The Vintage Car Club of Queensland Inc.Queensland’s original and oldest historic motoring club. Founded 1955
Preserving Queensland's Motoring Heritage
Issue no. 394 September 2017
Mapleton Mountain run, Wolston House visit
62 YEARS YOUNG
QUEENSLAND MOTORING AND OTHERHISTORY
see what's to come under
events:
PresentationLunch
and AGM
The Vintage Car September 2017 Page 2
THE VINTAGE CAR CLUB OF QUEENSLAND Inc.MeetingsMeetings are held at 8pm on the third Friday of each month at the VCCAQ Clubrooms,1376 Old Cleveland Rd., Carindale QLD 4152. The Club’s well-stocked Library is openbefore and after the meeting and a pre-meeting BYO everything BBQ is usually enjoyedby a number of our members.
OFFICE BEARERS 2017-2018
PRESIDENTRonnie Brown 0419 702 329 [email protected] SECRETARYHenry Hancock 0414 311 564 hlaevt@aanet .com.au TREASURERJennie Ransom 0428 592 828 [email protected] Bruce McPhail 0411 223 147 [email protected] McMillan 0429 341 620 [email protected] Jon Voller 0400 194 347 jon.voller@yahoo. com Brian McMillan 0412 303 477 [email protected] Doug Young 0418 719 430 [email protected] David Fryer 0418 722 007 [email protected] Phil Fletcher 0408 803 182 [email protected] Wolf Grodd 0419 709 169 [email protected] Fletcher 0408 803 182 [email protected]
QUEENSLAND HISTORIC MOTORING COUNCILDoug Young 0418 719 430 [email protected]
IMMEDIATE PAST PRESIDENTBruce McPhail 0411 223 147 [email protected]
EDITORBrian McMillan 0412 303 477 [email protected].
LIBRARYDuncan McPhee 3374 1404 Carrier Pigeon
REGISTRARRob Gabb 3286 4417 rwgabb@ gmail.com
VEHICLE DATINGContact the Secretary
CORRESPONDENCEUnless otherwise requested, please address all written correspondence to:
The SecretaryThe Vintage Car Club of Queensland Inc. 1376 Old Cleveland Road Carindale QLD 4152
You can also email the club:
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SENDING MONEY TO THE CLUBCheques should be made out to The Vintage Car Club of Queensland Inc., and posted tothe Treasurer at the Club’s postal address (above), unless otherwise requested. Direct Deposit: Payments are easier and faster using Internet direct deposit.
Our Suncorp acc. details are:Account Name: Vintage Car Club of Queensland Inc.BSB: 484-799 Account No: 001424831
It is MOST important that you include your surname and a brief description of the natureof the payment (e.g. Smith subscription, or Jones Xmas lunch).
Annual Membership subscription $60 2018 MEMBERSHIP LIST AVAILABLE
VCCQ ESSENTIAL INFORMATION. Here’s an update on things you should know about the Club. We now have:A Website - Access via https:www.shannons.com.au // /club/carclubs/ w vintage-car-club-of-queensland-vccq/ or Shannons/Car Clubs/VCCQ/ An email address - vintagecarclubqld @gm a il.com All committee members have accessto the mailbox.A monthly magazine. In your mailbox by the first of that month. That's the plan.A facebook page – Get yourself on facebook and search Vintage Car Club Queensland and ask Brian Carson for access as a member.A gmail Calendar - The Calendar lists all interesting motoring events not just VCCQ events. All committee members have full access. A list of all books in the Club Library - Send the Club an email requesting a copy of this list. - Members only.
A Members' Directory - Listing all financial Members as of August 31, 2017. See Secretaryfor a copy. A Members' Register is also maintained detailing members' vehicles. A copy is kept for viewing in the Club Library. Lapel Name Badges - These are given free to all new members. Existing members can get new ones from the Secretary at a cost of $10.
A Google Drive box – Up there in a cloud safe from a collapse of my computer is lots of good stuff including all the current Club mags for 2015 and 2016 and also selected mags fromother clubs placed in monthly folders. Access has been given to all current financial members and a few others. Thanks to Dave Fletcher for setting it up. Hope it works for you.
COVER PIC. Presentation lunch.Our last event for the 2016/7year was the prize giving, thistime at Toowong Bowls Club.A relaxed affair with membershaving time to mingle and reflecton another good year.President Bruce McPhailpresenting the ENTHUSIAST'STROPHY to our new PresidentRonnie Brown. Go Ronnie.
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VCCQ CALENDAR OF EVENTS – SEPTEMBER 2017DATES CLUB & INVITATION EVENTS
Sept 8-10 VCCQ Mapleton mountain meander Greg BerkmanSept 17 All British Day
VCCQ CALENDAR OF EVENTS – 2017CM – Committee meeting. GM – General meeting.
January CM GM 20th Virgin's brekkie 15th
February CM 1st GM 17th BYO brekki with the Vets at Suttons Beach 6am start. 12th
March CM 1st GM 17th Theme Dinner night 17th VCCQ Family day outing. 12th
April CM 5th GM 21st Cambooya 15-16
May CM 3rd GM 19th Alvis National 7-13
June CM 31st GM 16th Yulgilbar 2-5 VCCQ Concours 25th
July CM 5th GM 21st Fig Tree Pocket lunch Wed. 12th
August CM 2nd GM 18th Presentation lunch Sat. 12th AGM & Super Supper Frid. 18th Classics at Peak Crossing Sun. 27th
September CM 29th GM 15th Mapleton with BRHCC 9-10?
October CM 4th GM 20th Wolston House visit Wed. 11th
November CM 1st GM 17th Mt Gravatt to Manly. 5th Boonah lunch Sun 26th
December CM 29th GM 15th Christmas Party 15th Boxing Day 26th
Please advise of all other relevant events and suggested changes
EVENTS FOR OTHER CLUBS
January
February Art Deco Napier 15-19 Toowoomba Swap 4-5
March Phillip Island Historic races http://vhrr.com/wp/phillip-island/ 17-19
April QHMC Mephisto 12th A7 Nat. 8-13 Highfields Vintage Fest 15-17 Allora autumn Old Car Festival 28-30
May Alvis National 7-13 Honk parade Ipswich 6th evening 6-9.30 David Hack Classic and Lockyer Swap meeting 7th Wolston House 14th NMHD 21st Historic Winton 27-28
June Petrie Steam 3-4 QHMC Rally – Beaudesert 9-11 Caboolture swap 17th Goodwood FS 22-25
July VVTE Rosewood 1st GC swap 2-3 RACQ Motorfest 9th Brush run Dalby 11-14Jumpers n Jazz Warwick 20-30
August DDVVMC Fuel Run 12-13 Vets Club swap 19th Classics at Peak Crossing 27th Watts Bridge 26-29
September Goodwood R Historic Amaroo 2-3 All British Day 17th Gatton Trucks 16th National Veteran Rally - Clare 24-30 Lagonda National 28-2 Collingrove Hillclimb 29-1
October Canefields Rally–Bundaberg 30, 1-2 Lockyer Woodcrafters 7th Gympie Gold Rush Festival14th George Green 20-23 Melbourne Motorclassica 21-22 St Laurence Jazz Festival 21st
November Bendigo swap 12-13
December
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Minutes of General Meeting No.735Friday 18th August 2017
Venue: Veteran Car Club Clubrooms, Carindale.Meeting Opened: 8.04 pm Present: Chairman – Bruce McPhail; Secretary - Henry Hancock; Treasurer – Anne
Corbett; 16 members as per the attendance book. Apologies: Max Stephenson, David Fryer, Doug Young, Wolf Grodd, Ray McKenzie,
Monty & Rita Scofield, Jeff Jones.Visitors: Sophie Cartwright.Minutes of Previous Meeting:
The Chairman requested that minutes of Meeting No 734 held on Friday 21 st July 2017be accepted as a correct or substantially correct record of the matters discussed.Moved: Bruce McPhail Seconded: Brian McMillan Carried.
Post Meeting Presentation:Tonight: Nil as it’s the AGM September: TBA October: Jak’s Targa Florio videoNovember: Max Stephenson December: Christmas party
Membership: New Members: No new members Membership Application: Phil Humphris of Thargomindah with a 1926 Dodge will
join another club.Resignations: Resignation received from Paul Reed.Resignation of Jeff Jones not accepted, instead Members voted that he become anHonorary Member in accordance with Clause 4. (1) (B) of the VCCQ Inc. Rules.
Correspondence: Inwards Mail (Post)
Newsletters from Veteran Car Club of Aust (Qld.) (August): Austin 7 Register(August); VSCC of SA (July); VSCC of Vic.Available for viewing at the front table.
Several Members subscriptions. Qld Department of Fair Trading – Club Incorporation Registration renewal form
Inwards Mail (e-mail)o QHMC Minutes of AGM including accounts and notice of new Committee.o AHMF – Notice of National Tour 28th March to 4th April 2020.o Paul Reed – Notice of Resignationo Newsletters from Various Car Clubs. Available for viewing on the Club’s Google
Drive account.Outwards Mail (Post):
1. Name badges to John Payne and Mark Jansen2. To Ross Kelly, Ross Walker and Graham Hesse – 2016 Concours plaques
Outwards Mail (e-mail): 3. Phil Humphris – Recommending that he join GCAAC as his car is not suitable
for inclusion on the Club’s register. The Secretary moved that the inwards correspondence be accepted and the outwards
correspondence be endorsed.Seconded: Bruce McPhail Carried
Treasurer’s Report:The Treasurer reported a current account balance of $5,223.85 taking into accountoutstanding cheques.
Term Deposit reinvested at 2.4% for 3 months, until 8 October 2017.78 members have paid.
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Members requiring details of the current account balance or term deposit please emailthe Treasurer at [email protected]
The Treasurer moved that her report be accepted and the inwards accounts beapproved and the outwards accounts be endorsed.
Seconded: David Fletcher Carried.Events:
Presentation Lunch Saturday 12th August 12.00 Noon: Brian reported that it wasa pleasant lunch with the awards given out and recipients congratulated.Mapleton with BRHCC 8th – 10th September: Very few people have advised GregBerkman that they’re coming. MORE REQUIRED! See August Magazine for the detaileditinerary and ring him at 3378 5030.Wolston Farmhouse, Wednesday 11th October, 10am – 4pm: Proper cars park onthe lawn. Please notify Dean Prangley at 0413 435 735.
Invitation Events:A Day in the Country Peaks Crossing 27th August 2017: Doug Young is thecontact with more cars welcome. Please contact him.All British Day Sunday 17th September 2017: Ronnie will organize a site for theVCCQ.
Magazine:Next issue will be very interesting.
Library: See note in General Business, regarding the Librarian’s authority to dispose of books.
Duncan noted a gift of books from John Ireland (past Treasurer of the Wolseley HornetSpecial Club of Australia) for him to sort through.
Register:Rob Gabb requested that the club return to a more formal process for confirming newmembers’ car details. The President and Secretary understand the difficulties he faceswith obtaining details from even “old” members and agreed this will be done.
Queensland Historic Motoring Council (QHMC): Doug Young has been appointed asa representative to meet with the Queensland Department of Transport and theAustralian Historic Motoring Federation.QHMC Committee: President – Trevor Beutel, Vice President – Val Sharp, Secretary –John Que and Treasurer Gavin McHugh.
Regalia: Sheila reports that “sales are flat”. Concours posters are still available at $4.00 for A4and $8.00 for A3 size. Caps are $14.00 and Scarves are $15.00.
General Business:1. VCCQ Presentation Equipment: The Club has bought a projector which we are
advised will hook up to the Clubroom speakers, thus allowing full videopresentations. Connection of the system was proposed for earlier today fordemonstration tonight, but has been delayed.
2. Wine Fund Raising: VCCQ red and white wine is now for sale at $120/dozen (or$12/bottle). A description of the wine will be published in the magazine.
3. Historic Car Tax Reform Group: The Secretary precied Doug Young’s report,identifying the Convener - Daryl Meek (RACV); Chair – Doug Young (VCCQ);Treasurer – Geoff Murdoch (Bugatti Club Australia); Minute-taker/Secretary –Doug Morrissey (MG Car Club); noting that funding has been pledged by severalclubs, but more is requested from clubs throughout Australia.
4. Library Surplus or Non-conforming Books: The Committee authorizes theLibrarian to pass on to other clubs, or secondly to sell or to give away tointerested people, books that he may receive which relate to cars not eligible forthe VCCQ Register.
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5. Members’ Classic Car Register: Members have been emailed a list on whichthey have been requested to identify the cars that they own which they think thatthe Committee should consider adding to the Club Register. Will all membersplease respond?
New Business: The Secretary will be away at the WHSCA tour next meeting; Brianvolunteered to take the minutes.
Cars, Parts and Services:Phil Fletcher reminded members that the Vets -VCCA (Q) – Swap Meet is on at the Clubrooms at 8.00am TOMORROW.
Supper: Supper to follow the AGM; thanks to Jennie Ransom.
Raffle: No raffle as it’s the AGM
Next Meeting: Friday 15th September 2017Meeting closed: 8.40 pm.
ANNUAL GENERAL MEETING 2017 a DATE: 18th August 2017b VENUE: Veteran Car Club of Australia clubrooms, Carindalec OPENED at: 8.43 pmd PRESENT: Chairman – Bruce McPhail; Secretary – Henry Hancock; Treasurer –
Anne Corbett; 16 Members (total) as per the attendance Booke APOLOGIES: Max Stephenson, David Fryer, Doug Young, Wolf Grodd, Ray
McKenzie, Monty & Rita Schofield, Jeff Jones.f VISITORS: Sophie Cartwrightg MINUTES of 2016 ANNUAL GENERAL MEETING
The Chairman requested that someone move that the minutes of the 2016 AnnualGeneral Meeting held on Friday 19th August 2016 as published in the September2016 issue of the VCCQ Inc. Magazine be accepted as an accurate representation ofthe matters discussed. Moved: Brian McMillan Seconded: Anne Corbett Carried
h MANAGEMENT COMMITTEE REPORTS1. PRESIDENT’S REPORT:
1.General:Bruce McPhail thanked Members for their support and the outgoingcommittee for their continued enthusiasm and support for the Club. Hegave special thanks to Anne Corbett for her service for three years asTreasurer as she is not standing for re-election.Members showed their appreciation of Anne’s work by acclamation.
2. Membership:2 new members joined the club, John Payne rejoined and Richard Harris,David Hughes, Derek & Gaye Dixon and Paul Reed have resigned.
3. Post Meeting Presentations:Bruce thanked Max Stephenson, Doug Young for 2, Wolf Grodd, TonyCicchiello and David Fryer for their entertaining and informativepresentations throughout the year.Members showed their appreciation by acclamation.
4. Magazine:Bruce thanked Brian McMillan for another year of most interestingmagazines with information from and which are widely read by peoplearound the country and overseas.
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Members showed their appreciation by acclamation.5. Library:Bruce thanked Duncan for his dedication in maintaining the Club’s libraryand his anecdotes at each meeting and mentioned David McPhee’s donationof a virtually complete set of Automobile Quarterly.Members showed their appreciation by acclamation.
6. Events:Bruce thanked Ronnie for continuing to help organize events after sheretired from official duties to concentrate on the 2017 Alvis Tour, and Brianin particular for filling the void.Ronnie said that while it had been a successful year for events, it would benice if more Club cars turned up to events and Brian reiterated this.Members showed their appreciation to Ronnie and Brian and the manyothers who assisted with events by acclamation.
7. Eligible Vehicle Register:Bruce thanked Rob Gabb for continuing with the frustration of obtaininginformation from members to keep the Club’s Eligible Vehicle Register up todate.Members showed their appreciation by acclamation.
8. Regalia:Bruce thanked Sheila McMillan for coordinating the regalia.Members showed their appreciation by acclamation.
9. Raffle:Bruce thanked Jennie Ransom for organizing the raffle, obtaining the prizesand thus providing the funds for the delicious suppers.Members showed their appreciation by acclamation.
10. Special Food Night Cooks and Organizers:Bruce complimented the cooks and helpers on the tasty food at the very popular special food nights and thanked Jennie Ransom, Sheila McMillan, Ronnie Brown, Jan Gabb, Margaret Hanrahan, Brian’s daughter Lyn McErlean, John & Lyndal Voller and no doubt others.Members showed their appreciation by acclamation.
11. Tea Bags and Clean-up:Bruce thanked Jennie Ransom for the organization and for excellent suppersto Lyndal & Jon Voller; Gaye & Derek Dixon; Jan & Rob Gabb; Tony, Jeff &Carl; Jennie & Peter Ransom; Jo Lord & Peter Baker; Lesley Boulton andDavid Fryer; Leigh & Wolf Grodd; Bruce McPhail & Margaret Hanrahan.Members showed their appreciation by acclamation.
2. TREASURER’S REPORTThe club made a small profit for the 2016/2017 financial year of $134.30.Income for the financial year was $10,997.72. The income included the followingsignificant items;
Subscriptions $5,437.00 Events $4,360.00 Bank Interest (T/D) $ 409.81 Donations Received $ 574.00
Expenditure for the financial year was $10,863.42. Major items of expenditurewere; Insurances $1,473.55 Events $5,337.35 Rental $1,459.00
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Acting on advice from the Auditor, John Dixon, Club Non-Current Assets(exclusive of the Library Books) were depreciated by 20%, as the Non-CurrentAssets had not been depreciated for several years.The value of the Library Books remained at $10,233.40.As this is my last year as Treasurer, I wish to thank the Committee and Membersfor the assistance given to me during the last three years.Should any Member require further details regarding the club 2016/17 FinancialStatements, please contact me or the new Treasurer.The Treasurer moved that her report be accepted.Seconded: Henry Hancock Carried
3. AUDITOR’S REPORT (presented by the Treasurer)The club accounts were hand delivered to the Club’s Auditor, John Dixon, on 17July and collected from him on 11 August.The Audit Report made a qualification regarding donations received by the club. Any members wishing further information regarding this matter should contactthe new Treasurer who has the 2016/17 Audit Report.The Auditor found no issues with the way the accounts were presented andcomplimented the Treasurer on their accuracy.The Treasurer moved that the Auditor’s report be accepted. Seconded: DuncanMcPhee Carried
i APPOINTMENT of AUDITORBruce McPhail moved that John J Dixon and Associates be appointed as the Club’sAuditor for the 2017 – 2018 Club Year.Seconded: Peter Ransom Carried
j MATTERS ARISING / GENERAL BUSINESSNo matters were raised relating to the minutes of the 2016 AGM.
k ELECTION OF 2017 – 2018 COMMITTEEBruce McPhail advised the meeting of the resolution of the Management Committeethat The Management Committee by majority vote agrees that nominations to serveas an officer or member of the Management Committee be accepted from partnersof financial members as identified in the MEMBERSHIP DIRECTORY of theAssociation, and if elected at the Annual General Meeting, the Association shall paythe partner’s membership fee and they will be taken to have been a member at thetime of nomination.Nominations for Management Committee positions will be accepted on this basis.Bruce requested David Fletcher occupy the Chair for the election of the Club’s 2017-2018 management positions.The acting Chairman declared all Committee positions vacant and reviewed thenominations received:- For President – Ronnie Brown. No other nominations received.
Ronnie Brown declared President. For Secretary – Henry Hancock. No other nominations received.
Henry Hancock declared Secretary. For Treasurer – Jennie Ransom. No other nominations received.
Jennie Ransom declared Treasurer. Immediate Past President – Bruce McPhail For Committee members – Doug Young, Brian McMillan, David Fryer, Wolf
Grodd, Jon Voller and Sheila McMillan.Doug Young, Brian McMillan, David Fryer, Wolf Grodd, Jon Voller andSheila McMillan declared Committee Members.
For Events Coordinator and Committee Member– Phil Fletcher. No othernominations received.
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Phil Fletcher declared Events Coordinator.The acting Chairman reviewed nominations for non-Committee positions:- For Librarian – Duncan McPhee. No other nominations received.
Duncan McPhee declared Librarian. For Editor – The acting Chairman asked Brian McMillan was he prepared to
continue as Editor; answer yes.Brian McMillan declared Editor.
For Registrar - The acting Chairman asked Rob Gabb was he prepared tocontinue as Registrar; answer yes.Rob Gabb declared Registrar.
For Regalia Coordinator - The acting Chairman asked Sheila McMillan was sheprepared to continue as Regalia Coordinator; answer yes!Sheila McMillan declared Regalia Coordinator.
For QHMC Representative - The Secretary confirmed that Doug Young hasadvised that he is happy to continue as QHMC Representative.Doug Young declared QHMC Representative.
l THE NEW EXECUTIVEThe President, Ronnie Brown, took the chair supported by the Secretary and theTreasurer and made a welcome speech setting out her aspirations for the VCCQ.[Refer to Magazine – Ed.]
m CLOSURE OF MEETINGMeeting Closed at 9.15pm.
A VISIT TO SINSHEIM – David FletcherIn late May through early June we – theFletchers – made what has become anannual trip to Germany to visit Sabine'sparents and have a bit of a holiday. Onthis visit we were blessed with a lot ofunseasonably good warm weather toenjoy the outdoors except for a coupleof days in early June. And what betterway to spend a day with doubtfulweather than in a museum you havenot visited before. A quick web searchshowed some options and it wasdecided we would go to Sinsheim,which is about an hour from the villagewe are based in. Sinsheim is billed as a Auto & Technikmuseum with a strong focus on allthings transport. It has an interestinghistory in itself and a possibly uniqueownership structure. Unlike mostmuseums that are state owned or inprivate hands the Sinsheim and it'syounger sister museum Speyer werestarted through the formation of a clubby wealthy museum enthusiasts in1980 and continues to operate underthis model. As a result some – ormaybe many - exhibits are owned by
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members of the club and get used on events – some even on Peking to Paris.From its early beginningsSinsheim has grown rapidlyfrom 5,000m2 to two sites(Speyer being started in1991) and now totals63,000m2 indoor andanother 120,000m2 open air.The breadth and depth of thecollections is astounding anda mere day at one of thesites is going to be a veryrushed affair to cover thesquare meters. Sinsheim, forinstance, has displayscovering farm machinerysuch as the venerable LanzBulldog; WW2 to modernmilitary hardware of allsorts – tanks, trucks,planes; steam engines –some you can board;Bikes; Car's from theearliest Daimler to recentF1 examples, plenty of prewar Mercedes, Maybachand Horch amongst manymakes on display; Aircraftincluding both commercialsupersonic aircraft – theConcorde and Tupolev 144that you can board and afew playing Calliope forvariation and an old timeatmosphere.
We enjoyed the day and Ihave a few pictures thatdo not do the spectacle ofthe place any justice atall. I hope that if you getthe chance you willremember this article andgo because you won'tregret it I am sure.
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AGM 2017.It all happened on August 18. Despite the usual scramble we now have an excellent committee to take us forward for another year.Check p2 for all the new, and old, members who put their hand up for a job. Many thanks to all of them and to those who did the job last year.
“THE VINTAGE CAR” mailing cull.Well it's a new year with a revised membership list which was sent out to all on the old 2017 list. Please check your details and advise me of any changes. If you find this is yourlast mag you are not on the new 2018 list for some reason.There are a number of people outside our membership who get the mag because they are on a supplementary list for whatever reason. If you no longer wish to receive the mag please let me know and I will remove your email address.
From August Coffs Splutter mag.Some Motoring Firsts 1770 to 19001770 The first vehicle moved by artificial power was made by Joseph Cugot in France.
Commissioned in 1769, it was steam-powered. 1771 The first automotive accident occurred when Cugot's steam carriage hit a wall.1824 The first car powered by an internal combustion engine (a "gas vacuum" device) was built by Samuel Brown in England.1832 The first fatal motor accident occurred when a steam boiler exploded in one of Walter Hamcock's buses
1862 The first predictable car with an internal combustion engine was built by Etiene Lenoir.1865 The first speed limits in England were imposed under the "Red Flag Act".1887 The first production car, a Benz,
was sold.1894 The first motoring competition
was the Paris-Rouen trial. The first American car was built by Charles and Frank Duryea.
1895 The first all-British car was the Lanchester, designed by FrederickLanchester.The first 'Motor Show' in Great Britain was held by Sir David Salomons.The first American 'motor competition', the Chicago Times-Herald contest was held.
1896 The first four cylinder automotive engine was produced by Panhard et Levassor.The first electric self-starter was used on an Arnold car in England. Ed. See Pedr
Davis' story on electric car.The first motor club in the world was the Automobile Club de France.The first motorists' association in Britain was the Motor Car Club.
1898 Acetylene-burning headlamps came into use.The first lady racing driver, Madame Laumaille took part in the Marseilles-Nice race.
EDITOR'S REPORT – Brian McMillan
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TRANSPORT THROUGH THE AGES.First there was shanks pony. Then the horse and cow. Nanango 1917
Then the horse and cart. On Bondi beach 1901.
From about 1840 to about 1960 we had the steam engine. Roughly 120 years.Next the internal combustion engine from 1900 to 2020. Again about 120 years.Next the electric vehicle for about ??? And then ??? Beam me up Scottie.
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QUEENSLAND MOTORING HISTORY.Member Terry Lewis recently sent me a list of owners and cars in Queensland in 1923. See: http://hdl.handle.net/10462/pdf/2155Be patient. It's 150 meg so it takes a whileto download.
There were 12,757 cars registered then.All-numeric Queensland plates were onlyissued from 1921. Before that they had aregional alpha prefix.All these numbers would have a Q in front ofthem on the car.Note the huge majority of American cars.European are probably less than 10%The Veteran clubs would not exist here withonly European cars.What a find. Many members will be able tofind what their grandparents were drivingand where they were living at that time. I discovered that my maternal grandparents(McDonald) were living in Wagner StClayfield and driving an Overland carnumber Q2671. All news to me.Others of interest which I spotted -Q1782 YOUNGMAN, Arthur Taabinga, Kingaroy Rolls-Royce
Q6372 BRANDT, Carl W. F.,Taabinga Village, Kingaroy Ford
Q2241 GUYOMAR, FrancisCarl St., Thompson Est., S.Bris. Ford Van
Q8828 GUYOMAR, FrancisCarl St., Thompson Est., S.Bris.Talbot Lorry
Q1 McGuire, Jas. T., Newmarket Hotel, Bris. Crossley.
Q3911 YOUNG, Douglas, Toogoolawah ChevroletQ20 Pike, Walter.Q380 Cobb & Co.Q398 Howard Motor CompanyQ404 to Q409 Gow, Robert M.MANY MEMBERS SHOULD HAVE A STORY FOR THE MAGAZINE FOLLOWING THIS LIST.
EARLY PICTURES:Brisbane:https://www.facebook.com/VintageQueensland/Sydney:https://www.facebook.com/Portal-into-the-Past-of-Sydney-Beyond-542844919224278/
NOTHING TO DO WITH CAR REGISTRATION BUT SOME GREAT EARLY PICTURES TO VIEW
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THE DEATH OF THE INTERNAL COMBUSTION ENGINEIt had a good run. But the end is in sight for the machine that changed the world. Economist Magazine. Jon Berkeley. Aug 12th 2017“HUMAN inventiveness...has still not found a mechanical process to replace horses as thepropulsion for vehicles,” lamented Le Petit Journal, a French newspaper, in December 1893. Its answer was to organise the Paris-Rouen race for horseless carriages, held the following July. The 102 entrants included vehicles powered by steam, petrol, electricity, compressed air and hydraulics. Only 21 qualified for the 126km (78-mile) race, which attracted huge crowds. The clear winner was the internal combustion engine. Over the next century it would go on to power industry and change the world.But its days are numbered. Rapid gains in battery technology favour electric motors instead. In Paris in 1894 not a single electric car made it to the starting line, partlybecause they needed battery-replacement stations every 30km or so. Today’s electric cars, powered by lithium-ion batteries, can do much better. The Chevy Bolt has a range of 383km; Tesla fans recently drove a Model S more than 1,000km on a single charge. UBS, a bank, reckons the “total cost of ownership” of an electric car will reach parity witha petrol one next year—albeit at a loss to its manufacturer. It optimistically predicts electric vehicles will make up 14% of global car sales by 2025, up from 1% today. Othershave more modest forecasts, but are hurriedly revising them upwards as batteries get cheaper and better—the cost per kilowatt-hour has fallen from $1,000 in 2010 to $130-200 today.Regulations are tightening, too. Last month Britain joined a lengthening list of electric-only countries, saying that all new cars must be zero-emission by 2050.The shift from fuel and pistons to batteries and electric motors is unlikely to take that long. The first death rattles of the internal combustion engine are already reverberating around the world—and many of the consequences will be welcome.To gauge what lies ahead, think how the internal combustion engine has shaped modern life. The rich world was rebuilt for motor vehicles, with huge investments in road networks and the invention of suburbia, along with shopping malls and drive-through restaurants. Roughly 85% of American workers commute by car.Automotive manufacturing was also a generator of economic development and the expansion of the middle class, in post-war America and elsewhere. There are now about 1bn cars on the road, almost all powered by fossil fuels. Though most of them sit idle, America’s car and lorry engines can produce ten times as much energy as its power stations. The internal combustion engine is the mightiest motor in history. But electrification has thrown the car industry into turmoil. Its best brands are founded on their engineering heritage—especially in Germany. Compared with existing vehicles, electric cars are much simpler and have fewer parts; they are more like computers on wheels. That means they need fewer people to assemble them and fewer subsidiary systems from specialist suppliers. Auto workers at factories that do not make electric cars are worried that they could be for the chop. With less to go wrong, the market for maintenance and spare parts will shrink. While today’s carmakers grapple with their costly legacy of old factories and swollen workforces, new entrants will be unencumbered. Premium brands may be able to stand out through styling and handling, but low-margin, mass-market carmakers will have to compete chiefly on cost. Assuming, of course, that people want to own cars at all. Electric propulsion, along with ride-hailing and self-driving technology, could mean that ownership is largely replaced by “transport as a service”, in which fleets of cars offer rides on demand. On the most extreme estimates, that could shrink the industry by as much as 90%. Lots of shared, self-driving electric cars would let cities replace car parks (up to 24% of the area in some places) with new housing, and let people commute from far away as they sleep—suburbanizationin reverse. Even without a shift to safe, self-driving vehicles, electric propulsion will offer enormous
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environmental and health benefits. Charging car batteries from central power stations is more efficient than burning fuel in separate engines. Existing electric cars reduce carbon emissions by 54% compared with petrol-powered ones, according to America’s National Resources Defense Council. That figure will rise as electric cars become more efficient and grid-generation becomes greener.Local air pollution will fall, too. The World Health Organization says that it is the single largest environmental health risk, with outdoor air pollution contributing to 3.7m deaths a year. One study found that car emissions kill 53,000 Americans each year, against 34,000 who die in traffic accidents.Autos and autocracies.And then there is oil. Roughly two-thirds of oil consumption in America is on the roads, and a fair amount of the rest uses up the by-products of refining crude oil to make petrol and diesel. The oil industry is divided about when to expect peak demand; Royal Dutch Shell says that it could be little more than a decade away.The prospect will weigh on prices long before then. Because nobody wants to be left with useless oil in the ground, there will be a dearth of new investment, especially in new, high-cost areas such as the Arctic. By contrast, producers such as Saudi Arabia, with vastreserves that can be tapped cheaply, will be under pressure to get pumping before it is too late. The Middle East will still matter, but a lot less than it did. Although there will stillbe a market for natural gas, which will help generate power for all those electric cars, volatile oil prices will strain countries that depend on hydrocarbon revenues to fill the national coffers. When volumes fall, the adjustment will be fraught, particularly where the struggle for power has long been about controlling oil wealth. In countries such as Angola and Nigeria where oil has often been a curse, the diffusion of economic clout maybring immense benefits.Meanwhile, a scramble for lithium is under way. The price of lithium carbonate has risen from $4,000 a ton in 2011 to more than $14,000. Demand for cobalt and rare-earth elements for electric motors is also soaring. Lithium is used not just to power cars: utilities want giant batteries to store energy when demand is slack and release it as it peaks. Will all this make lithium-rich Chile the new Saudi Arabia? Not exactly, because electric cars do not consume it; old lithium-ion batteries from cars can be reused in power grids, and then recycled.The internal combustion engine has had a good run—and could still dominate shipping and aviation for decades to come. But on land electric motors will soon offer freedom andconvenience more cheaply and cleanly. As the switch to electric cars reverses the trend inthe rich world towards falling electricity consumption, policymakers will need to help, by ensuring that there is enough generating capacity—despite many countries’ broken system of regulation. They may need to be the midwives to new rules and standards for public recharging stations, and the recycling of batteries, rare-earth motors and other components in “urban mines”. And they will have to cope with the turmoil as old factory jobs disappear.Driverless electric cars in the 21st century are likely to improve the world in profound and unexpected ways, just as vehicles powered by internal combustion engines did in the20th. But it will be a bumpy road.
ED. ONE OF THE BUMPS WILL BE POWER SUPPLY. Check out this Daily Mail view of the problems to be overcome in the UK. Australia will face similar problems so our authorities will have to move fast to keep up. It will take a few years to ramp up car production and hopefully we can keep ahead of the surge.At present our homes have an 80amp supply and the current cars need 40amps.http://www.dailymail.co.uk/news/article-4814780/Race-electric-cars-maddest-green-mania-yet.html?ITO=applenews
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HYBRID CARS ARE AS OLD AS MOTORING ITSELF – 2017 Aug.6 Pedr Davis.Some people seem to give the Japanese industry credit for pioneering multivalve engines, four-wheel drive, ‘moon’ roofs, opera windows, electronic navigation - and hybrid motor cars. They didn’t, of course; the truth lies elsewhere.
Take hybrid cars, for example.The idea of using more than onepower source in a vehicle dates tothe dawn of motoring. It waslogical enough. The early internalcombustion engines were heavyand produced relatively little power.Why not supplement them? Thealternatives, steam engines andelectric motors were widely usedbut both ultimately failed the pubtest. Steamers took too long tostart from cold and many would-bemotorists were frightened theboiler might explode. Battery-powered cars were seen as beingsafer and quieter and easier tooperate - but they had well-known drawbacks: heavy and expensive batteries, a limited top speed and a restricted driving range.
Not surprisingly, early motorists relished the convenience of petrol engines, especially their ability to keep motoring for as long as there was petrol in the tank. The problem of course was the difficulty in starting the engine with its very real danger of dislocating a thumb or breaking a wrist in the event of a backfire. However, things began to change when the remarkable Armstrong Phaeton was designed and built.
The Armstrong in question was not related to the British car of the same name but was produced in the USA in the 1890s. Not only was it undisputedly the world’s first hybrid-electric car, but it pioneered the concept of regenerative braking, i.e. making use of the energy normally dissipated when a vehicle’s brakes are applied.
The extraordinary Armstrong Phaeton was the brainchild of Harry E Dey, an ingenious man who set out to examine the limitations of the electric car and see what could be done to improve them. He concluded that the Achilles heel of battery cars wasthe limited range. So why not recharge the battery as needed using petrol power? In 1895, Dey completed his first hybrid and demonstrated it to a small group of car-makers.The Roger Mechanical Carriage Company of New York sat up and took notice. This company had been importing the Roger Motor Carriage from France and was interestedin developing a car suitable to manufacture in America. Dey was commissioned to design it. The resulting concept fused Dey's interest in battery power with his client's desire for a gasoline carriage and the Armstrong Company of Bridgeport Connecticut was commissioned to build the prototype.It would be a serious understatement to describe Dey's new automobile as ambitious. It was in equal parts an electric and gasoline car. His masterstroke was to build an electric dynamo into the flywheel of the large, opposed-twin engine. This allowed the engine to recharge its storage batteries for ignition and lighting and also rotate the engine for starting. Importantly, the big flywheel dynamo could also propel the vehicle under electric power alone. The design innovations extended to the drive train. An electrically-operated clutch
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could mate the 6.5-litre engine and transmission by gradually engaging as the engine speed increased. The transmission was a three-speed constant mesh design engaged by a sliding key system; gearshifts were executed by turning a selector wheel on the steering column. The electric clutch automatically disengaged and reengaged the engine drive during gear changes.
In 1896 executives from the Roger Mechanical Carriage Company formed the American Horseless Carriage Company to produce Dey's design and, in 1896 The Horseless Age magazine published the following description:
"The flywheel is constructed as a dynamo, which by rotary charges a storage battery, carried in the vehicle. At the time of starting the carriage, the motorman turnsa switch which discharges the storage battery through the dynamo, converting it for a few seconds into a motor which, being upon the main crankshaft, gives rotation and does away with the necessity of starting the flywheel by hand. After the motor gives a few turns, the cylinders take up their work, and the battery is disconnected from the dynamo which then acts as a flywheel.
"The flywheel dynamo furnishes the current for the induction coil of the sparking mechanism as well as the electric lamps at night, thus doing away with the necessity ofgoing to a charging station."
The Armstrong phaeton was the only example built. It was basically a prototype, though it was subsequently used regularly as a fully functional motorcar.
Unfortunately, the turmoil of the early motor industry saw many companies fold before ever getting a product to market and this was the fate of both the Roger Mechanical Carriage Company and the American Horseless Carriage Company, both closed shop in 1896. The Armstrong remained in the factory where it was built until 1963 when a long-time employee took it to his home garage. Dennis David discovered it there some 32 years later and acquired the hybrid. It later passed to the McGee Collection which was primarily concerned with automobiles made in Connecticut. Later still, someone decided the Armstrong should go to a collector who was prepared to restore it.
Robin Loder, an experienced UK based veteran enthusiast, acquired the car and set about bringing it back to operational condition. Much of the work was done by Roger Steer and, after many years, it was driveable. The Veteran Car Club of Great Britain dated the Armstrong as 1896. Robin Loder personally demonstrated the car andeventually sold it.
In 2015, the Armstrong was sent to George Holman Engineering to solve a few technical issues lingering after the first restoration. His team set about going through every inch of the Armstrong with the goal of making it a fully usable automobile and it was restored to full operational condition.
One major flaw of the original design had to be overcome. The power from the bigengine played havoc with the carriage-type artillery wheels but an ingenious reinforcement was devised making them up to the task of safely propelling the Armstrong over the road.
In March 2016, the Armstrong Phaeton was sold at auction to the current American owner for US$483,400.
There is no question that the Armstrong design beat Cadillac to the self-starter bya staggering 16 years nor that it is the oldest vehicle extant using modern style hybrid drive. However, others were quick to follow. In 1898, a Brit named H.J. Dowsing installeda battery-powered dynamotor in a car called Arnold. William Arnold was a British engineer who imported a Benz 1.5 litre in 1895 and made a dozen replicas for sale. In 1897, his colleague, H.J. Dowsing fitted a dynamotor to the flywheel, producing not just an electric starter but a battery-powered motor able to assist the engine when climbing hills.
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That same year, 1897, Justin Entz, chief engineer of a Philadelphia battery company, built a car powered by a petrol engine assisted by an electric motor. His idea was not a great success and the experiment was dropped after a rogue electrical spark caused the fuel tank to explode, and the car disappeared into history.
Undiscouraged, other would-be hybrid makers exhibited petrol/electric cars at the 1899 Paris Salon. One, a Belgian engineer, devised a parallel layout using a petrol/electric propulsion system similar to the idea that, a century later, Honda called ‘Integrated Motor Assist’. Another was a French engineer who devised a series configuration, in which a petrol engine drove a generator that, in turn, provided current to two electric motors that drove the wheels. Toyota adopted a similar principle for the 1997 Prius.
Other hybrids came early on. One was from Ferdinand Porsche, the man who later designed the Volkswagen Beetle. Porsche was a qualified electric engineer as well as being handy on the drawing board and secured two patents in 1897: one for a motorised wheel hub, the other for a series-hybrid propulsion system.
Working for Jacob Lohner, an Austrian vehicle manufacturer, Porsche designed the front-drive Lohner-Porsche carriage that attracted considerable attention at the 1900 Paris Salon. Its engine drove a generator that sent electric current to small electric motors in the car’s front wheel hubs. He followed with a similar system that sent power to electric motors in all four wheels, producing a very early 4WD.
During the 1980s, I visited Wallace McNair’s restoration workshops in Hamilton, New Zealand. To my surprise, this remarkable engineer was rebuilding a 1901 Lohner-Porsche owned by Gerhard von Raffay, principal of one of Germany’s largest Porsche dealerships. His was a front-wheel drive model that had been raced by Dr Porsche himself. The 3-litre, 16 HP Mercedes engine drove a generator that provided electric current directly to a motor built into each front wheel hub. The system functioned without an intermediate battery and, much later, the same concept was adopted to powermodern diesel-electric locomotives.
Wallace McNair told me the Lohner-Porsche had not been driven since 1903 and hadbeen stored in the Mercedes-Benz museum in Stuttgart since the early 1920s. How Gerhard von Raffay persuaded the Mercedes people to part with it, he didn’t know but, very likely, he swapped it for something the company desperately wanted.
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'This car was the most straight forward restoration I've undertaken,' said McNair. 'Ina sense, you could say the car was only two years old as there was very little mechanical wear.'
I later learned that Porsche’s 4WD version had a large, storage battery as well. The battery was so heavy that Porsche added a pair of generators to extend the car’s operating range. Though his clever idea of having electric motors in the wheel hubs was not pursued for production cars, the concept was later used with great success in militaryvehicles, fire-fighting equipment and in a few experimental Mercedes cars.
Soon after the Lohner-Porsche, the 1902 Knight Neftel lightweight runabout appeared with a petrol engine driving a generator. The prototype ran successfully in a reliability test between New York and Boston, competing against steam and conventional cars, but it never went into production.
Much betterknown, however, wasthe US- built OwenMagnetic whichmade its debut in 1915. Coincidentally,it was again in NewZealand where I firstsaw one. There was– and probably stillis - a complete OwenMagnetic in the‘secret’ basement ofthe SouthwardMuseum inParaparaumu. Here alarge number of goodies are stored, awaiting their chance to be restored and displayed. The late Sir Len Southward kindly gave me a tour of the basement and appeared to take special pride in his Owen Magnetic. It has a conventional piston engine but, instead of a flywheel, there’s a generator and horseshoe magnet. The latter provides the energy that turned the driveshaft connected to the rear wheels. The main advantage of the system seems to be that no gear-changing is necessary. I have no idea how successful the idea was in practice but the factory built several hundred Owen Magnetic during a seven year stint in business.
http://www.popularmechanics.com/cars/a7457/the-1916-owen-magnetic-jay-lenos-classic-hybrid-6705753/
Other electric-vehicle makers – including the Cleveland-made Baker and the Chicago-made Woods – touted the advantage of hybrid propulsion. They realised they could extend a vehicle’s range by arranging for it to be driven by either the petrol or electric motor, or both when maximum power was needed. Interestingly, the Woods Dual Power car was claimed to use less than half the fuel needed by a conventional car of similar size. However, at the time, petrol was very cheap in the USA and the Woods Dual Power was very expensive. Buyers did not exactly crowd the showroom.
None of the early hybrids was a commercial success, but the concept gave birth to petrol-electric buses and diesel-electric locomotives during the 1930s.
Clearly, the scene was well established before modern hybrid cars appeared, starting with the Toyota Prius. The big difference between the early examples and their predecessors was not the concept but the development of smart control systems, made possible by the miracle of electronic engineering.
The modern hybrid power control unit comprises a voltage boost converter andinverter and is operated by a motor generator that receives commands from the vehicle’s
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ECU. Typically, an inverter converts the current from the hybrid’s battery from an initial288 volts DC to 650 volts AC to drive the electric motor(s).
Modern hybrids have been very successful commercially. Toyota alone has sold well over seven million and predicts they will soon be mainstream motoring worldwide. Both Toyota and Porsche have built hybrids to compete in the Le Mans 24-hour race. And, not surprisingly, virtually all vehicle producers now have similar hybrid programs.
Modern hybrids are designed to combine the convenience of petrol engines with the environmental virtues of battery cars and offer much longer driving ranges than all-electric cars. As manufacturers compete for the increasing demand, several configurations of the engine/chassis/battery and fuel type have emerged. Lexus for example has several hybrid 4WDs, while the Dodge PowerBox 4WD has a supercharged V6 running on compressed natural gas plus a generator and electric motor.
Substantial fuel savings are claimed to offset the complexity and higher initial pricesof current hybrids. One unofficial city record saw a Toyota Prius driven non-stop in Brisbane traffic for 24 hours; it covered 560 km at an average 23.3 km/h, using an average of 4.3 litres of fuel per 100 km. The main driver, Rick Bates, says he drove with the air-conditioning switched on and did not artificially reduce speeds to achieve maximum economy.
Virtually all modern hybrids have regenerative braking. With conventional hybrids, the cost of replacing the battery – along with increased service requirements – are the main downsides but, hopefully, a new breed of nickel metal hydride batteries and/or lithium ion batteries will extend battery durability and reduce weight.
And not far behind are the greenest cars of all - zero-emission, fuel cell, electric-powered hybrids.
Pedr Davis
Pix: The Armstrong Phaeton was probably, the first real hybrid car.Built in 1897/8, the prototype Entz was destroyed when a spark caused the fuel
tank to explode.The 1915 Owen Magnetic was probably the first hybrid to go into series production.
It saved fuel but was too expensive at a time when petrol was cheap.The Lohner-Porsche hybrid was successfully raced.
LEARNING TO DRIVE – Part 1. Name withheld to protect the guilty.For a young person, learning to drive is one of the most anticipated experiences that is looked forward to during their formative years.These days it is a strictly regulated learning experience with at least 120 hours under supervision covering a variety of driving conditions such as unsealed roads, night driving and a variety of traffic conditions.In the fifties it was quite different. It was basically a matter of having a go with a licenced driver beside you until you were confident enough to go for a licence test.Unfortunately for me, at age 14 years and 10 months, I was two years short ofthe age requirement to obtain a learner's permit.Having just left school after completing my Intermediate Certificate and entering the workforce as an apprentice motor mechanic I was hankering to buy a motor car. Perusingthe local paper I spied a 1930 Triumph roadster for sale at a local car sales yard.An inspection and a short run convinced me that it was a “must have” so I parted with most of my savings and my father drove it home to where we lived at 85 Corrimal St, Wollongong.Our house, on a normal sized residential block, had a narrow driveway down the side leading to a single car garage. Gardens and other structures prevented vehicular access to the rest of the property.
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Consequently my first driving experiences were confined to said driveway which prevented turning but ensured that distance travelled in a forward direction was the same as the distance travelled in reverse gear. It was not long before the numerous clutch starts resulted in a broken axle. So began the first of many repairs to my pride and joy.Meanwhile, at my place of employment at Dwyers Garage I was introduced to a variety ofvehicles which required moving within the workshop from time to time. Always eager to gain some driving experience I was quick to jump into the driving seat to enhance my skills.In due course this was extended to moving cars out into the street and the occasional blat around the block. As time progressed I was given jobs to do on my own, after which a road test was required. This enhanced my driving experience somewhat and it became the norm, in spite of the fact that I was well short of the minimum driving licence age.One day, when road testing a new FJ Holden, I noticed a motor cycle policeman followingme. Being careful to make correct hand signals and to keep within the speed limit was not enough to prevent being pulled over by the young constable. His reason for stopping me was that I looked a bit young so the licence question was soon raised. Of course I had to admit that I did not as yet have one. “You work at Dwyers don't you” he asked. “Drive back there and I will follow you” he instructed.On arrival he spoke to my foreman and so my road testing was curtailed for a few weeks until the incident was forgotten and my driving experiences resumed.Meanwhile the Triumph Super 7 was getting plenty of use. Some of my mates had obtained their driving licence so this enabled me to enter some events, such as gymkhanas, treasure hunts and car trials, run by the Wollongong Sporting Car Club with a licensed driver who invariably spent most of the time in the passenger seat.One day I was driving the Super 7 in a spirited manner up Kembla Street in Wollongong. Approaching the intersection at the top of the hill I noticed a lady in uniform standing in the middle of the road. The Salvation Army Church was situated on one side of the intersection so I assumed that she was one of the uniformed ladies from the church. As my mate and I flashed through the intersection a loud female voice was heard to say “Pull over driver”.My mate who was a little more attuned to recent events advised me that the lady we hadjust passed was one of those recently appointed women police.We dutifully pulled over and the uniformed lady was soon on the scene asking why I had driven through an intersection where she was directing traffic. My excuse must have amused her when I admitted that I thought that she was from the Salvation Army. Inevitably the licence question was raised and the admission that I did not have one yet was met with a surprising response.“You had better go and get one”As I drove off I just wished that I was old enough to do as she suggested.In due course I acquired a couple of other Triumph Super Sevens. One of these was in the form of a cute little ute which became known as the Triumph “Loadstar” due to the variety of items which it was subjected to carrying.One Saturday evening a mate and I decided to attend a Church dance at Thirroul and to make the journey in the Loadstar.The evening all went to plan until it came time to leave the dance and return home. Switching on the headlights caused a brilliant flash resulting in two blown headlight bulbs.What to do? Here we were ten miles from home with no lights and no licence.The solution was to drive home by back streets as to return by the main road would undoubtedly attract unwanted attention. Following this action plan was simple until the back streets became devoid of street lights. We were somewhere in the back blocks of Woonona literally feeling our way along the road. It was a very dark night. Suddenly I
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was lying on my side with my mate on top of me and I was getting rather wet. After exiting through the passenger side door with some difficulty it was discovered that we had missed the side of a low level bridge and toppled into the creek. Fortunately the water was not very deep.Somehow we got home that night and early the next morning a rescue mission was mounted to recover the Loadstar. The rescue party set out in Danny Luke's 1929 Chevrolet with tow ropes and chains.As the stricken vehicle was being extracted from its watery resting place who should arrive but Sergeant Holland. Questions were sure to be asked.Danny was the only one in the party to hold a licence and he did owe me a favour as I had lent him a car to go for his licence test in.Quick thinking and a word in Danny's ear and he was the nominated driver in the unfortunate accident. However Danny did not have his licence with him so he was in double trouble. He was instructed to present himself and his licence to the Police Station later that day.The recovery mission continued without further ado and Danny duly attended the Police Station with his licence. No further action was taken.HOLD THE PHONE. PART 2 TO FOLLOW.
VETERAN CAR CLUB AUSTRALIA QLD.The vets mags are now available on their website for all to read. https://www.vccaq.com/Check out the website. It is very uncomplicated and well done. Only thing wrong is that under “Links” there is no mention of the best little club in SE Qld.
TESLA IN BRISBANEI went to the opening of the new Teslashowroom in Brisbane on Saturday August 26.As you would expect it is upmarket and therewas no shortage of interested attendees.There were several X and S models on showbut no model 3. These will not be availableuntil at least the end of 2019.The founder, Elon Musk, is in demand as aspeaker at conferences. Check out thisinterview where he spoke and answeredquestions for an hour. You may not think he iscorrect but he has a very impressive trackrecord. https://www.youtube.com/watch?v=sVMMsDZNiF8I have had several emails questioning hiswisdom. He seems to have thought throughall these and gave good answers. By the timethe cars really start to flow through all thenew infrastructure should be in place, thoughI don't see much sign of it in Brisbane.We don't see many Kingswoods these daysand in less time than they took to disappearso will petrol cars. Time will tell and it usuallytakes a bit longer than you think. He says 20years. That sounds reasonable.Since our club's constitution does not mentionage for classic cars we may even have achapter for electric cars by then.
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WHAT YOU MIGHT HAVE MISSED IN AUGUST
August 5 – To Mulgowie markets with the VVTE
The Editor and Mrs Brown decided on a bit of vintage motoring for a change so went along to the Vintage Vehicle Touring Enthusiasts Club run to Mulgowie.Above are some of the 9 vintage cars at the start at Plainlands. From here a fast 15kmrun found us inMulgowie. The pub hadnot opened so wewandered around thewell stocked countrymonthly marketsbefore motoring toMarburg pub for lunchand their AGM.It was rather unnervingto have a driverless 3tonne Lincoln saloonsitting on your tail at100kph. Fortunately itwas equipped with 2wheel brakes in the interests of safety. 1923 Lincoln with side car
August 12 – PRESENTATION LUNCHAbout 25 members turned up for our annual Presentation lunch which was held in the Toowong Bowls Club. We had a separate room which was well lit and airy and looked out over one of the greens.President Bruce presented our collection of trophies to the winners.More low key than the usual upmarket dinner but still well attended and enjoyable.
EVENTS REPORT AUGUST
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August 18 - VCCQ 2017 AGMThey do come around every so often so no one was surprised when nomination forms arrived in their email box. Everyone rushed to fill them in with someone else's name and then did not attend the meeting. It was their loss as Jennie Ransom had prepared a wonderful supper. We stayed late into the night trying to waste as little as possible.They need not have worried as we had a splendid response and all positions were filled with the best possible candidates.See the minutes for all the nominations. Ronnie Brown accepted the number 1 role as our President for the coming year. I am sure everyone will get behind her in making her year a beauty.Jennie Ransom, as well as accepting therole as Treasurer prepared a wonderfulsupper ably supported by her grand-daughter Sophie. Welcome Sophie.
August 19 - VETERAN'S SWAPThe next morning found many membersback at the club for the Veteran club'sannual swap meeting.Rare treasures were on display and theladies were busy with an upmarket BBQ. Ihad not eaten for days so a delicioushamburger with salad was quicklydevoured.
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August 27 - CLASSICS AT PEAK CROSSINGWhat a turnout by many classic Brisbane clubs. The VCCQ was represented also.
Phil Fletcher arrived in the Chenard Walcker after a 50 year restoration job – almost. His support crew in an Austin 7 was not needed but a GPS was.Great to see the CW back on the road again.
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VCCQ UPCOMING EVENTS – September 2017
September 8-10 - MAPLETON MOUNTAIN MEANDER Synopsis
Friday – Drive to Mapleton Lilyponds Holiday Park 1800 003 76426 Warruga St (off Post Office Road).Saturday – Tour Mapleton, Maleny, Conondale, Kenilworth (lunch, own choice of café), Mapleton.Sunday – Morning tea with Blackall Range Historic Motor Club.
AccommodationURGENT: If you are coming book your accommodation at Lilyponds Holiday Park1800 003 764. I have mine!
Friday 8 SeptLeave Dayboro 9am. Morning teaMt Mee. Lunch Maleny (suggestColin James, top of main street,LHS). Check in to Holiday Park.Dinner barbecue BYO everythingincluding Shiraz, Cabernet,Merlot, blends.
Saturday 9 SeptLeave Holiday Park 8.30am.Breakfast Montville own choice ofcafé. Drive through Maleny, Witta,Conondale, Kenilworth (lunch ownchoice of café), return toMapleton. Dinner at MapletonTavern, Flaxton Drive, Mapleton (numbers required).
Sunday 10 SeptBreakfast own cereal, avocado toast, tea/coffee. Visit Mapleton Falls, 3km west on Obi Obi Rd. Morning tea at clubhouse Blackall Range Historic Motor Club 10am, 7 Bryce Lane, Maleny (Historic Village). Drive home after.
Book own cabin 1800 003 764. Inform Greg Berkman 3378 5030 re numbers.Please respond ASAP as response has been slow. Greg needs confirmation now.
Sunday September 17 - ALL BRITISH DAYhttps://www.facebook.com/All-British-Day-Brisbane-833472640106779/
http://hcvaq.com/flyer.htm Please contact Ronnie. http://www.allbritishdaybrisbane.org.au/the-rules/
Wednesday October 11 - WOLSTON HOUSE VISIT
Morning tea and entry cost $16.Be there by 10am. Park on the
lawn.
Notify Dean Prangley0413435735
Once again response has beenslow. Please notify Dean as hewill have to cancel if numbersare insufficient.
CANCELLED
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NON VCCQ WHAT'S TO COME.
OCTOBER IN ADELAIDE.It has come to my attention that there is a lot happening inearly October in South Aust.Sep 28 – Oct 2. Lagonda National.Sep 29 – Oct 1. Historic Collingrove.Sep 24-30. National Veteran Rally in Clare.Oct 1. London to Brighton SA. All being well the VCCQ Editor will be there.
And the following weekend in Toowoomba.
Lost Trades Fair. October 7-8This Fair has been running for several years in Kyneton Vic.This year it is being run in Toowoomba. You have to book toget into the classes. An exciting prospect.
http://www.cobbandco.qm.qld.gov.au/Events+and+Exhibitions/Events/2017/10/Lost+Trades+Fair+-+Toowoomba+2017#.WWK2XZ7AN0w
VVTE INVITATION EVENT ON YOUR WAY TO TOOWOOMBA.7th October, 2017 - Visit to Woodcrafters & tour the LockyerMeet at Gatton Cultural Centre 8:45am. We will depart at 9:15am for the Woodcrafters Open Day. There's time to view the displays, and watch the woodturners at work. A sausage sizzle &cold drinks are available, or you can get your morning tea at nearby coffee shops. We willhave a meeting before moving off for a drive through the countryside to the lunch destination.RSVP: FRIDAY 29th September - Phone Gerry 040815 11 95
OTHER EVENTS BEING CONSIDERED FOR 2018Taabinga homestead visit. Nev Morris, DalbyLandsborough museum Old Petrie steam fairNursing homes. Jimbour House Brookfield Show St Lawrences JazzMt Alford brewery AmberleyBromelton House.
One of Nev Morris' smaller engines.
And a bigger one.
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Post 2017 AGMEX EL PRESEDENTO’S REPORT Having volunteered to fill the void leftearlier in the year I hope that I have atleast left a situation where the club canmove forward positively. I have enjoyed my stint as President,though I did not quite manage gettingthe pre-meeting BBQ spirit carriedthrough the wall into the meeting.The other point that is a continuingdisappointment is the dwindling numberof vintage cars turning out to the clubruns. Any suggestions towards thereversal of this trend would be greatlyappreciated.I would like to thank all those who havehelped me through this learningexperience and hope that I have at leastgiven something back to the club whichhas given me so much.Please give the new President andcommittee your full support. Good health and safe motoring.Bruce McPhail
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NEW PRESIDENT’S REPORT – Ronnie BrownIt was with some trepidation and humility that I agreed to take onthe VCCQ Presidency for the coming year – how could I possiblyfollow in the footsteps of some of the greats?When I read the Rules (Constitution) laid down 60 plus years ago byour founding fathers, I am acutely aware of the vision they had forthe future. Much of that still stands today and as a result theVintage Car Club of Qld. is known as a prestigious organisationwhose passion for embracing our heritage is evident by the vehiclesour members’ own. Their depth of vision as they faced challengesdue to the changes in motoring practice amazes me. We too facechallenges, driverless cars, future regulations on petrol and dieseldriven vehicles require of us to nurture our heritage. We must maintain and showcase the evolution of motoring, as well as our vehicles so that we are living evidence of the passion which unites us as a club. We have the resources within our membership to face and meet these challenges, particularly when we unite and respect our members’ needs, whilst identifying and being involved in the changes which are occurring around us.My role is to review our current practices, are they worthy of the vision of our founding fathers, do they meet today’s challenges, are members engaged to allow the VCCQ to be alive and well in another 62 years? I propose to use the multitalented membership to fashion a future of which we can all be proud.What I have witnessed is the commitment and passion of our members, which if harnessed can only have the best outcome for our beloved club.I joined the VCCQ Committee about the time Doug Young took over as President, although Joe Wilson was the President when John and I joined the club in 2009. It was an excellent experience with lots of fun – the 60th Anniversary year being one of our mostsuccessful.When Doug resigned, no-one wanted to step into his shoes, Bruce McPhail was the only member to put up his hand. In my mind, he then became Robert the Bruce or Braveheartas the Hollywood blockbuster named him. Remember, I went to school in Edinburgh, so I learned Scottish history not English!! Bruce took on the role of President with a calm and considerate manner. His consideration for others was made clear in his final address to members when he suggested that Jeff Jones be made an Honorary member. This highlighted his compassion for a man who had been a long time member, an excellent mechanic and a mentor to others in their restoration attempts. Unfortunately Jeff has limited time with us but wishes to still contribute to a Club about whose future he is passionate. Thanks to Bruce for making this thoughtful gesture. To Anne Corbett, our outgoing Treasurer, my many thanks for all the support during my time in events. Keeping tally of who has paid for what and when is no easy task and I believe that Anne and I worked well together. Her reporting was always thorough and members were left in no doubt their money was in safe hands.Jennie Ransom has kindly offered to take on the role, as Treasurer, with Anne as her mentor. This gives me confidence that the care and attention Anne gave the role will continue during my year as President.I’d like to welcome Jennie, Wolf Grodd as well as Phil Fletcher, as Events co-ordinator to the new Committee. This brings a wealth of experience and knowledge to our new team – all of which will be required for the challenges we face in the coming year.At our first Committee meeting next Tuesday, I shall present the new Committee with mydraft plan. With their approval, I look forward to inviting you all to participate in what willbe an exciting year. We have a unique opportunity by all working together, we can have fun, whilst embracing the future. What is more important is that our Club becomes a resource for others to admire and follow. Ronnie Brown
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IN APPRECIATION – Editor.Thanks again to all those who have sent me articles and pics. Terry Lewis, Pedr Davis, Ron Thorpe, Steve Akers, David Fletcher, Greg Berkman, Dean Prangley. Many thanks. Keep it coming please.Proof reading courtesy of Jennie Ransom. MAGAZINE CONTRIBUTOR'S DEADLINE: The VCCQ general meeting is held on the third Friday of every month. The VCCQ committee meeting is held notionally two weeks before the general meeting but on the Wednesday of that week.All contributions to the mag must be received several days before the end of the previousmonth if the mag is to be emailed in the first week of the month.Please send reports to [email protected]
MEETING SUPPER ROSTER. Anyone (girls and boys) can do this and it’s always greatly appreciated by the members at our meetings. We’re only asking you to do one or the other once a year. Please nominate for the month that suits you best, but remember you can always swap with someone else if your plans change.
The roster is published each month in the Club magazine.
NOTE THAT WE NOW NEED A VOLUNTEER TO DRIVE THIS LIST. Jennie Ransomhas retired to be our Treasurer.
We also need a raffle master as she was doing this as well.
SUPPER ROSTERDATE TEABAG CLEANUP
January 20 Tony, Jeff, Carl Tony, Jeff, Carl
February 17 Jennie Peter
March 17 SFN Dinner Dinner
April 21 Jo Lord Peter
May 19 Leigh Wolf
June 16 David and Lesley David and Lesley
July 21 Margaret, Bruce Bruce, Margaret
August 18 AGM and Super Supper by JjR Ian Hayward
September 15 Jon, Lyndal Jon, Lyndal
October 20 Ray, Sheila Ray, Sheila
November 17 Jan, Rob Jan, Rob
December 15 Christmas dinner. Volunteers to set up and take down
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EVENTS ROSTERDATE EVENT CEO
September 8-10 Mapleton Mountain Meander Greg Berkman
October 11 Visit to Wolston House Dean Prangley
November 5 Mt Gravatt lookout to MB TBC Brian McMillan
November 26 Boonah Lunch Brian McMillan
December 15 Christmas Dinner
December 26 Boxing Day Run
January 2018 Virgins Breakfast
February Breakfast with Veterans
March
April
May
June
July
August
If you get over NOVA SCOTIA way, drop in and visit this happy lot. British Motoring Association of
Prince Edward IslandJust a short drive over the Confederation Bridge – about 25km long.
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LUXURY CAR TAXThe application of the existing Luxury Car Tax to Heritage cars is having a huge negative impact on the Vintage and Heritage car movement in Australia. A group has been formedto approach the Federal Government with a view to having this tax changed.
A brief report follows on the membership and activities of the newly-formedAustralian Historic Car Tax Reform Group (the Group).
The office bearers are:
Convenor: Daryl Meek, RACVChair: Doug YoungTreasurer: Geoff Murdoch (Bugatti Club Australia) [email protected] Minute recorder/Secretary: Doug Morrissey (MG Car Club).
The Group members are from, or represent, the following, organisations:
AHMF: Doug Young/Daryl MeekAlfa Romeo Owners Club of Australia (Vic): David WrightAlvis Car Club Victoria: Andrew McDougallAssociation of Motoring Clubs (Vic); Iain Ross/Keith MortimerBentley Drivers Club of Australia (Vic): Phillip SchudmakBugatti Club Australia: Geoff MurdochFederation of Veteran, Vintage and Classic Vehicle Clubs (Vic): John KennettMaserati Club Australia: John GoveMG Car Club Vic: Doug MorrisseyMotorclassica Advisory Board: John GoveNational Motor Museum: Matthew LombardPorsche 356 Register: Phillip SchudmakQHMC: Doug YoungRACV: Daryl MeekVeteran Car Club of Australia (Victoria): David Wright/Andrew McDougallVintage Car Club of Qld Inc: Doug Young
The Group’s Statement of Purpose is shown below.
We have had 2 face to face meetings in Melbourne, and a smaller meeting, again in Melbourne, where we identified the data we would like on which to found a submission tothe Commonwealth Government.
We are presently engaged in information gathering on a number of fronts.Funding has been pledged from a number of the organisations mentioned above.Typical pledges have been for $2,000.
Our objective is to make a submission to the Commonwealth early next year, although this is not set in stone. Some information make take longer than anticipated to obtain.Regards, Doug
Doug Young0418 719 [email protected]
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Australian Historic Car Tax Reform Group – Statement of Purpose and Request for Support.The Australian Historic Car Tax Reform Group (the Group) comprises representatives of general motoring bodies, such as the RACV, national and state peak bodies representing the owners of historic cars, such as the Australian Historic Motoring Federation, and various one make car clubs. It is concerned about the anomalous application of the Luxury Car Tax to the importation of historic cars and the multiple detrimental effects thisis having. The Group’s objective is to have the importation of historic cars over 30years old exempted from the LCT (and possibly the GST).The purchase of vehicles over 2 years old within Australia is LCT-exempt, whereas the purchase of an identical vehicle overseas which is then imported to Australia is subject tothe LCT. This is having 2 adverse impacts – the first on Australia’s Motoring Heritage, andthe second on Australian businesses.
Heritage:There is no real barrier to the importation of historic cars into other countries that have come from Australia.However, the LCT acts as a one-way valve deterring the reimportation of similar cars. As a result, Australia’s historic car fleet is diminishing each year with the LCT preventing its replenishment. Valuable old cars are leaving Australia every week but the LCT (and GST) – which can amount to 40% of the purchase price - means people are not reimporting similar cars.
Economy:More significant, however, is the impact on business activity. There is a world wide boom in the classic car hobby and associated businesses. The value to the UK economy is £5.5bn per annum. The LCT means that Australia is missing out on its share of this activity. The annual spend on maintaining high value cars runs to tens of thousands of dollars, and restoring such cars can exceed A$1m. The use of these and other classic cars also adds significantly to Australia’s, and particularly regional Australia’s, tourism through motel nights, meals and similar activity. Were such cars allowed in, that money would be being spent here.The boom is also pushing the value of old cars that were once worth very little above the LCT threshold – presumably unintended casualties of the LCT. It also means the skills required to maintain and restore these cars are being lost – contrast this with the UK where there are dedicated courses to teach young people these skills.
The Future:As far back as 2008, both sides of politics accepted that there was a case for exempting the importation of cars over 30 years old from the LCT (which would bring it in to line with the existing exemption from Customs Duty for such cars). The revenue loss would be negligible –the LCT is preventing imports at this time – and the economic benefits would far outweigh any such losses. The Museums and Galleries sector has just achieved an exemption from the LCT on the import of collectors’ cars where they are to be publiclyexhibited but never driven. It would make more economic sense for the exemption to be extended to cars that can be used because of the economic activity this would generate.The Group seeks your support for this worthwhile endeavour – both in terms of written endorsement of the objective, and some funds to enable this to occur. A number of the organisations mentioned above have already pledged some funds.Donations from other clubs or individuals would be very welcome. Please direct all such donations to the group Treasurer Geoff Murdoch via his email address shown above.
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DOUG YOUNG IS OFF TO THE UK TO DRIVE HIS LUXURY CAR.Subject: Concours of Elegance Hampton Court Palace
Dear Mr Young,Every year we are given the opportunity to select four cars to compete forThe Club Trophy on the Friday at the above event (1st September) . As yourcar will be participating on the Saturday would you also like theopportunity to enter on the Friday as one of the four.
Please let me know asap as I need tolet the organisers know.
Kind regardsKathy, Jaguar Drivers Club
LES JOHNSON AT EASTERN CREEKWITH HIS BEAUT TOYS.A GT40 built by David Brown inInvercargill and Aston DBR2 builtby Auto Restorations Ltd inChristchurch.
FOR SALE.After all these years, it is time to part with my Riley 2.5 Drophead.Open to all offers.Regards, Graham Mackay
THE AUSTIN 7 FLEMING SPECIAL.Based on a 1931 Austin 7 this purpose built racing car was constructed in Melbourne by John Fleming. John ran Merri Bridge Motors at Northcote in Melbourne at the time and commenced racing the special in 1958. He sold the car in 1961 and since then the car has had 9 owners all of whom have campaigned it. The car has had a CAMS log book since their inception and now also has a CAMS Historic Certificate of Description. I have owned the car since 1996. In order to minimise the car’s weight [320kgs] the specification of this racing car is very basic. Originally neither a starter motor nor other non-essential ancillaries were fitted. In deference to my wife who used to perform starting duties by giving me a push I have now fitted a starter motor. The performance is pretty good for a non-supercharged 802ccmotor. Perhaps the biggest performance handicap is the weight [100kgs] of the current owner/driver!!
The A7 engine is fed by two 1¼”SUs and has a purpose built “bunch of bananas” exhaustmanifold. A 4-speed close ratio Needham box is fitted and drives through a standard A7 rear-end setup.
The aluminium over steel tube single seater body is fitted to a modified A7 chassis. The body is largely as built in the 50s. Some say it is reminiscent of the European Grand Prix cars of the era when it was built – albeit a miniature version. The height of the roll-bar was increased by a previous owner after a significant “off” in the early 80s.
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This A7 Special is fun to drive andhandles predictably. A combinationof light weight and modernmotorcycle tyres ensures that thetimes recorded at any speed eventare only limited by the ability andbravery of the driver.
THIS CAR IS NOW FOR SALEFOR $15,000.00 INCLUDINGAN ENCLOSED PURPOSE-MADETRAILER.
CONTACT JON VOLLER ON 0400194 347.
John Fleming in the car at Templestowe c.1960.
Hello Brian,Thought you might be able to use Dad’s notes on the history of OE40. It’s not dated, but my niece was good enough to autograph it with a felt pen as Dad was writing it. My brother was able to date it from the handwriting at mid to late 1997. Cheers,Steve Akers.
KNOWN HISTORY OF VAUXHALL OE40The early history of OE40 is lost. Presumably it was imported new as OE39 still lives on and parts of OE42 exist.The known history of OE40 begins in 1932 when George Willacy purchased it. George's sister, Mrs Edna Cover of Toowoomba, told me recently that George came home to Brigalow in the early 1930s driving it. George had served his apprenticeship as a mechanic in one of the leading garages at Parkes in New South Wales, so presumably he bought it down that way. George Willacy opened a garage at Brigalow in the 1930s. He was agent for several products, among them Vauxhall cars and Bedford commercials. George was obviously a Vauxhall man, he kept OE 40 on the road until 1950, although it was very much altered from standard by the time it was laid up.The original body type is not known, but the scuttle still exists and suggests that it was aVelox. It will be rebuilt as a Velox using the original scuttle, bonnet and dashboard, 3 doors from a similar OE body andmudguards from a similar early OE. The body and mudguards were thefirst casualty of the unmade black soilroads of the Darling Downs of the1930s.By 1938 the beautiful original bodyhad been replaced by a home madebody along similar lines and probablyinspired by the Chrysler "Airflow".Solidly constructed from angle ironand sheeted in 16 gauge steel, allwelded together with no doors or rear
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mudguards. The front mudguards being long sweeping units from an American car. The original headlamps still sat on their forks although the forks had been twisted so the headlight beams crossed. A pairof American type headlights tocomplement the mudguards weremounted on a high bar betweenthe mudguards. This completedthe picture. In the photo suppliedby Mrs Cover, it appears to be on23" rims.When this body was built byGeorge, or if it evolved over aperiod of time is not known,however it was there inSeptember 1938. This is whenBill Cover, George's brother in lawfirst met George and came toknow the "old Vaux with knock on wheels".OE 40 was used by George Willacy in this form for many years. One long trip is recorded.This was in 1939 when George took his two sisters and Fiancé back to his old stomping ground in central western New South Wales. After crossing one of the rivers in northern New South Wales on the ferry, the engine refused to start. OE40 made several crossings on that ferry until it was unceremoniously pushed up the bank. Somewhere along the line the bones of a second 30-98 that had been burnt were purchased for spares. This was a later four wheel braked car, later identified as OE262. Some parts from this car had been built in to OE40 by the time it was laid up. While still at Brigalow in 1941 George purchased a four wheel braked 23-60. This was rebodied with a roadster body from a 1930s American car. Probably Oldsmobile. No parts of this car were built in to OE40. The chassis number and engine number of this 23-60 are not known.Soon after the war George Willacy moved to another garage, at Jondaryan. All the Vauxhalls went with him. Here OE40 entered the final phase of its working life. The back was cut off the home built body and a crane was bolted to the chassis. The chassis itself was boxed for strength, the rear springs were built up until the pack was approximately 8" thick. Army Blitz wheels were welded to the original Vauxhall wheel centres. All this was done to make the 30-98 in to a breakdown tow-truck. The original non-braked front axle was replaced with a braked axle of American origins. How successful OE40 was at this task is not recorded, however it must have carried or pulled very heavy loads because the original long spline rear axle had been replaced with the spare. The wheel bearings had split out of the hubs and the axle shafts had twisted. In 1950 it was retired.OE40 languished inthe grass atJondaryan until Iheard about it, fromGeorge himself. I wasdoing a machining jobon the Gudgeonbushes for an R190International truckengine. Somehow theowner, George Willacygot in to the machineshop to watch his job
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being done. As the conversation progressed, a conversation sprang up. "Got any old cars up there?" "A couple of 30-98s." was the reply. On hearing that I arranged to inspect them the following Saturday. The year was 1964.Inspection revealed there was only one 30-98, plus some mechanical parts. The "other 30-98" being the roadster bodied 23-60. A price of 90 pounds was agreed on for OE40 and the 30-98 spare parts. A fair chunk of money in 1964, but it was a 30-98. Although both axles had been replaced, the originals were still lying about. Not knowing precisely what was a 30-98 part and what was a 23-60 part, on collection day I enlisted the help of Vauxhall experts Alan Hale and Dick Plant. After handing over 90 quid,George's oxy plant was borrowedand the remains of the homebuilt body, the Americanmudguards and the Americanfront axle were gleefullyremoved. When all the partswere shifted to Brisbane it wasfound there were 2 diffs, 2chassis frames, 1 engine, 1gearbox, 2 clutches, 2 steeringboxes, 1 radiator, 1 front axle, 1bonnet, 1 scuttle, 1 petrol tank, 2switch plates, 1 pair ofheadlights, a spare cylinder head,crankshaft (non-counterbalanced) and exhaust manifold. A later trip to Jondaryan yielded another radiator, a 23" short spline wheel and the original smiths silver faced speedometer.After cleaning the magneto and carburettor, I was able to start the engine. It made somedreadful noises under the bonnet, caused by cracked and loose pistons and split pushrods. But the exhaust made the right 30-98 noise.When the engine was dismantled it was found to be very worn. The cylinders had been rebored once, possibly twice before. It would be unwise to rebore further because an OE 30-98 block is the same casting as an OD. Bearing this in mind it was decided to sleeve the cylinders. The crankshaft needed to be reground and the roller cam followers rebuilt. As mentioned before several pushrods were split, Deutz V8 diesel Duralium pushrods have been procured to provide replacements.As there were no front springs at all, a new pair were made using the correct 1/4" material for the main leaf and 3/16" material for the other leaves. The front axle was rebuilt with new king pins and bushes and new wheel bearings. The gearbox was found to be in excellent condition, requiring only new bearings, felt seals and a bronze bush. Old George certainly knew how to look after a gearbox.The diff, the Achilles heel of a 30-98 had suffered to the stage where it was no longer usable. Items required to rebuild it were all bearings, crownwheel and pinion, 2 axle shafts, 2 axle tubes, 2 sun wheels, 2 hubs and a diff cross pin. The rear springs, once theextra leaves had been discarded only needed new shackle bushes and resetting.The wheels remain to be rebuilt and the engine balancing and assembly is yet to be done.The body frame does not exist. Some research into the correct profile has been done, butnothing else.John Akers. Circa 1997.
Ed. Some story – thanks Steve. Where is the car now? Can someone add to this.
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CLUB WINEAfter much picking, stomping, bottling andtasting the Club's latest vintage is now forsale. Contact one of the committee to secureyour order now. There is limited white(Semillon Sauvignon Blanc) and much redavailable at a bargain $12 a bottle. There isalso a bulk discount for the drinkers.Club stubbie holders are also available forthe beer drinkers.
MAGAZINE DONATIONThe editor had a call from Greg McKenzie ofVictoria Point during the week offering theclub his collection of magazines free.
I have not been through them all as yet but there is a large collection of V&V mags from volume 1 and also Automobile mags and more. Some great reading for the editor and other lucky members. Many thanks Greg.
WHERE IS OE40 NOW?In the shed next to the Trikappa. Mechanically it’s all but restored. Considering the state it was in when Dad got it, it’s got to be one of the best, if not the best restoration ever done on a Thirsty in the days before you could buy the parts off the shelf. I used to work in a gear cutting shop and I’m still trying to get my head around making a new cross-pin,let alone most of a diff. When we started on theTrikappa Dad said he wouldmuch rather finish the Thirstyand enjoy using it but hedecided to restore the Trikappain an effort to get the stolenparts back. That partly worked,we got the sump back on the26th June 2005 when we towedthe Trikappa to Brisbane for theConcours.
Dad wrote these notes in 1997,but the mechanical restorationwork was done mostly prior tohis first surgery in 1974.
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JOHN KENT EMAILhttp://www.bbc.com/news/av/uk-england-norfolk-41057039/aston-martin-dbr1-racer-reborn-in-norfolk
John sent me several pics of the 1923 Grand Prix Aston at Winton. It is the exPeter Briggs car now owned by Peter Saglietti in Melbourne. Looking fabulous.
Joe Wilson took this pic at Prescott 2017. HE (Herbert Engineering) One of therare models built on a Bugatti chassis. Love the door.
