Page 1

The Radiator Cap

November 2018 Newsletter 1


Anne Richardson

Immediate Past Chairman

Leon Salt


Peter Yarham


Leon Salt

Club Captain



Neil Cremer

09 425 6298 / 021 277 9010 09 423 8122 / 027 423 8122 09 422 9685 09 423 8122 / 027 423 8122

09 425 4955 09 425 8737 021 208 7474 09 422 2662 | 022 365 0171

Frances Ross John Duffy Newsletter|Website

Chris Harvey

Health & Safety

Leon & Brendda Salt

Vehicle ID

James Lawrie

09 423 8122 / 027 423 8122 09 425 9928

Motorcycle Rep. National Executive Delegate

Leon Salt

09 423 8122 / 027 423 8122

Librarian Property Supervisors

Frances Ross George Lloyd


Leon Salt

Hospitality Convenors

Anne & Dennis McDonald

09 425 8737 09 425 7622 09 423 8122 / 027 423 8122 Anne 021 214 2267 Dennis 021 265 2466

National Executive Observer

Deadline for contributions to the newsletter is 23rd of the month.. The opinions expressed in the newsletter are not necessarily the views of the branch. Branch address: PO Box 547, Warkworth 0941 Bank a/c: BNZ 02-0480-0047413-000 VERO Agency No. 0300159 VERO Free phone 0800 658 411 Visit our website 2

Wed 7 Nov

12:00 First mid-week picnic of Spring at Wenderholm Regional Park

Thu 8 Nov

17:30 Club Night with talk about petrol by David Jacobson of Z New Zealand

Wed 14 Nov

Coffee & Cleaning

Thu 15 Nov

19:00 Club Committee meeting

16—18 Nov

National Veteran Rally in Golden Bay

Sat 24 Nov

10:30 Meet at Wellsford Community Centre for Wellsford Santa Parade

Sun 25 Nov

10.15 Meet at Baxter St for Warkworth Santa Parade

Sun 2 Dec

11:00 onwards arrive at 108 Wilson Road for the Posh Picnic starting at 12:00

Wed 5 Dec

12:00 midweek picnic at Snell’s Beach: location to be advised

Sun 16 Dec

12:00 Christmas lunch at The Salty Dog

Wed 16 Jan

12:00 mid-week picnic ar Brick Bay

Thu 17 Jan

19:00 Club Committee meeting

Wed 6 Feb

12:00 mid-week picnic at Scandrett Bay

Sat 9 Feb

Display cars at Leigh School Summer Festival

16—17 Feb

National Motorcycle Rally

Wed 20 Feb

Coffee & Cleaning

Thu 21 Feb

19:00 Club Committee meeting

Sat 23 Feb


Christmas Dinner at The Salty Dog 12:00 Sunday 16 December $30 per person payable to the Treasurer in cash on the day. Let Anne & Dennis McDonald know by 10 Dec if you will attend and /or if you have dietary restraints. Phone 09-422 0041 or Email Bring a $5 Secret Santa gift wrapped for a male or female. 3



ummer is finally coming and activities for the festive season are upon us. I hope that members will participate and enjoy the local towns’ festivals and parades. There will be more in the New Year. I am hoping to be back in the Riley fairly soon, but I’m not taking any risks! These events are a good chance for us to show off our cars to the public, maybe find some more interested in joining the club and generally have time to chat with other enthusiasts. We have purchased 2 pairs of magnetic signs to use on these occasions. (Placing them carefully to avoid any chance of damaging the paintwork). Joining in also provides close parking to enjoy wandering through the whole event! Dennis and Anne MacDonald have planned our Christmas Lunch so don’t forget to book! Rosemary and Brian Sollis have generously opened up their gardens for our Posh Picnic. Last month I asked for help to find a new Club Captain; you will see there is no report in this newsletter. You will need to check the events page carefully so you don’t miss anything. Please keep the activities of the club in mind, it does not run itself. Perhaps you would undertake the planning of one event? The committee also think it would be a good idea to have someone outside the committee to organise the Swap Meet, perhaps with a small group to share out the work. This only takes a couple of months. The same applies to the cleaning of the club rooms. 1 hour a month is not much to ask. The same people have been volunteering since we started at the Satellite Station. Come and join in; Anne and Dennis can tell you what needs doing, and we always have a cuppa and a chat afterwards. So, see you at the parades, picnics, festivities and some more helpers please; Anne




here is no Club Captain’s report this month because we have no Club Captain— and we really need one ! If you feel able to take on this position then please step up to the plate, or nominate someone who you think is able—and willing—to do so. The Club Captain is assisted by a team of three other committee members so this is not a one-man band but someone is needed to steer the team. This is the perfect opportunity for someone to implement new ideas on how to improve what we already do, grow the Club and develop more fun-filled activities for our members.

Keep in mind the upcoming activities which are listed in the Calendar: - the first beach picnic of the season at Wenderholm on 7th November; - the talk about petrol at Club Night on 8th November; - coffee & cleaning on 14th November; - Santa Parades in Wellsford on 24th and Warkworth on 25th November; - Posh Picnic on 2nd December; - Christmas Lunch on 16th December.

CLUB NAME BADGES If you want one of the new badges please contact Leon Salt before 15th November and be sure to specify the spelling of your name as it is all too easy to end up with mistakes.

ZALE MALEK Members who knew and remember our past member Zale Malek, who had a villa and a big shed at Mititai, will be glad to know that his ex-wife Lorna has returned and they have got remarried: great news from James.

2019 VETERAN & VINTAGE TOUR START ASHBURTON MONDAY 6TH MAY FINISH HANMER SPRINGS MONDAY 13TH MAY Details yet to be finalised but we will be travelling through the Haast Pass Expressions of interest to Diane Ross, email; Address 38 Keenans Road RD 2, Ashburton Phone 03 3082356 5






friend who visited the Morgan factory in Malvern recently sent these photos and commented that “the chassis is put together in one shop, then the bodywork is added in bits in another shop, then the shell is sprayed in yet another shop, then the other bits are all added on in another shop. At least that is the order in which I think it is done! Apparently, they now make as many 3-wheelers as they do Classic cars, and higher spec cars as well.“ No doubt that production technique explains why Morgans are so expensive. ( Photos by Neil Hilton)






t’s just as well that Grant has a large garage as it contains several working cars and heaps of spares to build a few more. The 1925 Chandler is resplendent in its burgundy paintwork and the 1918 Westcott looks more subdued in dark green but is more original. A 1929 Erskine is well on its way to restoration and the bones of a few more Chandlers await a huge amount of work.

CHANDLER MODEL 33 TOURER - 1925 The car was sold by Auckland agents WS Miller to Mr Prictor of Port Albert, and it passed through the hands of two other owners before Grant acquired it in 1983. Grant drove it until the early 1990s before undertaking a complete rebuild which was completed in 1996. In May 2017 Grant drove it on a Sunday Run to the Legge Homestead (the home of the Prictor family) at Port Albert where the grandson of the original owner was very excited to see the car again. He was eight at the time the car was purchased and driving the car from the Port Albert wharf to the Port Albert Hall and back made his day. The Chandler was a good quality car pitched at middle-class Americans. At its peak in 1927 some 20,000 cars were sold but the company finished 1928 over half a million Dollars in debt and in 1929 it was bought by its expanding competitor, Hupp Motor Company, and the Chandler brand was discontinued. The car has a metal skin built on a wooden frame and has a wheelbase of 124 inches so it is a large and imposing machine. It has a 6 cylinder ‘Pikes Peak Motor’ of 289 cubic inches (4.7 litres, with bore 3.5 inches and stroke 5 inches) and was rated at 29.4 NACC horse10

power. A real point of difference from its competitors is the Campbell Patent Traffic Transmission which removes the need to double declutch when changing down. It was pitched at women drivers several years before GM released their ‘Syncro-Mesh’ transmission and used the same marketing approach. Front brakes were optional on this model and they were not fitted originally but a previous owner fitted Chandler’s own external mechanical contracting type brakes in the 1960s. The car has separate running boards which prevents damage to the mudguards when the body flexes and they have a handy boot scraper at the forward end. There is an art to getting big shoes past the door and into the front footwells and nimble feet are required of the driver as the accelerator is located between the brake and clutch, as was common at the time. There are no such problems getting into the rear with heaps of space for long legs and folding jump-seats for two passengers.. On the road one appreciates just how far modern cars have come in terms of refinement. Typically one changes from first to second gear at 5 mph and then into top at 18 mph, though it pulls happily from 12 mph in top. The car cruises easily at 40 mph and one can change down from top to second at 30 mph plus ,without double declutching, and then into first in the same way thanks to the Traffic Transmission. Judder bars caused bad axle tramp and set up a quite alarming oscillating motion as there are no shock absorbers to contain it. With the hood and side-screens in place the interior is cosy but the windshield, which is split horizontally, leaks at the joint and dribbles water into your lap when raining and this could be embarrassing. ERSKINE 1929 Erskine cars were produced for 4 years 192630 by Studebaker Corp, and named after the president of Studebaker. It was an entry-level ‘compact’ car which Studebaker hoped would gain them entry into the European market. The car was priced at $995 and the highest number sold was 25,565 in 1929 but it could not compete against the Ford Model A which undercut it by $470 at $525. A good start has been made on the engine and front of the car but the restoration still has a way to go. WESTCOTT MODEL 18 TOURER - 1918 Originally the Westcott Carriage Company in Richmond Indiana built horse carriages like so many other of the new car companies which sprang up at the time but in 1909 the Westcott Motor Car company was formed and in 1916 it moved to Springfield Ohio. Its slogan was ‘Powerful as the Nation’ and it operated until 1925 with output reaching 2,000 cars in 1917 and production peaking in 1920. It was promoted as ‘The car with a longer life’ which was claimed to be 10 years compared with the national average of 6.5 years. A Westcott was running 3rd in the first Indy 500 in 1911 when another car caused an accident which resulted in damage to the Westcott and injury to its driver & mechanic. 11

Westcott did not build mechanical components themselves but bought them in from outside suppliers so the car was not cheap. In 1925 the company was sold for $81,000 but it had debts of $825,000 and folded soon thereafter because it had not adapted to the production line techniques used by its rivals to cut costs and produce cheaper cars. The car is a Model 18 Tourer with the 6-50 (67 hp) 6 cylinder engine produced by Continental who supplied engines for many other car companies as well as aircraft and boats. It has 3 forward gears but rear wheel brakes only, however Its braking performance is similar to the Chandler’s with its 4-wheel brakes: the composition of the brake linings makes a big difference. With a wheelbase of 125 inches it’s a very big car and jump seats in the spacious rear compartment mean it can seat 7 passenger. It has an unusual feature in that there is a sizeable gap between the two front seats so one can move easily between the front and the back. Grant acquired the car some 14 years ago with only 2,800 miles on the clock: now it has done 4,948 miles which is still remarkably low considering its age. The previous owner bought it in 1960 and kept it over 40 years but hardly used it. There is evidence of damage to the radiator which caused overheating and made it unreliable so this is the likely reason for the low mileage. An additional radiator from a Mini has been plumbed in and it improves the cooling so it runs well now. The car is in mostly original condition with very little restoration work having been done but some paintwork has been touched up. The leather upholstery is original and the condition of the hood was good apart from the cellulose windows in the side curtains which had degraded, so the whole thing has been replaced. Grant says it is nice to drive: the seating position is higher than the younger Chandler’s but it is not as powerful as the Chandler. The car is still going strong and is seen at Club events frequently: Grant entered it in the North Island Easter Rally in 2015, in both the 90th and 100th year anniversaries of the Parliamentary Tour, and has given rides to the residents of Summerset Retirement Village on several occasions so it is still earning its keep at age 100.




have already had a moan about the petrol we are forced to use, now here are some facts about modern engine oils as I see them, and the use of oil in our old cars. This includes veteran, vintage and all cars of the 30s through 60s & 70s. This applies not only to OHV engines because side valve engines are affected by camshaft wear too. I have had a lot to do with 4-cylinder Fords of the 60s & 70s, i.e. Cortina etc (all the pushrod OHV type, based on the Anglia 105E). All these had short stroke, high revving motors. I remember the MK 1 Cortina GT 1500 cc in particular. These cars when new were fast – they could achieve 6,000rpm in top gear, approximately 105 mph. But, before even 10,000 miles of use, some of these GTs lost their performance edge due to loss of valve lift because of bad wear of the camshaft lobes. The use of zinc would have cured this problem! Ford engines were notorious for cam wear and not just the 105E type. Zephyrs were much the same. So too were the old Fordson Tractors – I remember a Fordson Major Diesel tractor which had a back action hydraulic digger mounted on the rear (there weren’t diggers on tracks back then!). It wore all the lobes nearly right off its cam! The owner complained of loss of power – no wonder. I have seen a Dodge SV6 wear out a cam as well.

I have a nephew in Christchurch who had a performance specialist build him a 3O8 V8 Holden motor for his everyday car. It had all the usual speed gear, Holley carb (4 barrel of course), exhaust headers, ported and polished heads etc, plus a very high lift cam and, yes, it had a lumpy idle. This was in 1996. He took me for a ride: the vehicle was an early Commodore wagon, and it was a 5-speed manual. His instruction to the engine builder was ‘build me an engine with as much torque as possible.’ Well, he got what he ordered: this car only needed 5th gear when under way and pulled very strongly from about 2,000 rpm, but not for long. It very quickly destroyed the reground camshaft, plus all the hydraulic lifters. This malady was all cured (at no expense to my nephew). I am not sure what the engine builder did, but his next problem was of course the introduction of unleaded fuel, which this V8 just couldn’t run well on at all (compression ratio too high, I suspect) so my nephew got rid of it. However, there is a solution to this problem, and yes, it is zinc as this old press release from ten years ago states. You can now buy oil with zinc included. Some Penrite and Lucas oils can easily be purchased with zinc in their mix. It’s ideal for any old car but just be aware that these are detergent oils and will cause problems in some old motors which have been run wholly on non-detergent type oil. It would pay to take off and clean out the sump and then use flushing oil before a final refill with detergent type oils. Modern engines don’t need zinc because of the widespread use of overhead camshafts which use roller type valve lifters, as those don’t need such an additive. Consequently modern engine oils don’t have zinc additive so don’t use them in any older type motor unless you add some zinc additive. I would be confident to add zinc to a non-detergent oil, if you wished to do so. It can be used when running in a new engine, etc as it doesn’t affect piston rings bedding in. 13

Even Repco sells Penrite 15W40 oil with ‘full zinc,’ so too does Supercheap Auto: just ask them for it. BNT sell Lucas oils, and we have a branch here in Woodcocks Road: ask for Dennis. All Hot Rodders love Lucas oil because it looks after their high lift cams. BNT may be able to obtain ZDDP for you, as an additive: ask them. I used it in our Capri when running in because of a reground cam. It was recommended to me by Paramount Engineering (1983) Ltd in Silverdale who supplied it to me at a cost of about $25 for a bottle. JAMES LAWRIE

22 October 2018

Press release for ZddPlus

16 June 2008

Whole NZ Ltd, Box 175, Akaroa 7542 Ph 0275-933-758. Mr Ray Shoebridge

Repeated engine failures reported in classic car engines Owners of classic cars, aircraft, racing engines and farming or marine diesels are becoming aware of a new threat to the life of their engines. As if there wasn’t already a concern about the cost of oil and fuel. Now they have to worry about premature engine failure due to the inability of modern oils to protect their engines’ internal organs as old oils used to. Since 1990 oil companies have been removing an essential component from ALL motor oils, even the expensive oils. This component is called Zinc-Diakyl-Dithio-Phosphate, or ZDDP for short. A proper presence of ZDDP in engines is essential to protect older pushrod type engines with flat tappet lifters from impact damage when pushrods and cams or tappets come into contact, with every revolution of the engine. Cam failure concerns now in NZ All around the world classic car owners are discovering, through premature and catastrophic cam failures, that there are problems with the oils they are using. Specialist manufacturers of racing cams were the first to highlight these failures through excessive warranty claims made on them. Some of these engines are in critical applications like classic aero engines, racing engines, engines in very valuable classic cars and jet-boat engines. A 60-plus year excellent ‘Track Record’ ZDDP has been an important additive to engine oils for over 60 years. ZDDP protects by creating a film on cams and flat lifter contact points in response to the extreme pressure and heat at the contact point. The film of zinc and phosphorous so formed provides a sacrificial wear surface protecting the base metal of the cam and lifter from wear. 14

Irreversible damage to your engine This quote from ‘Old Cars Weekly’ states the facts. ‘If you are currently putting mileage on your classic vehicle and using the latest API grade SM oil, you are almost certainly doing irreversible damage to your engine.’ Now in NZ there is ZDDPlus, an oil restorer to restore the correct levels of ZDDP in your current choice of motor oil. Now owners of classic ‘precious metal’ can continue to use their favourite oil with the correct viscosity and appropriate additives for their engines. One bottle of super-concentrated ZDDPlus added to a 4.75 litre oil change will restore ZDDP levels to well over the minimum requirements so that the metal-to-metal cam lifter and foot protection will last, in the correct concentrations, for the entire life of a 10,000 km oil change. There’s a free technical service explaining exactly how ZDDPlus works: email for technical support or for customer service. Who makes ZDDPlus? Autosound 2000 (in the USA) is a company formed by classic car enthusiasts to meet the needs of classic car aficionados. We are engineers and automotive technicians by trade and bring 37 years of problem-solving experience to the task of keeping our classic cars operational and running better than new. We hope that one of the solutions we have designed for our own use will meet your needs as well. We have developed ZDDPlus to address the needs of classic car owners for oil that will meet the specifications of the original oil for which their engines were designed. Cam lobe wear is ‘usually rapid and catastrophic.’ According to the SAE Tech Bulletin #770087 operation of a flat tappet engine without adequate Extreme Pressure additives such as ZDDP quickly leads to lifter boot scuffing and cam lobe wear. Camshafts are typically only surface-hardened leaving the core ductile for strength. According to the SAE bulletin, once cam lobe wear reaches 0.0002” subsequent wear is usually rapid and catastrophic. Two ten-thousandths of an inch is one fifth of the thickness of a human hair. This advice applies to ANY pushrod engine: petrol, diesel, LPG, CNG, avgas, race fuel … any pushrod engine at all in cars, trucks, motorhomes, aircraft, boats, tractors, motorcycles, construction|mining machinery, stationery engines, gensets. Is ZDDPlus just automotive ‘Snake Oil’ or a true Oil Restorer? Current API grade oils have always been adequate to satisfy car manufacturers’ requirements and warranty demands. Historically, with few exceptions, newer API grades have superseded the performance of their predecessors. The removal of ZDDP has resulted in a clear change to that philosophy. It has never been necessary or desirable to include additives or supplements to any API rated oil to meet car manufacturers’ specifications or warranty requirements. In virtually all cases off-the- shelf additives amount to little more than 15

automotive snake oil. Current additive technology has yet to develop an EP anti-wear agent as effective as ZDDP. Consequently, if these additives actually had adequate levels of ZDDP they would be incompatible with modern engines and void manufacturers’ warranties. ZDDPlus should not be confused with an off-the-shelf additive. ZDDPlus is essentially a replacement for a missing oil component critical for older cars. It’s an Oil Restorer rather than a simple additive. ZDDPlus contains the proper amount of ZDDP to give a 0.18% Zinc and 0.13% Phosphorous level when a single 113 ml bottle is added to a normal 4.75 litre oil change. This level of zinc and phosphorous is the level designed into the original oils. Using ZDDPlus affords you total control over the characteristics of the oil in the engine by allowing you to use the full 5 litres of high grade automotive oil of your choice. Where can you get it? ZDDPlus has been available inn NZ since 2008 but the address in Akaroa appears to be no longer valid. James bought some for his Capri from Paramount Engineering (1983) Ltd in Silverdale and it cost about $25 for a bottle but it is cheaper if bought in a multi-pack.

SPARE PARTS FOR MARK I CORTINA Hi everyone. Received this message this week. Maybe of interest to some members. “We used to own a Mark 1 Cortina and I still have some spare chrome trims and light plastic covers that I expect some Mark 1 Cortina owner would appreciate. Some are headlight trims and others are the long straight trims from the car body. Some photos are attached. Does your club have any Mark 1 Cortina owners who might be interested? Regards, Rowena Johnstone, Wellington 027 236 5451 (after working hours or by text) “ Reply direct to Rowena or to Ross Holden Communications Officer Vintage Car Club of New Zealand (Inc.) Phone 021 2638488



What car is this ? Answer in December’s newsletter. October’s Mystery Motor was a Cadillac Sixteen concept revealed in 2003. It had a specially developed 13.6 litre V16 with ‘Displacement on Demand’ technology enabling 12 or 8 of the cylinders to be shut down when full output was not needed, which was a useful fuel saving feature as it was said to produce a minimum of 1,000 bhp/ 746 kw and 1,000 lbft/1,356 N-m of torque without using any form of forced induction. The car was designed with the magnificent Cadillac V16 of the 1930s in mind, even to the extent of having a side-opening hood which was hinged along the centreline like the early cars. Sadly It was never intended for production.


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Wellsford Warkworth VCC November 2018  
Wellsford Warkworth VCC November 2018