INSIDE THIS ISSUE —Fort Tesla Visit 2 Langley Run—Meet in ... · turist, Nikola Tesla, who once...

VOLUME 21, NUMBER 1 Jan-Feb 2016

INSIDE THIS ISSUE

Tesla Visit 2 B.S.A. Cars 4 Padova Classic Car Show 7 VCB FebruaryEvent 8 New Member Profile 10 Rear View Mirror 11 Welcome to the OECC / The Boot / At the Wheel 12

UPCOMING EVENTS March 1, 2016 at 7:00pm - Branch visit to Hyundai dealer-ship 15365 Guilford Drive, Sur-rey. Hyundai Fuel Cell Hybrid plus speaker from HTEC Hydro-gen Fuel Cell. (contact: Lorna Hoare 604-584-2564) April 5, 2016 7:00pm -BJ Parts, 2549 Kingsway, Port Coquitlam, B.C.—Machine shop tour (contact person: Lorna Hoare 604-584-2564)

April 9, 2016 10:00am—Fort Langley Run—Meet in Fort car park (Contact person: Walter Reynolds 604-463-6305) May 3, 2016 7:00pm—Electra Meccanica, Quebec St. and 1st. Ave., Vancouver, B.C.—shop tour (contact person: Lorna Hoare 604-584-2564) May 21, 2016—Vancouver ABFM at Van Dusen Gardens, 5251 Oak St. (at 37th Ave.) Volunteers needed: call Walter

“I wonder if they’ll take the Thames as a trade in?”

VCB visits the Vancouver Tesla Dealership (story page 2)

THE ROUNDABOUT VOLUME 21 ,NUMBER 1

Live Better Electrically! VCB Visits Tesla Motors By les Foster Photos by Les Foster and Alan Miles

Perhaps you remember that slogan from General Electric in the 50’s when the public was being en-

couraged to embrace clean and efficient electric appliances in our brave new post-war world

(see the iconic ad at: http://www.dailymotion.com/video/x7lhp0_classic-tv-commercial-1950s-live-

be_shortfilms). Well, now we are being asked to embrace another electric appliance- the plug-in car.

Electric cars are not new. They have been around almost since the dawn of the automotive age, van-

ished in the face of cheap and abundant fossil fuel and resurfaced from time to time in abortive ef-

forts to revive the technology. Only industrial vehicles of very limited range soldiered on…until

now.

Now the electronic age has supplanted the electrical and the advent of more efficient electronic com-

puter controls, improved motors and, most of all, better batteries have put the electric cars in the

driver’s seat of the future of road transportation. In the forefront of that movement is Tesla Motors

Inc. (https://www.teslamotors.com/en_CA/) named in homage to the famous electrical pioneer and fu-

turist, Nikola Tesla, who once said, “the present is theirs; the future, for which I really worked, is

mine”. It is a very exciting time in the car world, somewhat akin to the very early days of the indus-

try with new companies and new ideas

springing up, some surviving and some not.

Our Events Coordinator, Lorna Hoare, ar-

ranged for the OECC’s Vancouver Coast

Branch to be hosted to a private showing of

the Tesla Model S at the company's gleaming

Vancouver showroom on Robson Street, Jan-

uary 5th. Around thirty members braved

downtown traffic and parking and cold

weather to take advantage of this rare oppor-

tunity to view the leading edge of automotive

technology. We enjoyed coffee and dough-

nuts and a prize draw for Tesla swag (won by

John Hoare) while being doted on by the at-

tentive staff. All Tesla Galleries (as they are

termed) are directly factory-owned. While

our hobby centres around the preservation of

old school gasoline burners, our membership

is socially responsible and fully conscious of

the planet’s needs for the future and we all

found the presentation by our hostess, Sales

Manager Robin Peterson, fascinating. Robin

described the vision of company leader Elon

Musk, “to accelerate the advent of sustainable transport by bringing compelling mass market electric

cars to market as soon as possible.” To achieve this aim, Tesla Motors (headquartered in Palo Alto,

California, with its main plant at Fresno) has employed many innovative solutions such as using off-

the-shelf lithium batteries (around 7,000 of the lithium-ion 18650 cells commonly found in lap-tops

and the like) in each Model S. While holding many patents relating to electric vehicle technology,

Elon Musk announced that in order to advance the widespread introduction of electric cars, Tesla

would share its knowledge with any good faith user. Not just altruistic, perhaps, as the widespread

introduction of efficient electric cars should benefit not only our planet but hugely increase the mar-

Robin Peterson takes the mic for a very interesting

and informative talk


ket for front-runners in the industry like Tesla. Success in this tough industry can be as much about

marketing as it is about design. Robin stressed that the staff feel that they are not just selling a

product but genuinely feel that they are part of a movement to a better future.

The Model S is the second generation of Tesla following the Tesla Roadster sports car which was

based on the British Lotus Elise. Much was learned from that initial model and the S reflects this

knowledge, has a wider market appeal and the cost has been brought down significantly. Next on

the horizon is the Model X cross-over SUV which will probably be in a similar cost range to the pre-

sent Model S. The greatly anticipated Model 3, an electric car for the masses in the $35,000 range is a

year or more away.

Tesla also markets the “Powerwall” battery

pack for home and industrial use. When its

new “Gigafactory” near Reno, Nevada, opens

in partnership with Panasonic in the next year

or two it is expected to lower battery costs by

30%, certainly one of the prerequisites for

more affordable mass production zero emis-

sion vehicles like the Model 3. The company

has built a limited but ever-growing network

of “Supercharger” stations, free to the Tesla

owner.

Our tour gave us a chance to thoroughly exam-

ine the beautiful red Tesla S and learn of its

many advanced features. A gorgeous car in its

own right, the prospect of reaching 0-100KMH

in 3.3 seconds and topping out at 250KMH with

a possible range of 405KM (increasable by an-

other 6% with an available 90 kWh upgrade)

cleanly and silently and without all the incred-

ibly complex machinery of a modern internal

combustion vehicle just adds to its mystique!

The dual motor, AWD, P85D is reputedly the

world’s fastest four door sedan. For those not

so easily satisfied, there is the available

“Ludicrous Speed Upgrade” which knocks .3

seconds off the P85D’s 0-100KMH time at the

touch of a button! The 85D and 70D, both

available in AWD, (or even the single motor,

rear drive, 85 and 70 versions) are no slouches,

either, with very respectable acceleration (all

that instant torque!) and ranges. You’ll have to

be content with a top speed of just 225KMH in

the 70 and 70D, though.

One of the available options, “Autopilot”,

which not only incorporates cruise-control but

also can steer the car and even change lanes

on the highway, scan for a parking space and

parallel park for you, uses computers, camer-

as, radar and sonar- the Force is with us! Vari-

ous other options such as trim packages, lighting options, air suspension and even two extra seats for

children (for a total of seven passengers) can quickly boost an already very substantial initial outlay.

Bear in mind, though, that the extremely low operating costs of the Tesla versus its fossil fuel com-

petitors make it very price competitive over its lifespan.

It was a fascinating glimpse into the future and a tantalizing taste of the lifestyle of a fortunate few.

We all enjoyed sitting in the lovely vehicle and examining its beautiful construction, all the while

marveling at its paradoxical combination of extreme simplicity and extreme complexity. The Tesla is

as much about what it doesn’t have as it is about its many features!

Everyone wanted to sit in the Tesla on display and

some got caught by the roving cell phone photogs,

including Bernie and Pat Miles.


B.S.A. CARS

By Walter Reynolds

To review B.S.A.’s cars, one has to go way back to before the start of the company: All the way back, that is to 1692. The company evolved from the British Government’s 1689 purchase-orders placed with five leading gunsmiths in Birmingham, England to supply two hundred muskets per month at seventeen shillings each. These muskets were intended to stem the supply of munitions being imported into Britain from European coun-tries. These initial orders became perpetual orders in 1692 that lasted virtually unchanged for the next 150 years. At the end of this time, there were fourteen master gunsmiths in Birmingham supplying the govern-ment and in 1861 they formed themselves into an as-sociation known as Birmingham Small Arms Trade. In 1861 the Trade association became the Birming-

ham Small Arms Company, hence the initials, B.S.A.

Initially business prospered with arms being sold to British and foreign Governments, that is until the business of making war declined. Due to a lack of orders, the Company was forced to seek alternative sources of revenue and turned to the production of parts and complete bicycles for the fledgling British bicycle industry. By 1892, war became big business again and B.S.A.’s production was re-focused upon rifle manufacturing, with spare production capacity going to cycle components such as pedals, bottom brackets, spindles and chain-wheels, etc. It was at this time that the famous three piled rifles (above) was adopted and remained the recognized logo of

the Company for many years.

Complete bicycle manufacturing was resumed in 1908, and one year later, the first motorcycle was

produced.

For some time, B.S.A. had been anxious to move into the motor car industry. The first prototype B.S.A. car was produced in 1907 when the Motor Car Depart-ment was managed by Colonel Baguley. The car was an 18-23hp vehicle with a 4-cylinder side-valve en-gine with the cylinders cast in pairs. It had an alumi-num crankcase and, surprising for the times, a 5-bearing crankshaft. The clutch was a Hele Shaw mul-ti-plate component running in oil. The engine and 3-speed gearbox were mounted separately on a sub-frame. After modifying the car, principally to remove excess weight – and there was a lot of it, an example

was shown at the 1908 Olympia Show (London, Eng-land). One hundred and fifty examples of this car were sold. Two smaller models were also manufac-

tured at this time.

As the B.S.A. Board were interested in the 1908 Pe-king-Paris race-winning car, a 40hp Itala from Italy, they instructed Colonel Baguley to purchase an Itala

chassis.

1908 Itala 25/35 (Wikipedia photo)

This chassis was tested and a car produced from it called the BSA-Itala. The catalogue for the car de-scribed it as the “B-Type 25-33hp”. Its engine had 4 cylinders, cast in pairs. A “T” cylinder head was used on which inlet valves were on one side and exhaust valves on the other. Two camshafts were required and, together with the 5-bearing crankshaft, resulted in this being an expensive engine to manufacture. The principal difference from the Itala design was that the low-tension ignition was replaced with a high-tension magneto. The B-Type had a massive 4-speed gearbox, a transmission brake and the then customary ratchet sprag. The car was larger than earlier B.S.A.’s; the chassis weighed 28 cwt (3136 lb). The majority of chassis were fitted with heavy lan-daulette or limousine bodies. According to reports, the engine was a delightfully slow-revving unit, and the right-hand gate gear-change was reputed to be

delightful in operation.

The BSA-Itala had a limited success as did its suc-cessor, the A1 (a much modified 18-23) and the Board was dissatisfied with B.S.A.’s progress in the UK automotive market and wanted a greater market share. The Company had earlier manufactured tricy-cles designed by Martin Rucker of the Daimler Com-pany, and a close relationship between the two com-panies evolved. In 1910, Daimler had become in-volved with the Silent Knight sleeve-valve engine, and it was considered that this power unit, when fully developed by Daimler, would revolutionize the indus-try and the poppet-valve engine would become obso-

lete.


In 1910, B.S.A. opened negotiations to take over Daimler. The success of this was reported in Lon-don’s September 2, 1910 Financial Times. In the ac-quisition, the Daimler Company did not lose its identi-ty, but the existing Company was to be wound up and a new company formed, all the shares of which would be held by what is now called the BSA Company. Thus started a new association in which the Daimler name was not erased by its new parent company. BSA’s Montgomery Street factory was closed down

and all BSA cars were then manufactured by Daimler.

For 1912, the staple model was powered by a 13.9hp Daimler Knight sleeve-valve 4-cylinder engine with a 3-speed gearbox mounted in-unit with the rear axle. An identical car with a different radiator was made by

Siddeley-Deasy, who sold it as the Stoneleigh.

1912 BSA. Note wheel trims hiding the wire wheels.

(BSA FWD Club photo)

The Great War interrupted BSA’s car production and it was not until 1921 that a new model appeared. This car owed little to the Daimler influence, as it was a 10hp, 1,100c.c. cyclecar. Powered by an air-cooled Hotchkiss of Coventry vee-twin engine, it had over-head valves, coil ignition and aluminum pistons. The rear axle, with an under-slung worm-drive built on Lanchester patents, foretold future developments when BSA went on to acquire the Lanchester Compa-ny in 1931. The cyclecar was a lively vehicle which appealed to the new generation of motorists which had become an important market since the Great War. Production peaked at 1,000 units a year between 1922 and 1924 when demand for it was reduced sig-nificantly following the introduction of the Austin

Seven.

BSA continued to produce what were, in effect, small Daimlers with four and 6-cylinder Knight sleeve-valve

engines.

1922 TB2 10hp V-twin RWD (Wikipedia photo)

BSA added front wheel drive (FWD) cars to their product line in 1929. Unlike the FWD Morgan or Cov-entry Victor, BSA introduced innovations such as a reverse gear, electric start and full weather protec-tion. Independent front suspension was another ben-

efit resulting from the FWD layout.

1930 3-wheelers, FWD V-twin. (Wikipedia photo)

The engine was mounted with cylinders across the car driving through a cork clutch and conventional gearbox to a differential mounted midway between the front wheels. Final drive was by shaft, flexible coupling and Hooke joints at the front wheels. Two coupled brakes were fitted, one on the rear wheels and one mounted to the right of the differential. Earli-er trikes did not have any shock absorbers but these were fitted to all later models apparently to prevent spring breakage and not to pay homage to any pas-senger comfort. Later Scout models had outboard

front brakes.

The 1930 BSA 3-wheeler was introduced with two models, a sports and a tourer, supplemented in 1931 by a four seater family model. The four seater’s rear seats were suited to children and not adults – some-

thing to do with balance, perhaps?

A non-starter for BSA was the Trike Van. A small number were built but there appeared to be a severe


shortage of delivery firms brave enough to give them a try. The photo below shows a replica vehicle pro-

duced by a member of the BSA FWD Club.

Replica BSA Trike Van. (BSA FWD Club photo)

Looking ahead, BSA saw a market for a four wheel light car, and in the fall of 1931 introduced a four wheel version of the trike, the FW32. This was pro-duced in a two seater, four seater and van versions. Unfortunately, the car offered no advantages over the trike other than road stability and not many were

built.

In 1933 BSA produced a much-improved three wheeler. It had a water-cooled 9hp 4-cylinder engine, a new body with new wings and a longer bonnet. The V-twin models continued in production alongside the 4-cylinder versions until 1936 and were basically me-

chanically unchanged to the end in that year.

While the V-twin was in its penultimate year of pro-duction, BSA finally got the four-wheel-thing right. They produced the BSA Scout which turned out to be

a successful sports/tourer.

1935 Series One Scout, 4 cylinder engine, FWD, 2-seater.

(BSA FWD Club photo)

The car used the 9hp engine from the trike with a sin-gle differential brake at the front, as per the three wheeler, and rod-operated rear drum brakes. Rear suspension was semi-elliptical springs. In the photo above, a Series One Scout is identified by its horizon-

tal bonnet louvres.

The Scout sold well and BSA were encouraged to produce a 10hp (1204cc) version which also featured a relocated handbrake assembly and was called the Series 2. The Series 2 was a 2 seater car but BSA ex-panded the line to include a Series 3 in both a four

seat open tourer and 2 seat coupe form.

BSA Scout, Series 2. (BSA FWD Club photo)

At the beginning of 1936, the BSA car-buying public were faced with a choice of five basic FWD models plus many fluid flywheel RWD four and six cylinder saloons. Rationalization in the model range reduced the variety to only an improved version of the Scout (Series 4) in 2 seat, 4 seat tourer and 2 seat coupe form. Scout Series production continued to include a Series 5 model for 1938 (12 volt electrics, Bendix ca-ble brakes and minor styling changes) and a Series 6 for 1939 (‘easy clean’ wheels and a three-bearing

crankshaft engine).

1938 BSA Scout, Series 5. (Wikipedia photo)


Returning to rear wheel drive (RWD) cars, BSA made a 1933 RWD car with an 1185cc engine. The car was

similar in design to small Lanchesters of the time.

1933 BSA Ten 1185cc RWD. (Wikipedia photo)

Other Lanchester-similar cars were produced by BSA, all with fluid flywheels, but these differed from Lanchesters in wheelbase, gearbox ratios, wheel size and other items. Production of RWD cars continued but sales started to slump. Early in 1936, prices of RWD cars were “slashed” which meant that the writ-ing was on the wall. In spring 1936, production ceased for all RWD models, including three wheelers,

with the exception of the Scout.

1938/9 FWD Scout, Series 6 Deluxe. (Wikipedia photo)

After this date, BSA cars were restricted to the FWD Scout in various forms and the fluid flywheel market was left exclusively to the more expensive Daimler and Lanchester models. So ended the production of BSA RWD cars. Post-war saw the BSA group central-izing car production on the Daimler and Lanchester brands and a move away from the low cost towards

the medium and high cost market.

Thanks to David Ballantine for the inspiration behind this article.

Sources: The BSA FWD Club – www.bsafwdc.co.uk Wikipedia–www.wikipedia.com

The Automobile Magazine, June 1995.

Padova Classic Car and Motorcycle Show

Our ever vigilant Prague correspondent, Carl

Knorr, sends in these pictures he took at the Auto

e Moto d’Epoca, a very large annual car and trade

show held in Padova, Italy each October. With ap-

proximately 3500 vehicles on display in an area of

90,000 square metres the show attracts about

70,000 visitors from all over Europe, Russia and

China.

You can see just how small the Fiat 500 really was when

compared to the Austin Mini


VCB February EventVCB February EventVCB February EventVCB February Event

By Walter ReynoldsBy Walter ReynoldsBy Walter ReynoldsBy Walter Reynolds

Photos by Les FosterPhotos by Les FosterPhotos by Les FosterPhotos by Les Foster

The February event was held at the Rainbow Station in Burnaby. Lorna had arranged for a representative of

Mobil Oil to speak to us on the topic of motor oils for our old cars. Thirty people showed up for the presentation.

Before the speaker was introduced, Chairman John McDonald reminded everyone about the February 14 Hearts

& Tarts event, including the need to bring passports. He also advised that plans for the Club AGM and June 5th

British Car Show at the Two Lions Pub in North Vancouver were progressing. He closed by calling for volunteers

for the AGM, the June 5th Car Show, The London to Brighton Run and the Van Dusen ABFM.

The evening’s speaker was Roger Cornfoot from Blue Water Group, Mobil Oil distributors for most of Canada.

His main message was to promote the virtues of Mobil’s synthetic oil products, generally falling under the Mobil

1 brand.

While some may have seen this as a promotional event for Mobil products, Roger was able to answer specific

questions that members had submitted to him via Lorna. He provided responses to the written questions and

later said that he would send the questions with their responses to Lorna for distribution to the members. Later

he said that before he sent the information to Lorna, he would expand on the responses, especially given some of

the questions asked during the presentation.

In response to several questions, Roger explained that synthetic oil is exactly that, a man-made product “using a

chemical reaction to create a uniform molecular structure with predictable properties. Tailor-made, uniform mol-

ecules mean:

~ less friction on engine parts

~ better engine protection

~ all-around performance

~ no impurities

~ no wax, and

~ no unstable hydrocarbons.

The ‘made to measure’ molecules in synthetic base oils provide much higher levels of protection than convention-

al oils. Synthetics flow more easily versus conventional oils thereby protecting engine components by reducing

wear. This is why more automakers are moving to synthetic motor oils.”*

*= Mobil Oil promotional leaflet.

Roger also dispelled the myth that you can’t mix mineral oils with synthetic oils. He explained that you could

change from mineral oil to synthetic at an oil change and then revert back to mineral oil at the next change

without harming the engine. One caveat he gave was that, with our old engines, switching to synthetic oil might

result in some oil weeping because the synthetic oil is so slippery that it could find its way through microscopic

pores in engines and other places.

To this writer, Mobil Oil has generally three grades of auto engine oil, 100% mineral, part-mineral/part-

synthetic, and 100% synthetic. In promoting synthetic Roger stressed that synthetic oil clings to surfaces so

there are no dry-starts when an engine is started. He also said that using synthetic oil improves gas mileage and

reduces engine-sludge build up. Plus, synthetic oil remains fluid in severe cold: To demonstrate this he showed a

slide taken of two bottles of oil in Mobil’s ‘minus 55 degree test’, one where synthetic oil is freely pouring into

another bottle and the second bottle, labeled conventional oil, where the contents are goo and not even dripping

from the bottle. This may have been a hype-slide, but lots of positive comments could be heard.


At the end of his presentation, Roger provided ‘goodie bags’ to those present, plus he and Lorna awarded the

three Mobil Oil draw prizes that he brought with him.

The evening ended at approximately 8:45 pm.

For a little more information Lorna sends along this e-mail from Jim Burton at Blue Water West an-

swering some questions sent in by VCB members

Vehicle engine oils....

Synthetic oils would work fine in older cars and possibly better then conventional oil. This is due to the fact that

the ZDDP anti wear additive has been reduced form about 2000 ppm to about 700 ppm as the phosphorous com-

ponent of ZDDP attacks catalytic converters in modern cars. PAO's (Poly-Alpha-Olefins) such as Mobil 1 synthet-

ic reduces friction by up to 20%. In the 1930s there were almost no additives in oil. The only concern is that cer-

tain PAOs may cause a bit of seal swelling and minor oil weeping.

Gear Oils....

Synthetic oil should be okay again seal swelling may occur. If using a conventional gear oil, the EP additive con-

tains sulphur, not good for yellow metal (brass). I recommend 75w90 GL 4 only as it has no active sulphur. All

other gear oils are GL 5 and contain sulphur. GL3 was also without sulphur but is obsolete. If sulphur comes in

contact with moisture it could become acidic.

For flat tappet engines, many people use 15w40 as it is about 1200 -1300 ppm ZDDP. The higher detergent could

loosen up old cluttered up motors and make them use oil but not on a new engine. With regards to the question

on today's version of SAE 30, the modern replacement is 10w30.

A type of oil called Joe Gibbs Driven, Z-Alt or BOSS Classic Car oil 10w30 are both designed with 1600 to 2000

ppm zinc and a balanced detergent package. They are designed for only flat tappet engines and

not be used on modern engines.

Regards,

Jim Burton, CLS

Account Executive - Industrial and Marine

Blue Water West

Roger poses with his certificate of appreciation

(newly redesigned by Regalia Co-ordinator, Michael Speke)


Alan Miles asked me to write something about myself and my car so here it is. There’s not

much to write about yet since I’ve only had my TR-6 since September. It’s my first old Eng-

lish car, and owning one is a bit unexpected. I blame the OECC. A million years ago my bud-

dy let me drive his TR-6. I guess it left an impression. Lying on the sofa one morning, the

OECC website appeared before me thanks to Google, and then the OECC classifieds page. A

few minutes later I was all starry-eyed about a Tahiti Blue TR-6 for sale in Lethbridge Al-

berta. Next came a marathon drive over the Rockies after work on Friday with my wife and

long-suffering sailing pal who owned an MG for a few months in the '80s before the engine

fell out of it or something. The TR-6 buyer’s guide I printed off the Internet told me to pull

on the crank pulley for some reason and stab the frame with a screwdriver in certain plac-

es, which we did without the seller getting too upset. Some measure of good sense must

have prevailed (my wife) since I didn’t buy it on the spot but actually retuned to Vancouver

to see what other TR-6s for sale look like up close. I did that, but I still liked the Lethbridge

car. Sticking to my story about its ‘good bones’, back over the Rockies we went and brought

the TR home on U-Haul trailer.

Here is a picture of me with the TR. It’s a good runner and maybe one day I’ll do a restora-

tion, who knows. I figure it can wait a bit because it’s fairly new. It was built in the July of

1976, the last month of the last year. Apparently only 275 more TR-6s were made, and that

was that.

Looking forward to meeting the rest of you. Maybe you can tell me what I’ve gone and done.

Vince den Hertog

New Member Profile: Vince den Hertog and Laura Potter


REAR VIEW MIRROR

Sherwood Motors, 898 Burrard St., Vancouver. Photograph by Fred Herzog, 1959. (submitted by Alan Miles)

AT THE WHEEL

Chairperson: John McDonald

[email protected] 604-942-8223

Vice-Chairperson: Walter Reynolds


Treasurer: Bernie Miles


Membership renewals: mail to 207-4753

River Road West, Delta, B.C. V4K 1 R9

Membership Secretary: John Chapman


New memberships and correspondence:

7923 144A St., Surrey, B.C. V3S 8C1

Immediate Past Chairperson:

Gerry Parkinson [email protected]

604-943-3824

Event and Meeting Coordinator:

Lorna Hoare

[email protected] - 604-584-2564

Communications Coordinator: Alan Miles

[email protected]—604-272-2145

Roundabout Editor : Alan Miles

[email protected] - 604-272 -2145

Good & Welfare: David Ballantine

[email protected] - 604-980-4120

Website Editor: Alan Miles


PAGE 12 THE ROUNDABOUT VOLUME 21 ,NUMBER 1

Congratulations to VCB member John Titman for get-

ting his Zephyr V8 restoration featured in Practical

Classics magazine. John’s unique Ford is the subject of

a great five page article in the January 2016 issue of

the magazine. It’s definitely worth a read if you can

get your hands on a copy (I have one if anyone wants

to borrow it).

Gerry lowers the engine and gearbox in-

to his MGC while your humble editor

helps guide it in and Les Foster, Spanner

editor and Thames aficionado, takes the

photo.

It’s amazing how long this unit is with

the gearbox and overdrive attached. In-

stallation took awhile and the engine

bay only suffered one small chip in the

paintwork, not bad when you consider

how tight it was.

This is going to be one very nice looking

car when it’s finished. Gerry is hoping to

have it on the road by the spring.

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