sits back down and carries on fishing. His mate turns to him and says," Dave, that's one of the nicest most respectful things I've ever seen "Dave replies," Well we were married for nearly 40 years "Â



Le<ers Dear Editor; Sam's story about his chassis number woes reminded me of a similar problemI am unable to find the chassis number on my Bofie, it was noted on my UK Registration Document, but I could never find it, even up on the hoist during MOTs. So, before I exported the car, I made up a plate from a flattened metal pipe clip, and stamped-in the numbers, using punches. I added a few leading zeros, as it looked a bit weedy compared to the modern VIN numbers, then rivetted it to the bulkhead. This has always been accepted without question. On the Insurance front, I did have a little difficulty getting a quote to begin with, because I went to specialist Insurers, but I contacted Shannons,a nationally known company that sponsors a lot of motorsport here, and they were happy to cover the car. A 10,000km yearly limit, agreed value of $50,000 costs me $649 per year (this year, at least). My 3 year old Yaris costs about half that (but no km limit). Re Trevor's article on carbys, my car uses SU's, the later HS6 style, but the needle valves are identical, and did leak a little if the car is not used regularly, giving a smell of petrol, exactly as described. I have replaced them with a type which has a nylon tip. I can't now find the packaging to give a maker/ part number but they cure the problem - almost. I carefully checked the fuel level setting when changing the needles, and I would recommend doing this whenever the float chamber is opened. Soon after my car was able to be used on Australian roads, some kind soul treated my fuel tank to a handful of sand (I know who it was, I just can't prove it - but you'll get yours one day!). This did not cause a spluttering - to - a - halt (Bofies are made of tougher stuff!) but it has caused premature wear on the electric fuel pump, by eroding the valve seats, and the pump has to work harder. It's a UK - made pump, and obtaining spares has not been possible, it will have to be replaced when it gets too bad. Now, of course, there's a filter between the tank and pump - too late. Re Dennis's letter, my Rover SD1 engine also has an oil - pressure controlled fuel pump. It is regarded as a safety feature, and it means the engine will stop if the oil - pressure is low. The Rover SD1 pressure switch has three terminals, and when mine failed, I found it impossible to get a replacement, except by special order from the Rover dealer in Perth - at a ludicrous price (the Range Rover, using the same basic engine, has a simple on/off switch). I remember my UK neighbour had a Ford, and it used to churn over interminably when hot - until the oil pressure built up, just as Dennis suspects. Here's the Rover trick there is a cable from the starter solenoid terminal to the fuel pump, which passes via the oil switch during cranking. Because I couldn't get the correct switch, I had to insert a small relay into the pump circuit, to restore correct function. Why not just power the pump straight from the ignition switch?- you say. Well, it IS a safety device, and if there was a fire...... Best Wishes,

Chris Lewington 13

Donington Oct 1st & 2nd 2012 By Tony Donington was a new show organised by Complete Kit Car Magazine. Liz had a call from the organisers for a Beauford to take part in a "Heritage Concourse" Display they were featuring in the exhibition hall. We agreed to enter our own car. The Beauford Club had already been allocated a spot in the Club Display area.

Friday 31st September This morning we drive over to Dunchurch where the Club trailer is stored in order to retrieve one of the blue and white gazebos, a table and a couple of chairs for the club Display area. The show ground was open today to allow traders and exhibitors to set up in advance of

Saturday's opening. We decided to take advantage of this so that we could get our Beauford into the hall before it got too crowded, and to set up the club gazebo on the display area early to avoid a too early start on Saturday. I drove the Beauford the 40-odd miles to the show ground with Liz following behind with the Club facilities in our Mazda. On arrival, the Beauford was ushered to it's spot in the hall, and we made our way onto the Club display area where we set up the gazebo in readiness for the next two days.

Saturday 1st October We arrived at the show a few minutes early so that we could remove the cover from the Beauford before the 10 o'clock official opening time. After a brief look around the hall we went over to the club display area where we could relax for while over coffee. Shortly, Ken and Carol Price brought their car onto the area and parked alongside the gazebo (more tea and coffee). Ken and I both managed to pick up a few bits and pieces for our cars (does anyone ever stop building/modifying!). Fortunately Ken and Carol had bought their twin grandchildren with them as they kept us amused with their running and play for the rest of the day. No other club members turned up. 14


Sunday 2nd October Once again we arrived at the show ground for the 10 o'clock opening to await the influx of members as we had previously mentioned in the magazine that we were only intending to be there on the Sunday. However, as the photo shows we were very disappointed that not a single member bothered to attend! The high point of the day came when the show closed and we were able to remove our Beauford from the hall – it hadn't let us down and piddled any fluids on the carpet!

A Thought for the Day I think that the time may have come to question the Club's attendance at Kit Car shows? Are our members really interested? As you can well imagine, a lot of work goes into the preparation and setting up of these events but they are rarely well attended. You will recall that at the Stoneleigh Show we struggled to get a quorum at the AGM. Of course, the Club exists for the enjoyment and benefit of our members but if the members don’t enjoy the shows that we attend, perhaps we should rethink what we plan for the future. At Donington we had a single car on the Club’s stand which was very disappointing for the organizers. It has been suggested that because only a small number of our members are actually building a new kit car at any one time, we may be missing the mark by attending kit car shows. Even Beauford Cars no longer attend these shows. Should we instead attend the main stream car shows or rallies. Please let us have your comments we need your feedback.




A New Hood Frame Tony Harket It started when my wife and I were visiting the Haynes Motor Museum in Sparkford. As I stood in awe of their magnificent Duisenberg envying the work of art that is its hood frame, she said ....... “well, if you like it, why don’t you make one?” Now, as those of you with a 2 door Beauford will know, the original hood frame is not its most outstanding feature, and I realise that it’s possible to buy a different one from a hood frame manufacturer, but in the true spirit of ‘Kit-Cars’, and in a moment of madness, prompted by the little voice, I decided that the time had come for me to make one, and furthermore, I was in the perfect place to benefit from the genius of hood designers throughout the ages. In other words, to steal their ideas! A flurry of digital camera work produced a good range of hood frame pictures, Duesenberg, Morris Minors, VW Beetles and plenty that I’ve never heard of, all with varying degrees of cunningness of hood frame design, and so I had no excuse to back out! I decided that there were five impossible goals for the new frame ! 1. To look as good as the Duisenberg if possible. 2. To open and close ‘one handed’ from either side. 3. To extend to the windscreen, eliminating the existing gap with no frame. 4. To have no side supports at the door pillars. 5. To fold back into the same space as the original. 16

THE BEAUFORD OWNERS CLUB MAGAZINE Now for those of you thinking of embarking on a similar quest with, like me, I can confirm that the geometry of hood frame design is surely a dark art, understood by a precious few and certainly not by me. It was quite obvious that the Duisenberg frame would not translate ‘asis’ to the Beauford, even if I had been able to get full details, and as far as I could ascertain it is not fully ‘self folding’ and so I was going to have to use the general principle but adapt to suit, incorporating folding mechanism ideas from other cars. Now came many hours of rough sketches on paper through the dark winter evenings, then scale drawings, and then an expedition to the loft to see if I could find the Meccano. After a lot of experimentation I had a real life, quarter scale Mk1 prototype........a working, one hand operated, self folding Meccano mechanism with inches (sorry, centimeters) of sloppy lost movement, but, having proved the operation, it was time to move on to a full sized, one sided ‘mock-up’ made out of junk laying around the shed. Hours of shaping and re-shaping, drilling and re-drilling and some undesirable language later, the Mk2 prototype was made and more or less achieved four out of the above five goals. The next milestone was to make a full sized 3D mock-up. This was beyond the realms of my reserves of shed junk but fortunately I had the use of the machine shop at work and so full sized prototype Mk3 became a reality, still made out of junk.... but much much more junk! At this point a new batch of unforeseen problems made their presence felt! Up to now I had been working in 2D, but now, with a 3D Beauford body mock up in front of me it suddenly became obvious that a whole new and frightening world of geometry was waiting to ambush me.


The body of the car, of course, is not a rectangle, but curved and tapered, and so my cunningly calculated 2D mechanism now had to be adapted to handle the different widths of 3D whilst still folding back into the same space, and without tripping over itself. At this point, the original hood frame came into its own as a pattern for the hood support hoops and with more hit and miss reshaping and re-drilling, punctuated by the occasional flash of inspiration and some rare successful calculations it all eventually resulted in a fully operating scrap iron frame which achieved the required goals...... well still only four of them!. on to prototype Mk4, the basis of the final frame. Again, using the Duisenberg as inspiration I decided to go with polished stainless steel and line the hood supporting hoops with polished mahogany, and so, now, a preliminary word of warning for anyone foolishly thinking of doing the same! Make sure that you buy the correct stainless steel flat bar in the first place and don’t think ‘Oh, it will be easy enough to polish up afterwards!’ because It won’t.... believe me! it won’t. I have worked with Stainless Steel for many years but I still stupidly got it wrong, resulting in hours of mind numbing polishing later on. So, having more or less conquered the design work, I was able to move on to what I like best.... making things, and so the complicated folding side frames fairly quickly took shape and were assembled prior to final finishing to check their operation. These were the first of the prototype frames with correct fits and clearances and astonishingly it all appeared to work perfectly, however I had not test fitted the final junk frame to the car for fear of damaging the paintwork, but in retrospect I should have splashed out on some masking tape, covered the bodywork and fitted the frame, as it would have enabled me to put right all those little oversights that became apparent on the ‘production model’, and which entailed quite a few hair raising fittings and removals to rectify. 18

THE BEAUFORD CLUB MAGAZINE To satisfy the ‘one handed self folding’ requirement a cantilever / parallelogram system was needed which entailed two additional pivot points in the car body. I took this as an opportunity to re-design the existing pivots so that they gained strength from the angle iron frame within the rear body sides because there is quite a lot of reactive load imposed on them when the frame is folding. This cantilever system has an advantage that I failed to realise in the original design stages, and that is that the hood could fairly simply be automated, using a mechanism hidden within the space behind the back seat, but that’s a project for more sketches on old envelopes on those cold winter evenings..... or indeed these cold summer evenings. I had originally designed the forward part of the frame to fold back on itself so that when lowered, the view from the rearview mirror over the hood was acceptable, but in practice the folding joint made the frame unstable whilst lowering. Luckily, without folding it, the view rearwards was only very slightly obstructed and so this joint was modified to remain rigid. This has the added benefit of retaining more of the look of the Duesenberg hood. The downside was that the existing hood cover needed a slight modification. A new, higher rearview mirror quickly dealt with the obstructed view. The frame now meets the impossible dream 2,3,4 but my finishing techniques so far have fallen short of the brothers Duisenberg standards and so it is not quite such a work of art yet. Maybe one rainy day I’ll be inspired to carry on with the polishing when I’ve forgotten what a boring job it is, and achieve the first goal. As for No5...... well, it does extend slightly further forwards than the original, but in reality, I like the effect of the shiny frames being on view and so I have decided not to make any changes there. Now for some practicalities of the final build, in case anyone is contemplating a similar project. I had access to stainless steel welding for the fairly complex front part of the frame which attaches to the Beauford windscreen fairing, and so that posed no problems but these parts could just as easily have been bolted together.


THE BEAUFORD CLUB MAGAZINE The rest of the frame was simply cold bent in a press using very simple formers that I made for the purpose. I used a hydraulic press for convenience but it could easily have been done using a good engineers vice. I also made a very simple drill jig to locate and drill the many pivot point holes without repeatedly having to mark them out. All the stainless steel fixings and fixtures were available from proprietary suppliers after a bit of hunting around on the internet. I have to give much credit to my friend Ian who also has a Beauford. We decided at the beginning that it would be as sensible to make two frames as one, one for each of our cars, and so Ian also put in many hours of brainwork, hard physical labour and much polishing to make the project come good, as well as providing a spare windscreen fairing and a pile of junk to build the prototypes, so, thanks Ian, and you’re welcome to borrow the welder to make yours fit properly as well. Overall the project has been a success and attracted many favorable comments at shows, and in particular from other Beauford owners. Some have expressed an interest in having / buying one, but I hesitate to put a realistic price on it, so my view is....”you can look at this one, you can play with this one, you can photograph it, you can measure it, you can ask me questions about it, but when it comes to building it........... you’re on your own!. Of course, I’m always open to overpriced offers!



New Seat Belt Law in the USA This becomes effective 1st October 2012 The National Highway Safety Council has done extensive testing on a newly designed seat belt. Results show that accidents can be reduced by as much as 95% when the belt is properly installed.

Correct Installation is illustrated below....... Please pass on to family and friends.



Wanted Mk.4/5 Cortina rear axle.Prefer 3.9:1,but may consider 4.1:1 diff ratio.

For Sale 4 Mondeo steel wheels,15" 4 stud . Good condition, FREE to collector

Hello everyone I have a two door Beauford with a poorly Cortina MK 4 Rear axle

6 Ally Cat alloy wheels,15 x8J ford 4 stud fixing.Complete with centres, although only 3 have ally cat logo.Good condition but would benefit from re-lacquering. Early Beauford style ? see pics.I am in Kent, but travel to Lincolnshire every 3-4 weeks,so may be able to meet on route. £120 Please contact Chris Gregory 01634 581115 07901604908

Can any of you please help source a replacement rear axle – I think either 2.0 or 2.3 axle may do as long as MK 4 Thanks Lee Ashworth Member No 538

Tony’s Tip


How many bumper end tubes have you lost? Here’s how our’s stay put. Wrap a hose clip around each bumper blade, tighten up, and then slide the end tube over them so that the clips are hidden inside. Finish by pumping in your favorite Automotive adhesive, let it harden, and the job’s done. 22


Low Oil Pressure? Trevor looks at a Nissan Oil Pump Several years ago I was talking to David Young about the oil pressure that I should expect from my Nissan engine. He commented that, in his opinion, one of the worst things that you can fit to your Beauford is an oil pressure gauge because it causes more alarm than good. He was probably right. However, in my books, good oil pressure equals a healthy engine. Nissan engines are renown for their low oil pressure at tick over. If you couple this with the reduction in pressure as temperature rises then the result is nearly a nonexistent pressure on hot days as the engine idles. Does this sound familiar. You may recall that Tim from Opie Oils explained that oil flow through the engine was a major contributor to engine cooling and oil at the right temperature retains the design viscosity. The ideal oil temperature is 80 degrees C. Nissan themselves became concerned about low oil pressure and hot engine oil when they introduced the L28 engine, so they totally revamped the cooling and oil supply systems. Firstly, they revamped the coolant flow through the engine with "siamesed" cylinders where instead of coolant flowing between all the cylinders as on earlier models they are connected between 1-2, 3-4, 5-6 with cast webbing for more rigidity. Secondly, they introduced an oil cooler for the turbo version to keep the oil at, or about, 80 degrees C. Finally, and most importantly, they increased the oil pump impeller length by 25% to increase the oil flow. So what you ask. Well these last two items can be incorporated into your own Nissan engine quite simply resulting in high, stable oil pressure.

Nissan 280Z 280ZX L28ET Turbo Engine Oil Pump £50.00 Postage:Free

By fitting a an oil cooler and the high capacity oil pump oil viscosity remains at its design level.

The first, and easiest is to fit the high capacity oil pump. Now fortunately, there is a Taiwanese manufacturer (Excellence Autoparts who sells these pumps on Ebay at a fraction of the price of those supplied by Nissan. I have fitted several of these pumps and they work very well indeed. Fitting a new oil pump is quite straight forward if you follow a few simple steps. If you follow the Haynes manual you won’t wrong but it really is made more complicated than it needs to be. The secret is to make sure that you retain the engine timing to approximately the correct place when refitting the pump. As you know, the 23


pump and distributor share the opposite ends of the same drive shaft. Secondly, make sure that the pump is primed. My own method is to ensure that the rotor arm and the shaft to the pump stay in the exact same spot when disassembling and reassembling the system. The following process works for me: • Remove the distributor cap • Remove the rotor arm • Put a small amount of Blue Tack (pea size) on the end of the drive shaft and refit the distributor arm - this is intended to prevent the shaft from ‘dropping’ when the oil pump is removed). • Using some Duck Tape, secure the rotor arm firmly in position - to stop the rotor from turning when the pump is removed. • Remove the bolts securing the pump. • Carefully withdraw the pump - this requires a slight turn as the pump is removed - make sure that the drive shaft does not come out with the pump. • Try not to not turn the shaft of the pump being removed. • However, if the drive shaft does come out with the pump, replace it in the same position. You will see that a slight turn of the shaft is required to allow for the angled gear drive. • The keyway where the drive shaft engages with the oil pump is offset so that it only fits one way. • On your work bench, place the new and old pump side by side. • Turn the new pump keyway to match the shaft of the removed pump making sure that the keyway matches. • Poor a little engine oil into the new pump in order to ‘prime’ the pump. • Now fit he new pump. • Offer the pump up to the drive shaft. As the pump engages with the shaft. • As the pump is engaged, you will see that the bolt holes may not be aligned exactly but as the pump gets closer to its base, it will rotate to fit. 24


• Ease the pump into place, twisting it slightly and gently as it goes into place to encourage the key to fit in the keyway. • If it refuses to engage, the chances are that you have the keyway rotated by 180 deg - try again. • Insert and tighten the bolts. • Remove the tape and blue tack. • Replace the distributor cap • Pump the engine oil by turning the engine over a few times using a socket on the crank shaft or use the starter motor if the low tension connector has been removed. • If you are confident that the oil pump has gone back into position without moving the rotor arm excessively, you can now start the engine and ensure the oil pressure builds up. • Now carry out a dynamic timing check using a strobe light. Sit back and admire the increase in oil pressure. Remember, if you lose your way, revert to using the Haynes or Chiltern workshop manual. In the next magazine, I will talk you through fitting an oil cooler. This will finish the job and go some way towards adding years to your trusty Nissan engine.

A Topical Story A man got on the bus with both of his front trouser pockets full of golf balls and sat down next to a beautiful (you guessed it) blonde. The puzzled blonde kept looking at him and his bulging pockets. Finally, after many glances from her, he said, "It's golf balls." The blonde continued to look at him for a very long time, thinking deeply about what he had said. After several minutes, not being able to contain her curiosity any longer, she asked,

"Does it hurt as much as tennis elbow ?" 25


Railroad Tracks Chris Lewington The U.S. standard railroad gauge (distance between the rails) is 4 feet, 8.5 inches. That's an exceedingly odd number. Why was that gauge used? Because that's the way they built them in England , and English expatriates designed the U.S. railroads. Why did the English build them like that? Because the first rail lines were built by the same people who built the pre-railroad tramways, and that's the gauge they used. Why did 'they' use that gauge then? Because the people who built the tramways used the same jigs and tools that they had used for building wagons, which used that wheel spacing. Why did the wagons have that particular odd wheel spacing? Well, if they tried to use any other spacing, the wagon wheels would break on some of the old, long distance roads in England, because that's the spacing of the wheel ruts. So, who built those old rutted roads? Imperial Rome built the first long distance roads in Europe (including England ) for their legions. Those roads have been used ever since. And the ruts in the roads? Roman war chariots formed the initial ruts, which everyone else had to match for fear of destroying their wagon wheels. Since the chariots were made for Imperial Rome , they were all alike in the matter of wheel spacing. Therefore, the United States standard railroad gauge of 4 feet, 8.5 inches is derived from the original specifications for an Imperial Roman war chariot. In other words, bureaucracies live forever.



So the next time you are handed a specification, procedure, or process, and wonder, 'What horse's arse came up with this?', you may be exactly right. Imperial Roman army chariots were made just wide enough to accommodate the rear ends of two war horses.

Now, the twist to the story: When you see a Space Shuttle sitting on its launch pad, you will notice that there are two big booster rockets attached to the sides of the main fuel tank. These are solid rocket boosters, or SRBs. The SRBs are made by Thiokol at their factory in Utah. The engineers who designed the SRBs would have preferred to make them a bit larger, but the SRBs had to be shipped by train from the factory to the launch site. The railroad line from the factory happens to run through a tunnel in the mountains, and the SRBs had to fit through that tunnel. The tunnel is slightly wider than the railroad track, and the railroad track, as you now know, is about as wide as two horses' behinds. So, a major Space Shuttle design feature of what is arguably the world's most advanced transportation system was determined over two thousand years ago by the width of a horse's arse. And you thought being a horse's arse wasn't important! Now you know, Horses' Arses control almost everything...

Explains a whole lot of stuff, doesn't it? 27


Kit cars from the USA Mike Glasson

Yes, these li6le beas-es are road legal. Have a look at the licence plates. They run on either Kawasaki or Honda motorcycle engines and are built onto vintage bumper car bodies as donors. They have been transformed into the most awesome form of mini-­‐car we've seen in a long -me. There are several of these li6le monsters floa-ng around California and they're all the crea-on of one man, Tom Wright, a builder in the outskirts of San Diego who obtained the ‘leJovers’ of the Long Beach

Pike amusement park. He felt that the ‘dodgem cars’ needed a more dignified end than the local scrap heap. They were originally powered by two cylinder Harley Davidson Motorcycle

engines but they ra6led like heck because of the two cylinder vibra-on. So Tom replaced them with four cylinder Honda or Kawasaki 750s and the beasts were reborn. A couple of them have been measured as capable of 160 MPH, which is terrifyingly fast in machines with such a short wheelbase. By the way, they are almost indestruc-ble in accidents! 28


And Finally Warning: Scam aimed at older men Women often receive warnings about protecting themselves at night in the street and in dark car parks etc. but this is the first warning I have seen for men. I wanted to pass it on in case you haven't heard about it. The scam seems to normally take place at shopping centre’s and here’s how it works: Two good-looking 20-something girls come over to your car as you are packing your shopping into the boot. They both start wiping your windshield with a rag and a widow cleaning product, with their ‘boobs’ almost falling out of their skimpy T-shirts. It is impossible not to look. When you thank them they say that they don’t want a tip but would like a lift to a nearby McDonald's. If you agree, they get into the back seat. On the way, they start undressing. Then one of them climbs over into the front seat and starts crawling all over you, while the other one steals your wallet. I had my wallet stolen! On the 4th, 9th, 10th January, twice on the 15th, 17th, 20th, 24th, & 29th. Also 1st & 4th February, twice on the 8th, 16th, 23rd, 26th & 28th, three times last Monday and very likely again this coming weekend. So tell your friends to be careful! What a horrible way to take advantage of older men. Warn your friends to be vigilant. By the way, Asda has wallets on sale for £1.25 each but I found cheaper ones at the 99p store and therefore have bought another dozen













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