More Than Just Metal-Welcome to the latest edition of Progress! As the days grow longer and we transition into the heart of the motoring season, it’s a wonderful time to reflect on what makes the North Shore Vintage Car Club (VCC) such a vital and vibrant community. It’s easy to focus solely on the machinery—the gleam of chrome, the distinctive roar of a historic engine, the intricate engineering of a bygone era. Our cars, be they pre-1919 veterans or treasured classics of the 1980s, are magnificent works of art and engineering, and they are, of course, the foundation of our club.
But the true value of the VCC, and what Progress truly chronicles, lies in the people and the passion. Our cars are time machines, yes, but they require stewards. Every spanner turn, every polish, every research trip to confirm a minor detail—these acts are what preserve history. The knowledge and expertise within this club, passed down through generations of mechanics, restorers, and enthusiasts, is irreplaceable. We are not just collectors; we are custodians of automotive heritage.
This preservation, however, is not meant to happen in a sealed garage. The real joy is in the shared experience. It’s the laughter on a club run, the collective groan when a sudden shower hits, the helpful hands at a working bee, and the endless, lively debate over the merits of various marques at a morning tea. The car may be the catalyst, but the community is the engine that truly keeps us running.
As we move through the coming months, I encourage you to dust off your tour maps and your driving gloves. Commit to joining that next mid-week run, volunteer to help organise the upcoming, or simply bring along a new member or friend who shares your curiosity. Let’s not just keep these beautiful vehicles alive; let’s drive them, share their stories, and ensure the unique spirit of camaraderie in the North Shore VCC continues to grow. See you on the road!
Contributions Much Appreciated - Articles, Photos, Reminiscences, Mechanical Tips, Notices, Funnies. Please submit your contributions by the last week of the month
Please supply your content in a word document with photos sent separately or included. Hand written is acceptable ,can be scanned by me as can photos. I can send a copy to you of your item before publishing for your acceptance,late contributions are accepted only if time allows,
Email Editor: Wade Alexander wadeyboy@xtra.co.nz ph;0272722130
Editorial
Page 2
Chairman’s report Page 4-6
Notes of the committee meeting Page 7-8
Club Captain’s report Page 9-10
VCC Head Office invite Page 11
Skinner’s finds Page 11
Spring Tour to Napier Page 12
New Tools Page 13
Have lens will snap Page 14-16
Daffidol day total Page 16
Wicket Roller Page 17-18
Howick bike Rider’s run Page 19
Vapor Honing
Page 20-22
For Sale Morris Isis Page 22
For Sale Mercedes Benz Page 23
Wanted to buy Page 24
For Sale Bristol 406 Page 25
Engine oil is evolving Page 26-31
Another Skinner’s find Page 31
Contacts Page 32
YOUR CLUB NEEDS YOU!
After many years of great service Peter Aitkin has hung up his ear muffs and retired from tractor mowing the paddocks. Gerald has taken over the job. However, he is also doing the ride-on mower work. We have nearly 300 members, it would be great if one, or more, could take over this job. Please apply ASAP.
Chairman’s Report: John Higham.
Hello Members,
I’ve been away with Heather to foreign lands for seven weeks, so have not had hands-on involvement with the Branch activities for a while. I know, no one wants to hear all about someone else’s holiday, but several have asked me how it went. I use the term holiday loosely as it was, for a section of the latter part, “travel” and not particularly “holiday” where the day time temperatures were in the mid to high 30’s most days. We went to England for a month to visit family, then briefly to Switzerland to take the Bernina Express train through the Alps to Italy, then to Lake Como for several days, a flight to Athens where we picked up a cruise to Istanbul. (By the way, we found Turkey, particularly the two west coast towns we visited, delightful with no graffiti, no rubbish in the streets and no threat of pickpockets. Such a contrast to grubby Greece). Then a return to a cool and breezy NZ.
So I will only regale you with a couple of items.
The first is leaving NZ. It’s been six years since we were overseas and you get a bit rusty on all the rules and regulations. Some countries treat the “liquids and gels” at the airport differently, or do not even consider them at all. But not NZ, apparently, as was to become evident when we passed through on our way out of the country. In the last minute packing and checking that each bag didn’t weigh too much, etc, I packed four 400 gram and two 200 gram (yes 2 kg) of Marmite in my carry-on luggage without a thought. A young lady opened the bag after scanning and ripped out the offending pottles, but missed one 200 gram one in her haste. I mildly protested and innocently asked for the reason. B-O-M-B-S she replied, not able to say the word in public at an airport. So my question to members is, most of you being practical people, how do you make 2 kg of Marmite into a bomb, on a plane whilst in flight? Any Marmite bomb recipes are welcome.
The second is a big day of supposedly train travel from Zurich, Switzerland to Lake Como, Italy. This was always going to be a bit of a challenge because we each had a big bag and a small bag, and we had to get four trains (including the Bernina Express).
By way of explanation, in many European countries, when you purchase a train ticket it is not valid for travel. We had A4 paper tickets in our itinerary, but the validated ticket would turn up on my phone. If you purchase a “normal” ticket from a local vendor or at the station, you have to validate the ticket in a machine on the platform before boarding. If the ticket is electronic, validation is by way of the internet, or an app, within 24 hours of travel, or by Wi-Fi at the departure station. My abilities with all of that was, and still is limited.if you get found on a train without validated tickets you pay again on the spot, or get ejected.Zurich to Chur 6.12am. Not knowing much about it all, we were at the
Chairman’s Report: John Higham.-
station by 5.30am before the train appeared on the departure board and had to wait until nearly 6am for it to do so. But the platform was straight ahead and no problem. Our tickets were validated by an app my travel agent had installed on my phone, and I worked through that the night before the train departure. A QR code appeared on my phone which I could then show the conductor. But she knew that they were validated by entering our paper ticket references into her gadget. It is a very swift train and comfortable. (I did the Bernina validation at the same time as they were both Swiss trains).
Easy change at Chur to the Bernina Express and reserved seats in a four bay and table arrangement. The two opposite us were a husband and wife couple from Perth, Australia. Nice people as you will see. They were heading for Lake Como too, but via a train transfer from Monza, not Milan as we were, and were unaware that the train heading that way from Tirano was out of service. So they had to go by replacement bus to Lecco (and train from there as we were).
So, now for Italian trains. The fun bit.
Well, at Tirano there was chaos. The station building closed and boarded up, walking uphill and down Dale to get to the bus yard. There was a crowd milling around, and it was growing.
Buses were not particularly well identified and no kiosk or office. After some time I found a skinny bloke dressed in a train company uniform hiding behind a power pole eating his lunch. I asked him what was going to happen, as without the station open I could not validate my tickets. He said a bus was coming and just “get on, no worries”. Easy for him to say.
Then an unidentified bus came, which might be ours. He casually smoked his vape, stood at the back of the crowd and watched on as everyone swarmed the bus, stashing luggage in the lower compartments on the near side. There seemed to be the prospect of having your luggage aboard and not yourself, or vice versa. We missed out getting our luggage aboard and had to go around to the other side. The driver arrived and opened up the compartments and I proceeded to stow our bags. Suddenly at my shoulder the Aussie arrived and helped to sling the last of our bags aboard and said “follow me”. Meanwhile his wife had barricaded the door to the bus and kept everyone out so we tucked around the front of the bus and the four of us climbed aboard. Then the driver and the train bloke. Change over at Lecco was okay, but again no validation or checking of the tickets. I think they worked on the idea that if you suddenly arrived by bus you must already have an onward ticket. But the train had the wrong reference. It
Chairman’s Report: John Higham. -
continued
turned out to be the right one as they changed the numbers and destination just as it pulls away!
Change at Milan was reasonably straightforward and our arrival into Lake Como easy. We took a taxi down to the hotel and celebrated our eventful day’s travel with a nice meal.
The connection due to the inbound train running late), I won’t bore you with that. Suffice to say, Italian trains are an experience.
Travel, on public transport especially, and being on the move I have decided is for younger people. At least when Italian trains are involved.
And now for something actually related to the Branch. You should have had a copy of the NSVCCC draft constitution revisions by email, or in some cases by hard copy. By the time you may be reading this report in Progress the time for comments may have expired. The important point is that the Branch has to register an updated constitution by early next year. We intend to lodge in November 2025. So please take some time to study the draft revisions and come to the Special General Meeting on Wednesday 29 October 2025 where we will be voting on approving this draft.
John Higham
NOTES OF COMMITTEE MEETING 25
September 2025
New Members: Peter Haynes
Notes:
Malcolm Tucker L. Banham
Mike Heineman
Notice of Motion – A Notice of Motion to re-instate a $50.00 Branch joining fee for new members and transferring members was presented to the committee and passed by majority vote. This will now be presented to the Special General Meeting which is to be held on 29 October 2025.
Committee Member: Charles Armstrong has resigned as a committee member. We thank Charles for his input into the meetings to date.
MOTAT – Bill Raynor from MOTAT addressed the meeting. He is seeking support from our Branch and like-minded organisations to help the Motat Society to refocus on its core business as a museum of transport. The publication of an article in the Progress magazine was approved.
Health and Safety – A recent audit has been undertaken in relation to the facilities at the Clubrooms and associated sheds and several issues, mostly of a minor nature, were discovered. A list of faults and recommendations was presented to the committee and approved. These issues will be addressed over the forthcoming weeks.Thanks were given to Russell Ness, John Russell and John Castle for the H&S audit. Special thanks is given to Dr. John Russell for his assistance with the audit.
Sympathy Cards – A suggestion for the Branch to have sympathy cards which can be sent out in cases of members or spouses passing was approved.
Christmas Dinner – In place of a special Christmas function, it was decided to incorporate additional menu items to the last Thursday morning event for the year, including hamburgers, Christmas cakes etc.. Ham cooked on the BBQ will be provided on the Sunday event. People are generally busy near Christmas and we already have two functions programmed.
Special General Meeting – It was suggested that a suitable film is to be provided as part of the Special General Meeting.
Scrap Metal Access/Front of 5 Bay Shed – There is a need to gravel a driveway to the metal scrap bin at the point where scrap metal is collected. There is also a need to scrape in front of the 5-bay garage and replace it with clean crushed concrete.
Committee Meeting Notes: . from
Maurice Whitham continued
Re-hanging of Men’s toilet door – discussed, not needed at this stage.
James Liu – The committee was canvassed and approved in principle a non-exclusive deal to James Liu. James, through Harcourts has offered to pay money to the club for member’s referrals and also offered a fee to club members for real estate deals which result in successful sales.
Letter of thanks – Mr. Peter Aitken has been mowing the grounds with the tractor for 10-12 years or more. A special thanks to Peter for his efforts over the years. He will no longer be doing this work and Gerald Miller will replace him
Shed – Approval has been given to provide a 30 m² shed adjacent to the museum for the upholstery work and electrical testing benches, enabling additional storage vehicles to be housed in the main storage shed. Work will commence of the slab in near future. The actual building to be erected has not yet been finalised.
Vehicle Supervisor – Tony Sparkes volunteered to oversee servicing of the Club vehicles.
Quiz Night – Barb Stubbs suggested a quiz night maybe in November 2025.
Regular Diary
Committee Meetings: Last Monday of every month, 6.00pm. Observers always welcome.
Library: 9-12 am Tuesdays and Thursday
Tuesday Mornings: Restoration shed open. Coffee and tea at 10am.
Wednesday Evenings: Club night. Coffee, tea and banter, 7.30pm.
Thursday Mornings: All sheds open. Why not come along and explore the parts shed? Fantastic experience, even if you don’t need any bits! Coffee, tea, cakes and savouries at 10.30am. Gold coin donation please. ...And remember...
International Festival of Historic Motoring: Nelson 15-21 March 2026
North Shore VCC Club Captain’s
Report -September 2025
Coming Club Events
15th October ( Wednesday) – 10.00am visit to “The Garage” a high quality collection of classic cars & motorcycles located in Millwater . Flyer to be sent and numbers attending will be limited to 30 people.
29th October ( Wednesday) – Special General Meeting and classic movie evening.
11th November (Tuesday) – 10 am visit for coffee and a tour of the Club facilities for members of Aria Bay Retirement Village, Browns Bay.
23rd November ( Sunday) – Club Run & picnic lunch organised by Richard Bampton to two superlative local gardens and a special model train collection.
14th December ( Sunday) – The Club Xmas Car show, gymkana and BBQ for members and family.
18th December ( Thursday) – final coffee morning for the year with Xmas eats .
24th January 2026 ( Saturday) – Club run to Wings & Wheels , Thames , held at Keith Park Memorial Airfield 10am – 3pm Details to be advised.
1st March 2026 Open Day & Car Show ( Date Brought Forward) Other Events
10th,11th & 12th October - VCC Canterbury Swap Meet , McLean’s Island, Christchurch.
22nd November ( Saturday) – Auckland Branch VCC Motorcycle Section Rally will be run from NSVCC HQ . Friday will need to be open for campervan parking gate only, A Key holder to be available to open for both days.
29th November – Orewa Xmas Parade details to be advised.
8th February ( Sunday) – Ellerslie Car Show & Concours Judging
North Shore VCC Club Captain’s Report
-September 2025-
continued
19th – 22nd February 2026 - Art Deco Festival in Napier 15th – 21st March 2026 – Vero International VCC Rally in Nelson .Registrations have now passed the minimum to hold the event and registrations close on 31st August although after that date you can still join but at a higher fee. A number of our NSVCC members will be attending and please add your details on the white board in the Club house if attending.
Other
Don’t forget we have the Morris 8 and Chevrolet cars both available for use by members. The Chev and Morris both have new batteries. The members workshop area is almost clear of BSA parts so is now available for club members to use again for their own vehicles. Register your interest to reserve a place on the white board.
NSVCC Club Event Wednesday 15th October 2025
Visit “The Garage “ a high quality private Classic Car and Motorcycle Collection.
Location - 14 Highgate Parkway , Millwater. First building on the right past the BP , same end as Mighty Ape
Meet on site at 10.00am. Parking is a little tight so if you can share a ride that would be good.
This event is restricted to 30 people and you must call or txt me if you wish to attend. My number is 021957032
This will be on a first come /first serve basis so don’t leave it too long to register your interest.Cost $10 PP which will be a donation to North Shore Hospice.
After visiting the collection those that wish may go to the nearby Columbus Café by Mitre 10 for a coffee and a sandwich and a chinwag.-John Castle
Hello
VCC Head Office Invite
A friendly reminder that if you are in Canterbury for the Swap Meet over the weekend of 10-12 October 2025 we will be hosting an informal opening of the Clubs new office and archive facility on Thursday 9th October between 5.30-8.30pm. There will be a sausage sizzle, nibbles and refreshments onsite.
If you can't make the Thursday evening function, our lovely office support team will be opening up on Friday and Saturday as well from 10am until 2pm and welcome you to call in and have a look if you're in town.
The new facilities are located at 4 Meadow Street, Papanui, Christchurch. Please note that on the Thursday evening only, limited onsite disability parking will be available due to the function. Any other day both car parking areas will be available.
Regards, George Kear
President of The Vintage Car Club of New Zealand Incorporated and the The Historic Vehicle Authority of New Zealand
Skinner’s Finds
The "1953 Willys 8x8 Centipede" is a unique, one-of-a-kind custom-built vehicle, not an official production or military prototype from the Willys-Overland company.Here are the key details about this unusual machine:Builder and Timeframe: It was custom fabricated in the 1970s by Dick Cook, a legendary fabricator who apprenticed under Ed "Big Daddy" Roth.Original Components: The body was an amalgamation of parts, reportedly using components from two Willys-Overland wagons and one standard Jeep. It has the appearance of a stretched Willys Jeep, painted in military olive drab.Drivetrain & Steering:8-Wheel Drive (8WD).8-Wheel Steering: All eight wheels can steer.The rear four wheels can be locked in a straight-ahead position, allowing it to function with 4-wheel steering when desired.Engine: It is powered by a rear-mounted Chevrolet Corvette 327 cubic inch V8 engine.Purpose: Cook reportedly built it to be the ultimate off-road vehicle, capable of handling rough terrain better than a standard Jeep, and drove it frequently, including on a road trip from Las Vegas to Colorado.
NSVCC Spring Tour to Napier 2025
Another enjoyable and well organised run from Paul Collins. There were 27 vehicle registrations and 45 people all joining the tour, mainly NSVCC members but also club members from Wellsford/Warkworth , Auckland and Eastern Bay Of Plenty Branches. We were joined by Hawkes Bay club members while in Napier. An interesting group of vehicles on tour ranging from a 1930 Ford Model A Pickup , Owen’s 1938 Ford V8 and the usual array of nice later model classics. To my knowledge they all behaved without incident including their owners !!
Napier has a lot to offer and Paul arranged an interesting variety of Car collections and other places of interest in the area and an excellent dinner on Saturday night hosted by the Hawkes Bay VCC Club at their newish clubrooms.. If you are travelling to Napier the Faraday Museum is well worth a visit -John Castle
more photos on https://www.facebook.com/search/top?q=north%20shore%20vintage%20and%20classic%20car%20club
New tools.-Richard Bampton
Last Thursday two small boxes of donated tools arrived in the restoration shed.
There were some useful ones, and some will be put out for Branch members if anyone would like them.
BUT among them all were two items that I expect the vast majority of members would not have recognised. (I did.)
So I showed them to Bruce Pitcher, who immediately, and correctly, identified them as air-pumps.
When filled with oil they also act as oilcans (or oil-feeders)
For those members who are slower than the average I will explain more clearly.
If you pump the lever on the can (on the right of the photograph) air will come out. Do not use this to inflate your tyres, it does not generate enough pressure.
If you remove the top, (by unscrewing it) fill it with oil (do not fill it to the very top), and replace the top, (if you have overfilled it the pump mechanism will displace oil and spill it all over your hand) you will then find that by pumping the lever, oil will come out of the spout.
The purpose of the tool is to put oil onto bearings, levers, sliding mechanisms or anything on your car that requires lubrication.
Not a lot of people know this.
They can be found in cupboard number 34, but you will have to find out whether they are acting as air-pumps or oil-feeders. And please return them when you have finished with them.
Have lens will snap:
Captured by Terry Costello.
Have lens will snap:
Captured by Terry Costello - Continued
Have lens will snap:
Captured by Terry Costello - Continued
Daffodil Day Totals
Raised
Warkworth- $1462.60
Coffee Cart- $217.00
Eftpos-$390.00
Since th
North Shore & Waitakere- $1090
Web site- $114.96
Total- $3274.71
Daffodil Rally for Cancer began in 2017, the VCC Club as a whole have proudly raised more than $500,000 to support the vital work of the Cancer Society. But this year, we’ve reached a new milestone: $110,000 in one weekend alone.
A good day's work......it has been suggested the Cancer Society are about to have a session of where and what and how to proceed with FORD Sponsorship for next year and the hope is that along with the VCC advertising will happen earlier than this year and therefore FORD displays will probably be needed to be organised earlier....watch this space.
WICKET ROLLER -
By Peter Lloyd
When I finished my apprenticeship with John Andrew Ford I got a job with the Auckland City Council. They had just shifted their workshop complex from Victoria Park Market area to a new complex in Cook St . All the trades were based there. In the late 1960s the council did all their own maintenance on everything they owned. I joined the vehicle division for everything ,mowers, tractors, earth moving machinery, trucks, pump stations, even the crematorium, so it was a steep learning curve.
We had some old wicket rollers which were at the end of their useful life but Ransoms in the UK didn't make them anymore, so the foreman of the heavy engineering shop Fred Morgan and I figured we could build one. If the English could do it, so could we .. After many ideas were drawn on the workshop floor in chalk we came up with a one ton steel box powered by a Mini power plant complete. Two one inch steel plates housing the power assembly were kept apart by a large shaft which ran two large heavy rollers running on a common shaft being driven by the Mini drive shafts through a heavy chain to each roller thus using the Mini diff and gearbox. We had to turn the brake drums and hubs around to face in instead of out.
One small roller at the back of the frame with a seat and steering wheel also using a Mini steering rack The roller was very similar in looks to the Ransom and turned out to be very successful, we eventually ended up with Five in total. We had to give it a fleet name , so Morgan Lloyd wicket roller it became.
WICKET ROLLER -
By Peter Lloyd-continued
As a footnote we set up one of our traffic cars radar on Victoria Park. I achieved 50 kph on our prototype in fourth gear, The chain noise started to scare me at that speed. Back at the workshop I put a blocking spacer in the gear shift so you could only select first,second and reverse" .
I achieved 50 kph on our prototype in fourth gear, the chain noise started to scare me at that speed. Back at the workshop I put a blocking spacer in the gear shift so you could only select first,second and reverse"
SAND RAKE
After the roller episode I thought I probably would be able to build a hydraulic driven sand rake for the golf course to restore each bunker which was done by hand daily I liked the idea of a three wheel trike configuration driving all three wheels on balloon tyres, towing a set of rippers and a set of rakes. So driving into bunker rippers would stir up the sand and any weeds or balls, the rakes would smooth out the sand like it had been done by hand In a matter of minutes the job was done and off to the next bunker and the operator didn't have to walk between bunkers, saving a lot of time. I only built one. It was successful but then the council started putting everything out on contract, at huge cost as it turned out, but that is another gripe of mine.
Howick Bike Rider’s Run
On Thursday 4 th September on the Howick riders run, we finished at Ardmore airport. After our usual hour of chatting, 5 of the 12 there were going to visit AVSPECS to see how number 5 Mosquito is coming along.
But then member Ditch said let's go along the road to visit his friend, Mike Smith, who has a hangar where he does airplane repairs. So off we went to see Mike. Mike took us inside the hangar where we saw a small 2 engined plane that he had just finished repairing a damaged wing. Mike has two restored stationary engines there.
Then Mike took us outside where we found the WW2 DC3 that he's doing repairs to. We were allowed to have a look inside, then Mike showed us around the War Birds two hanga's. What a great finish to our Thursday ride.-Martin Spicer
Vapor Honing
For people aiming for the most accurate OEM restorations, the goal is to recreate a vehicle exactly as it looked on the assembly line. This is particularly challenging for rare cars like the 1960 Ferrari 250 GT Series II from The Pink Panther. Mike Mancini's Sports Car Workshop (SCW), which is restoring this specific Ferrari, is using vapor honing on aluminum parts of the 4-speed gearbox to achieve the correct factory finish.
What is Vapor Honing?
Vapor honing, also called wet blasting or slurry blasting, is a gentle cleaning and surface restoration process that uses a mixture of water, abrasive media, and compressed air.
Unlike messier dry blasting, vapor honing is performed in a cabinet, generating very little dust while reducing friction and heat buildup. This makes it ideal for delicate materials like aluminum.
For shops like SCW that demand accuracy in their award-winning OEM restorations, vapor honing is crucial because it removes oxidation, corrosion, and contaminants without damaging the underlying metal or altering critical dimensions, delivering the best OEM finish on aluminum parts.
The vapor honing demonstration used the transmission center case, selector turret, and top cover.Before treatment, these parts were first cleaned in a parts washer to remove grime. The top cover had thin layers of zinc chromate and silver paint, which will be replicated after restoration.Crucially, vapor honing is ineffective on thick, baked-on paint. SCW advises that any heavier paint layer be chemically stripped first. Using abrasive methods would alter the parts' texture and compromise the accurate OEM finish.
The discoloration inside the transmission center case is due to a Glyptal paint coating. Ferrari used this type of paint from the late 1950s to the mid-1960s, particularly on racing and high-performance road cars. Its purpose was to seal porous sand-cast aluminum parts to improve oil drainage and minimize varnish buildup.For parts with complex recesses that accumulate dirt and
Vapor Honing -continued
Vapor Honing Media
grease, it's advisable to have them chemically cleaned before vapor honing. This step helps to reduce contamination and prolong the lifespan of the blasting media.
The choice of vapor honing media depends on the metal type and desired aggressiveness. For their OEM aluminum restoration, SCW uses non-aggressive glass beads.
These spherical beads clean gently by impacting and removing oxidation, corrosion, and dirt without damaging the surface. SCW specifically chose a very fine/micro finish grade, with a mesh size of 170−325 (approximately 90−45 μm). This size is ideal for polishing, light cleaning, and fine detailing, producing a natural satin or matte finish on aluminum parts.
SCW sources its supplies from VHT and highly recommends adding their Anti-Microbial Agent to the water to prevent the growth of fungus.
The vapor honing cabinet utilizes three hoses: two deliver the compressed air and wet slurry mix to the nozzle for blasting, and the third is for rinsing the parts with fresh water.
For this job, the air pressure was set to 40 PSI (within the ideal 40−60 PSI range for glass beads). This setting provided a satin smooth finish while effectively removing light oxidation, corrosion, and any thin paint layers.
The selector turret is now restored to its original, day-of-casting finish. The inside will be recoated with Glyptal paint.
The finished transmission center case demonstrates the even finish achieved through vapor honing. The interior was cleaned but the existing Glyptal paint was intentionally left intact. A fresh coat of Glyptal paint will be applied before reassembly.
Vapor Honing-
Vapor honing revealed the original casting texture of the top cover that was hidden beneath the paint.
To achieve a consistent finish on all parts, the nozzle must be moved steadily in a continuous pattern, maintaining a distance of 3 to 6 inches. Erratic movement causes "hot spotting" (inconsistent finish), which can be fixed by reducing the air pressure to just pump pressure and making another pass over the cleaned part.
This section of the transmission center case highlights the complexity of some parts and the effectiveness of vapor honing. To achieve a complete and even finish in complex areas, extra effort is needed, such as frequently stopping to rinse the part with water inside the cabinet during blasting.
While vapor honing effectively cleans complex parts, remnants of the glass media may be found in recesses after the parts air dry (as seen on an aluminum intake manifold). These residues must be completely cleaned out before reassembly.Thanks to Hemmings.com-see full story
(Ed’s note:no photos supplied, these I have found to give an idea of the car, this one is a 1957, but you will need to contact Jenny Mayo as to the condition, etc of hers.
For Sale
1971 Mercedes Benz 250ce. Original condition pillarless coupe, and great for its age. A solid runner and head turner. These cars are built like tanks and this one has so much life left in it.
I have owned it since 2013 and many thousands of dollars have been spent maintaining. ODO showing 430km, but has just been around the 5 digit clock. Has a fresh 12 month WOF, and will throw 3 months reg on for the new owner.
Viewing in Torbay/Long Bay or Albany. Ph. 021 946 285
Email. tcostar@icloud.com $50k ONO
What do you call a broken-down classic car?
Wanted to Buy
The Henderson Streamliner was built from 1929 to 1931. It produced 40HP and would do 100MPH.
Bristol 406 for Sale
With a new addition to our family of a 1960 AC Aceca Bristol we are selling two Bristol type 406 cars. These are the only type 406 Bristol cars in NZ of only some 160 type 406 Bristol cars built. Please contact Glen Smytheman on 021 192 7486 if you are interested or email glen@wbb.co.nz.
1: Bristol 406 rego LS 406. This car has the 110 series 2.2 litre engine with overdrive, four wheel disc brakes and is viewed by many as the best 6 cylinder touring Bristol built. This car was originally registered in Glasgow in the UK (we still have the UK plates) and then exported to Fiji, and then came to NZ about 40 years ago. The engine was reconditioned within the last 3,000 km and the car is currently out at Fogg Motorsport (picture below) for tuning and will be sold with a fresh warrant and registration. This car goes quite well and we believe that the camshaft may be out of a 110S engine as fitted to a 406 Zagato. The body has lots of Patina so would benefit from a panel and paint but is quite usable as is. The price is NZD25,000. The asking price is (regretfully) less than the value of the engine and gearbox. The photo is as below and no that is not AI generated – there is a NASCAR in the loft and a Ferrari upside down in the roof!
2: Bristol 406 rego GB4 needing restoration. The key for this car is that it has live NZ registration, which has been renewed in the last week. This makes this car much easier to put back on the road in NZ. We were going to use this car as the basis for a Bristol 450 replica but with the addition of the AC Aceca Bristol to our family, this car is now surplus to requirements. The asking price is NZD$4,300. We could potentially make Bristol engine and overdrive gearbox available for this car by separate negotiation, or you might like to consider a transplant such as a Triumph engine.
Engine oil is evolving with better
chemistry, which is great news for all engines. This is especially relevant for performance engines, where older oil advice no longer applies.The big change for engine builders is in the newest API-spec SP engine oil: the concentration of the active detergent calcium has been radically reduced. While the upcoming shift to API SQ will be minor, the primary reason for the previous change (from SN to SP) was specifically to lower the amount of calcium in the oil.
A common issue in gasoline engines is carbon buildup, especially near the piston rings. Historically, high-mileage oils tried to combat this by increasing detergents (like calcium) to prevent the rings from sticking.
When evaluating how well an engine oil protects long-term, experts look at the carbon deposits both above and below the oil ring—it's a key indicator of the oil's performance. The accompanying 5.3L LS piston shown is a good example, having run for over 300,000 miles!
The push for these oil changes started years ago when GM found that their modern high-compression, turbocharged engines with direct injection were suffering from Low-Speed Pre-Ignition (LSPI). While this news might be old to some, the evolution driven by it has resulted in side benefits that are important to know about, so keep reading!
The current standard for gasoline engine oil is API SP, which will be updated to API SQ in 2026. This latest SP specification is a reformulation designed to improve oil performance and durability, and it replaces older standards like SM, SN, and SN+. While this particular mention is for 0w20 viscosity, the SP standard applies to several viscosities, up to 10w30.
The Shift Away from High-Calcium Oil
The push to change engine oil started back in 2010 with GM's Dexos-spec oil. GM discovered that high concentrations of calcium detergent in the oil were causing Low-Speed Pre-Ignition (LSPI), which can severely damage engines—even breaking the top ring land off the piston.
To solve this, the calcium levels in oils like SN-Plus and the current API SP spec were radically reduced. Concentrations that used to be 2,000 to 3,000 parts-per-million (ppm) are now much lower. For example, some oils are as low as 780 ppm, and other brands meeting the SP spec are around 1,500 to 1,600 ppm.
A Benefit for Performance Engines The good news for enthusiasts is that reducing
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calcium actually improves engine wear protection.Previously, many enthusiasts and experts focused almost entirely on the levels of zinc and phosphorus (ZDDP) for anti-wear -protection, often aiming for about 1,500 ppm of ZDDP.However, this older, simpler advice failed to account for the negative interaction of high calcium levels within the oil's overall additive package. The new, lower-calcium formulas are proving to be better for engine longevity. The problem with high calcium levels wasn't just LSPI; it also reduced anti-wear protection.
Research showed that the high concentration of calcium detergent actively stripped away the ZDDP (zinc and phosphorus) from critical, highly-loaded engine parts (like bearings, camshafts, and lifters). Essentially, while the ZDDP was trying to deposit a protective, wear-reducing layer, the calcium was working against it, actively removing the protection.
ZDDP Good, Calcium Bad – Right?
For engines that don't require the latest API SP-spec oil, Mobil1 has introduced 10w30 Classic.
This new oil is an excellent choice for street performance engines because it features reduced calcium along with a great balance of zinc and phosphorus (ZDDP), offering high-quality wear protection.
The Importance of Chemical Balance
The core issue was that calcium and ZDDP were working against each other. When oil contained high levels of calcium (up to 3,000 ppm), it prevented the wear-reducing ZDDP from protecting engine parts. Now that calcium levels have been reduced (to 1,500 ppm or less), the ZDDP can work effectively, resulting in better wear protection for both new and older engines.
Key Takeaway for Engine Users:
Street engine users should look for oils with a balanced additive package that employs lower calcium counts. This mirrors the proven concept of break-in oils (like Driven BR30), which minimize calcium and use acceptable, but not excessive, levels of ZDDP to protect the engine during its critical initial phase. The key is balance, as too much ZDDP can also cause problems.
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But What About Diesel Engine Oils?
Strong street performance or race engines with high spring pressures will still need a dedicated high ZDDP oil like Valvoline’s VR1, Driven’s GP1 or HR4, Lucas Race oil, or other dedicated high-performance oil to provide adequate protection.
Why Diesel Oil is No Longer Recommended
Many enthusiasts used to rely on diesel engine oil for their performance gasoline engines because it historically had higher levels of ZDDP (zinc and phosphorus) for wear protection. However, just like gasoline oil, the specs for diesel oil have changed, making it a poor choice today.
The Calcium Problem in Diesel Oil
Diesel engines produce a lot of soot, so their oils must contain very high levels of calcium (and other detergents) to keep the engine clean.
As noted previously, this is a major problem: high calcium actively strips away the protective ZDDP film from critical engine parts. Therefore, even the higher ZDDP levels that diesel oil used to offer were effectively minimized by the excessive calcium content—often reaching 3,000 ppm.
The Latest Specs Make it Worse
The newest API CK4 diesel oil specification has further reduced ZDDP levels in common street viscosities (10w30 and lower). While thicker viscosities (like 10w40 or 20w50) are still allowed to have higher ZDDP, the core issue of extremely high calcium remains.
The
Better Alternative:
Magnesium
Modern gasoline oils are addressing the need for detergent without the negative effects of calcium. Most oil companies now use magnesium as a substitute detergent. According to experts, magnesium performs the necessary cleaning function but does not strip away the ZDDP anti-wear protection, making it the superior choice.
The New Balance of Additives in API SP Oil
The move to lower calcium in the current API SP and upcoming API SQ engine oils is expected to improve anti-wear protection overall. This is because the lower calcium allows the protective ZDDP (zinc and phosphorus) to work more effectively.
A study of various brand-name API SP oils confirmed this new balance:
● Calcium: The levels are significantly lower, ranging from 779 to 1,382 ppm, with an average of 1,091 ppm.
● Zinc/Phosphorus (ZDDP): These anti-wear elements are present at balanced levels, averaging 812 ppm for zinc and 701 ppm for phosphorus.
Example: Pennzoil Ultra Platinum
As an example of a high-quality, balanced oil, a test of Pennzoil Ultra Platinum SP 5w30 found it uses an excellent gas-to-liquid (GTL) synthetic base. This superior base
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oil allows the manufacturer to use a much lower calcium level while still maintaining effective ZDDP concentrations, ensuring it meets the new SP and SQ standards whileproviding superior protection.
Will API-Spec SP/SQ Oils Be Safe For Older Engines?
To help keep older engine pistons cleaner, consider using Valvoline's Restore & Protect oil. Reviews from various tests suggest that after two to three full oil change intervals, this product does an excellent job of removing sludge and carbon buildup inside the engine.
The Promise of New API Oils for Flat Tappet Cams
For typical older street small-block engines with flat tappet camshafts (using stock spring loads of ≈100 lbs on the seat and 220 to 280 lbs open pressure), oil expert Lake Speed, Jr., predicts that the new API SP/SQ spec oils could potentially be safe to use. This prediction is based on the new, balanced additive package that reduces the damaging effects of high calcium on the essential anti-wear additive, ZDDP (zinc and phosphorus). Speed, Jr., plans to perform a dedicated valvetrain wear test later this year to confirm if this new chemistry is safe for these engines.
Valvoline's Clean & Protect / Restore & Protect
Speed, Jr., has also highlighted the promising performance of a new oil, Valvoline Clean and Protect (and the related Restore & Protect). While it may sound like hype, his company's analysis of used oil samples has documented reduced engine deposits in customer engines using this oil.
The Manganese Mystery
One of the most interesting findings involves Manganese, which is the octane booster additive in pump gasoline. In a test of a Toyota engine:
● An oil sample after 10,000 miles showed 3 ppm of manganese.
● After changing to Valvoline Restore & Protect, a sample taken at just 5,000 miles showed the manganese level had more than doubled to 7 ppm. This increase suggests the oil is doing a better job of removing or preventing the buildup of deposits that lock away the manganese inside the engine.
Valvoline Restore & Protect: Removing Deposits Without Sacrificing Protection
Oil expert Lake Speed, Jr. confirmed that the doubled manganese levels in the used oil sample (at 7 ppm with only 5,000 miles) is clear evidence that Restore & Protect is removing carbon deposits from the piston ring lands. This cleaning power is further supported by numerous customer reports, and Speed even noted the typical brown oil stain on his own dipstick disappeared after just one oil change.
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Future Engine Oil Testing
Importantly, this cleaning action does not sacrifice wear protection.
SpeeDiagnostix's analysis of wear per 1,000 miles found that Restore & Protect performs as well as, or better than, other quality oils. Its average wear metal rate is a low 2.7 ppm per 1,000 miles.
In short, the oil lives up to its name by providing both restoration (cleaning deposits) and protection (low engine wear).
The issues experienced by GM reinforce the theory that there is a threshold in all engines where using an overly thin viscosity oil will increase engine wear. Driven Racing Oil is currently conducting a multi-year test to directly measure the effect of viscosity on the oil film in performance engines. They are analyzing used oil samples from high-output drag race engines as they test increasingly thinner viscosity oils. The results of this study are eagerly anticipated.
Conclusion
These examples clearly show that the world of engine oil is rapidly changing and that all motor oil is not the same. To ensure both performance and durability in the future, it is vital for enthusiasts and builders to stay informed and make lubricant decisions based on the latest data.
The Danger of Too Much ZDDP
This chart from Lake Speed, Jr.'s The Oil Geek video highlights a critical point: while increasing ZDDP (zinc and phosphorus) initially reduces engine wear, using excessively high concentrations becomes harmful because it causes corrosion of internal engine components.
This confirms the idea that balance is key with oil additives. It's a strong reason not to mix outside additives into your engine oil. If you feel the need to add something extra, you are likely using the wrong oil formulation to begin with.
Engine Oil Additives, Explained
To understand oil test charts, you need to know what each chemical does. Engine oil additives primarily fall into three categories:
Category Key Chemicals Primary Job
Detergent
s Calcium, Sodium, Magnesium
Clean internal engine componentts and prevent deposits.
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Category Key Chemicals Primary Job
Anti-Wear Zinc, Phosphorus, Titanium
Friction Reducers Boron, Molybdenum
Note on Friction Reducers
Protect highly-loaded parts from wear and damage.
Improve engine power and efficiency by reducing friction.
These additives can make a significant difference in performance. For example, testing showed that using a full synthetic oil with friction reducers (like Driven's LS30) improved engine power by almost 12 hp compared to a break-in oil without them (Driven's BR30).These results reflect the shifting focus on additive balance, particularly the reduction of calcium in modern gasoline oils. https://www.hemmings.com/stories/what-the-changing-chemistry-of-engine-oil-means-f or-you/
Another Skinner’s FindThe first to tuck
wheels inside the body, Aurel Persu built aero
Aurel Persu (1890–1977) was a Romanian engineer and pioneer car designer known for building one of the world's first truly aerodynamic automobiles in the early 1920s. His single, hand-built prototype, based on the shape of a falling water drop, was a revolutionary departure from the boxy, carriage-like cars of the era and featured an innovation that is now standard: wheels placed inside the car's bodywork.
Year Built: 1922–1923 (patented in 1924 in Germany). The first to realize that for maximum aerodynamic efficiency, the wheels had to be enclosed within the main body's silhouette. The car used an engine from the German firm AGA (around 1,400 cc and 22 hp). Its low drag meant it required far less power than its competitors to reach speeds up to 80 km/h. The rear wheels were placed very close together, which eliminated the need for a heavy differential and further enhanced the teardrop shape.
Legacy: Persu drove his prototype for over 120,000 km (75,000 miles). Both Ford and General Motors reportedly sought to buy his patent, but he refused, believing they only wanted to suppress the design to protect their existing car models.The original car is preserved and on permanent display at the Dimitrie Leonida Technical Museum in Bucharest, Romania.
Contacts
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This magazine is published by the North Shore Branch, Vintage Car Club of New Zealand Incorporated, also known as The North Shore Vintage and Classic Car Club. THE INFORMATION IN THIS MAGAZINE IS SUPPLIED AS A SERVICE TO MEMBERS. ARTICLES OF INTEREST ARE ALWAYS WELCOMED. THE OPINIONS EXPRESSED IN THIS MAGAZINE ARE THOSE OF THE AUTHORS AND THE CLUB ACCEPTS NO RESPONSIBILITY FOR THE ACCURACY OF ANY ARTICLES OR STATEMENTS HEREIN.All rights reserved. No part of this magazine may be reproduced in any form or by any means, electronic or mechanical without permission in writing from the copyright holder
