Transverse orque - Ford Y and C Model Register...Tel: 01244 676856 e.mail: [email protected]...

Issue 183March - April

2010

Untitled-1 1 08/05/2009 10:30

Transverseorque

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Transverse Torque March - April 2010

The Ford Model Y & C Register

Printed by CPS-Airedale/Thistle Print Ltd0113 226 7497

Register OfficersChairmanPeterKetchell,2ManorRoad,WestminsterPark,ChesterCH47QWTel:01244676856e.mail:[email protected]

Vice-ChairmanRodJanes,94BerkelyCrescent,Dartford,KentDA11NHTel:01322229656email:[email protected]

SecretaryBobWilkinson,RoseHouse,9Brambleside,Thrapston,NorthantsNN144PYTel:01832734463email:[email protected]

TreasurerBruceAllan,37MeadowPark,Cabus,Garstang,LancsPR31TAe.mail:[email protected]

MembershipOfficerMikeMalyon,8BronHaul,Dyserth,DenbighshireLL186LETel:01745571423email:[email protected]

SparesOfficerJimSharpe,23RousChase,Galleywood,Chelmsford,EssexCM28QFTel:01245351546e.mail:[email protected]

SparesAdministratorColinRowe,CroftCottage,44MainSt.,ChurchStoweNorthants,NN74SGTel:07944825045Fax:01327349477e.mail:[email protected]

RegaliaOfficerJohnArgent,35BrookmansAve.,BrookmansPark,Hatfield,HertsAL97QHTel:01707662049e.mail:[email protected]

Editor&ArchivistSamRoberts,16CroyeClose,Andover,HantsSP103AF.Tel:01264365662e.mail:[email protected]

TechnicalAdvisorGeoffDee,27Ladycroft,Cubbington,LeamingtonSpa,WarwicksCV327NHTel:01926334780(7-9pm)e.mail:[email protected]

Co-optedmembers:BrianGodfrey,Fleet,Hants.Tel:01252616296email:[email protected],Nottingham.Tel:01949851293email:[email protected]

THE FORD Y & C MODEL REGISTER web site is at www.fordyandcmodelregister.co.uk

AnnualSubscriptions:-UK£25.00(S/orderpreferred);Overseas(incl.Eire)£30.00

01/02 Devon/Cornwall Somerset/Avon/Wilts/Glos IvorBryant TheCottage,TheStreet, Alveston,BristolBS353SX Tel:01454411028 [email protected]

03 Dorset/Hants/IofW/ ChannelIsles ColinWhite 49GrangeRoad St.Leonards,Ringwood HantBH242QE Tel:01202873620

04 Surrey/WestSussex DaveMinnett 20PrincesAve, CarshaltonBeeches SurreySM54NZ Tel:02086612480 [email protected]

05 EastSussex/Kent JohnKeenan 41GhyllsideAve,Hastings E.SussexTN342QB Tel:01424424323 [email protected]

06 SouthWales/Hereford MikeSamuel “TheWillows”StoneyRoad Garndiffaith,Pontypool GwentNP48PY Tel:01495772418

08 Oxon/Berks/Bucks RoyHocking 69AylelsburyRoad Bierton,Aylesbury, BucksHP225BT [email protected]

09 Beds/Herts JohnArgent 35BrookmansAvenue BrookmansPark,Hatfield HertsAL97QH Tel:01707662049

10 Essex DaveGustard 44ParkDale Danbury,Chelmsford EssexCM34EH Tel:01245222921

11 Worcs/Staffs/W.Mids/ Warks GeoffSalminen 2NorthPathway,Carless Ave.Harborne, BirminghamB179EJ Tel:01214272189

12 Leics/Northants/Cambs Vacant-canyouhelp?

13 Norfolk/Suffolk RogerHanslip 165HungateRoad, Emmeth NrWisbech,PE148EQ Tel:01945430325 [email protected]

14 N.Wales/Cheshire/Lancs Merseyside/Manchester PeterKetchell 2ManorRoad,Westminster Park,ChesterCH47QW Tel:0124467685615 Notts/Derby/Lincs/S.Yorks KenSleight TheForgeCottage Owston,Askern, DoncasterDN69JF Tel:01302337483 [email protected]

16 North,West&EastYorks BarryDiggle 16Croftlands,Idle Bradford BD108RW Tel:01274614729 [email protected] IoM/Cumbria/Durham/Tyne &Wear/N’umberlnd/Clvlnd AndrewBlack 66LindisfarneLane,Morpeth, NorthumberlandNE612UL Tel:01670511113 [email protected]

18 Scotland DrewBarr 30WeaversCrescent KirkcaldyKY25LN Tel:01592269266 [email protected]

19 Ireland JohnFitzgerald ThreeRock,TaraHill Gorey,Co.Wexford 00353539481414 [email protected]

20 London/Middx JimMiles 11GordonRoad, Wanstead,LondonE112RA Tel:07901561866 (afternoonsonly)Overseas Australia BillBallard 24RowanAve,Boronia Victoria3155,Australia Tel:0061397629974 [email protected]

Denmark MichaelDeichmann By-Lyngen4 Blistrup,DK-3230Graested Denmark Tel:004522278651 [email protected]

U.S.A RobertP(Bob)Anderson 228WestRussellSt, Barrington, Illinois60010,USA Tel:(001)8473810052 [email protected] telephoning UK from overseas replace first 0 in UK number with +44

TRANSVERSETORQUEistheofficialmagazineoftheFordY&CModelRegisterLtd.RegisteredinEnglandNo.4445646.Reg.dOf-fice:PrioryClose,StMary’sGate,LancasterLA11XB

DISCLAIMER:TheEditor&ClubOfficersoftheFordY&CModelRegisterdonotnecessarilyagreewithalltheviewsandadviceexpressedwithinthisnewsletterandcannotacceptliabilityfromer-roneousinformationprinted.

Regional Contacts

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EditorialRegrettably,Ihavetostartthisissuewithanapologyforthelatearrivalofthelastissue.DespitepressingtheregularcontributorstosubmittheircopyovertheChristmasperiod,thebest laidplanswent topot inLeeds,where theymusthavehadexceptionallyheavysnowandice,asittooktwoandahalfweekstopublish,printanddistributethemagazine!Andthen,havingreadthroughmycopy,InoticedthatthephotographonthebackcovershowedonlyoneModel“CX”ontheNewZealandassemblyline;theremainderbeingV8s-contrarytomycaption–whoops!IwassubsequentlypickeduponthatpointbyJohnBlower,aV8friendofmember,KenGraingerand,ofcourse,NigelStennett-Cox.

RoddyMurray foundaDVDonCanadianebaytitled ‘FordCarsEngland’. Itdates from1937 and includes five original Ford promotional films about Dagenham, the Model A,Models“Y”and“C”/”CX”andtheV8s.ItisgoodtoseesomereasonablequalityFordfilms,havingexperiencedonlythricecopiedtapes!RoddypassedtheDVDtoIanMacDonald,whohaditcopiedfortheClubarchive.Titlesinclude‘FordCarsEngland’,‘CavalcadeofFord’(withgoodclipsofourcars),PrecisionandBalance’,‘HolidayTime’and‘MeasureforMeasure’.Thanksguys.Ifanyonewantsacopy,Iwillhaveacopymadeandaskforthecostofthereproductionandpostage,plusasmallcontributiontoClubfunds.

Iamstilltryingtogettothebottomofthedifferentlegalrequirementsforthemotorcarandthevaninthe1930s.WhatisthereasonfortheP,C,andPCsuffixesafterthefactory-reconditionedenginenumbers?Itwouldseemthat,fortaxationpurposes,alargercapacity(bore)enginewasacceptablewithinthestandardtaxband,i.e.,acommercialenginecouldbeboredouttoagreateroversizethanforapassengervehiclewithoutattractingahigherroadtax.IamtoldbyLesIvesthatthecommercialvanscarriedasecondpaperdiscintheirwindscreenwithalargeConit,butwhereisthisrequirementstated?Lesalsosentmeacopyofhissummonsfortravellingataspeedexceeding30m.p.h.inhis van in 1960. It referred to abreachof theRoadTrafficAct of1930.IntheFirstScheduletothatact,atparagraph2,itstates,“Goods vehicles, thatistosayve-hiclesconstructedoradapted foruse for the conveyance of goodsorburdenofanydescription:-(1)Whennotdrawingatrailer:-(a) Motor cars, if all wheels arefitted with pneumatic tyres .......Speedlimit30m.p.h.”So, I have at least authenticatedthe speed limit differences be-tweenthevanandthecar.

The TF 5009 registration photo-graphed on the back of the left-hand-drive short rad in the lastissue’sEditorialoriginatedinTen-erife, in theCanary Islands, in1933. Our thankstoThomas inDenmark,promptedbyMichaelDeichman,, for thecorrectanswer. Thanksalso toWendyGrace forherbraveattempt.Evenbetter,LarsBudtz,alsofromDenmark,foundasuperbphotographofthecarontheInternet,completewithchassisnumber(Y13458)anditsdateoffirstregistrationinSpain(23September1933)–seebackcover.WelldoneLars.Havinglearntthechassisnumber,Iseewehaditlistedontheregisterofsurvivorsallalong!

PatJenningssawanarticleforsaleonebayentitled“Henry’sOldPop”.ItwaswrittenbyRonaldBarkerandpublishedinthe23rdJanuary1969‘Autocar’magazine.Hesuccessfullybidforitandkindlysentmeaphotocopy.ThethreepagearticlecomparestheModel“Y”withthethennewFordEscort.ThereisnothingstartlingtoreportontheModel“Y”write-up,otherthan,perhaps,theintroduction.ItstartedwithaquotefromHenryFord’sbook,‘MyLifeandWork’:“Along about April 1, 1913, we first tried the experiment of an assem-bly line. We tried it on assembling the flywheel magneto ...... I believe that this was the first moving line ever installed. The idea came in a general way from the overhead trolley that the Chicago packers used in dressing beef.” So give a thought now and then, you Ford fans, to the beefy packers of Chicago, toiling away to make both ends meat (sic)under those overhead trolleys; and to the spare and almost gaunt figure of the young Henry Ford, industrial visionary, his mind trans forming the gory carcasses into shining crankcases ....”Themain reason formentioning this article is that theModel “Y” illustrated in thearti-

ContentsEditorial............................................3Chairman’schatter...........................4Secretary’sramblings.......................5ANNUALGENERALMEETING.........7Obituary–WolframDüster...............7ForSale............................................8ContinentalCapers...........................8Newsofnewmembers...................10Members’correspondence.............1120yearsago.................................12Treasuresfromthedeep.................14Sparesreport..................................14Fittingrunningboardrubber...........15NorthernSidelights.........................16Events2010...................................16Internationalnews..........................17Members’Cars..............................20Keepingtrackof‘Y’sDownUnder..23ReminiscencesofmyEarlyLifeinFord............................25

From the 1969 Autocar: “The Escort bonnet is lower than the Pop’s headlamps, which means that it is possible to see the Escort’s front wings from the driving seat – an advantage the driver of the Pop with its tall radiator did not enjoy.

clewasDYF68,ablack,May1937Fordor(Y187324). We know its chassis numberbecauseitnowbelongstoDavidHallfromHatfield, near Doncaster. Now it is underrestoration, but in 1969 it was in pristinecondition in the ownership of Bill (W.J.B.)Thomas,whomanagedtheVictoryMotorCompany in Cheltenham, Gloucestershire.Bill had bought the car the previous yearfromanoctogenarian,whohaddecidedthetimehadcometosurrenderhislicenceaf-ter30yearsandover100,000milessharedwiththeModel“Y”.

Just toshowthatyourClubOfficersprac-ticewhatourSecretarypreaches,onaverycoldwinter’sday in January, I droveKerry30milesdowntotheNewForesttoferryamemberofstaff,whowasretiringfrommydaughter’sworkplace,toBournemouthair-port,fromwherehewasgivenahelicopterjollyaroundtheForest.IdrovebackthroughSalisburytohomeonmy6voltheadlamps,whichweremorethanadequateforthetask(12voltpunditspleasenote!)

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MikeCappssentme thesummaryof thebook, ‘Fordlandia’,byGregGrandin (£14.99),whichappearedintheDailyExpressinJanuary.ItistherathertragicstoryofHenryFord’sattempttoproducehisownrubberintherainforestofBrazilfrom1927to1945,“Ford’s rubber-cultivating scheme soon expanded into a mission to export the conservative val-ues of small-town America to tropical Brazil, complete with square-dancing, cafeteria-style dining and enforced abstention from alcohol. He called this place Fordlandia.” ........ Mr Ford’s scheme was doomed to failure.”

IhavesinceboughtthebookfortheRegisterlibraryandhavestartedreadingit.

FrankGowing,fromHorsham,Sussex,haskindlydonatedtwobookletstothelibrary;“TheFord8and10Van,AngliaandPrefectServiceManual”,publishedbyScientificMagazinesPublishingCo.Pty.LimitedinAustralia,andthe“RoadTests&ArticlesonsitupandbegFords1937-59”,whichisoneoftheTransportSourceBooksseriesandwhich,despiteitstitle,alsocoversourcarsfrom1932.ThanksFrank.Botharenewadditions.

TheenjoymentofthisissueofTransverseTorqueisovershadowedbythedeathofWolframDüster, the world’s expert on the Ford Eifel and whose recently published book on themarquewereviewedinissue180of‘TransverseTorque’.Hisobituaryappearselsewhereinthisissue.

Onabrighternote,thisyear,TheMorrisRegistercelebratesits50thanniversary.ImentionitonlybecausewedohaveverysimilarvehiclesandHarryEdwards,theirHistorian,con-tributestoourmagazinewhenY&Citemsofinterestcomehisway.WewishtheirRegisterasuccessfulyearandafurther50atleast!

IwasalertedtoawebsiteadvertisinggreetingscardswithdrawingsofclassiscarsonthefrontbyDermotGallagher.TheonedepictingaModel“Y”iswelldrawnandworthalook.Thecards,withenvelopes,cost£3.00each,includingpostage.Thewebsiteishttp//stores.ebay.co.uk/Classic-Car-Art-Drawings

IvorBryantstillhashadnovolunteersfromtheY&CfraternitytoshowtheircarsattheBris-tolClassicCarShowatSheptonMalletontheSaturdayandSundayoftheearlyMaybankholiday.ComeonyouWestCountrymembers,showaleg!

Finally,the A.G.M. is upon us. Thisyear, thecommitteedeliberatelyprogrammedtheeventsoasnottocoincidewiththeNationalDriveItDay,inwhichmanyofyouliketotakepartwithyourlocalclubs.So,pleaseusethepreviousSunday, 18th Aprilasa‘warmerinthebank’andbringyourcaralongtoWilloughbytoblowthewintercobwebsaway.IfyouchoosenottodriveyouroldcartoWilloughby,pleasecomeandenjoythedayinyour‘modern’.

Sam Roberts.

Cover photographs

Front cover:- The Geelong-built body-shell (number 19-�� on the importednumber 19-�� on the importedon the imported Dagenham-built chassis (��161�� of (��161�� of of the cream 19�� short rad �odel “��cream 19�� short rad �odel “�� sedan on the market in Adelaide, �outh Australia. Now in the custody of Ross Chiswell (son or son-in-law of the original owner��.

Back cover:- This is the superb photo-graph of the car, the back-end of which was illustrated in last issue’s Editorial, TF 5��9. Thanks to diligent searching in Denmark the photograph shows the February 19�� Tudor short rad (�1��58�� in its full maroon and black glory in Tenerife.

Chairman’s chatter

Ihopebythetimeyouarereadingthisithasstoppedsnowing,thetemperatureisabove freezingand that youhaven’t suf-feredanyburstpipesinyourhome.Evenmore importantly, Ihopeyouhadeither

drainedoffyourwaterinyour‘realvehicles’,orhadenoughantifreezeinyour‘moderns’.Wehadarecord lowtemperaturenearus,-17°C. Iseemtohavedonea lotofwalk-inginsteadofdrivinglatelyasupmywayitseemstohaveitsownseverearcticmicro-climate.

I went on holiday in January hoping that,when I returned, the worst of the winterwouldhavepast.ButFebruarysaw‘normalwinterserviceresumed’sotospeak,asthelargest snowfall in years hit the UK. Theyounger motorists in our population hadneverdrivenundertheseprolongedcondi-tions.Ihavebeenamazedbytheseyoungpeople,whodon’tseemtobeawareoftherecenthazardousconditionsandnever re-alisethattheirvehiclescantravelinaside-waysdirection;thereasonIhavebeendoingalotofwalkinglately!Iexpecttheinsurancecompaniestobehandinglotsofpaperworkand, of course, watch out for increases inyourinsurancerenewalpremiums!

Kerry, doing her stuff with a retiree from Avon Tyrrell in the New Forest in January. I had taken one layer of clothing off at that stage – it was damned cold al fresco!

Please submit copy for issue 184 of Transverse

Torque before Friday, 30th April 2010.



However, in adversity there is always achancetomakemoneyandso,itwasfromtheshortageofcommonsalt,thequestionof what’s an item worth against its valuenowcomesintoforce.UphereinCheshire,inadditiontothe‘JamButtyMines’,wehavemost of the salt mines. Rock salt at £30atonfortheroads,thecurseforouroldercars, was in short supply, so a companywhichproducestablesaltandhadafifteenyear-oldmountainofabi-productfromthisprocess;whichuntilnownoonehadwanted–noteventhechipshops,offeredtosellittosupplementthelackofrocksaltandhelpoutthelocalauthorities.Theyaresellingitfor£60atonandsay“itisadifferent,morerefined,product”,butallIsayis,isn’titan-othercaseofmarketforcesaffectingprices?-abitlikeourcars’prices.

WehadanexcellentcommitteemeetinginFebruary,wehadtochangeourusualmeet-ingplaceduetothefrostburstingthepipesinourusualvenueandcausingwaterdam-age. I am assured that all will be well toreturntoWillougbyVillageHallfortheAGM.IcanassureyouthattheRegisterfinancesare in good shape, membership is steady,withmostmembersnowoptingtopaytheirsubscriptions by standing order. Somenewspares itemswereavailableandothernewprojectswereinprogress.Acompre-hensive reviewofcomplimentarycopiesofTransverse Torque had been carried out,substantially reducing the postage costs.An interactive website, this year’s events,the thorny question of ‘customisers’ andeventsfor2011werediscussed;detailswillappearintheappropriatesectionwithinthisissue.Itwaspointedoutbyouresteemedsecretarythat2011istheCentenaryofFordinBritain.

As most of you are aware, this is my last‘Chairman’schatter’,unlessyouknowbet-ter.IhaveindicatedtotheRegisterCommit-teethatIdonotwishtostandforre-electionasChairmanoftheRegister,Ialsohadthesame intention last year, but as I am notattending this year’sAGM, Iwillbeunablechangemymind.

IwouldliketothankalltheRegistermem-bers for their support over the last fouryears, to the many who volunteered theirservicesinsupportofRegisteractivities,tothecommitteefortheoutstandingamountofworktheycarriedoutand,ofcourse,thespouses,withoutwhosesupporttheRegis-terwouldnotbeasstrong.

Finally, thanks to my good friend, BobWilky: he is the backbone of the Register.Wehaveworkedtogetherforthelasttwentyoddyears,butithasbeenaprivilegetoworkwithhimoverthelastfouryears.Wehavehadgreatfun,somehairymoments,somedifficulttimesandhavedrunkmanyabot-tleofwinewhensolvingRegisterproblems.One of the greatest achievements duringmy term of office was the introduction oftheOldFordRally;thiswasdowntoBob’spersistenceanddrive,welldoneBob.

Ilookforwardtoworkingwiththecommit-teeandseeingmembersoftheRegisterateventsthroughoutthecomingyears.GoodluckandgoodwishesfortheAGM;thinkofmeslummingitintheFarEast-onthe24thAprilIwillbeinTaiwan.

Peter Ketchell, Chairman.

Secretary’s ramblingsBrrrrrr. By the time you read this we should hopefully be just getting into springtimeandemergingfromtheworstwinter Icanrecall forover25years. Wehavehadadealof snow and freezing temperatures for far too long. Of course the snow was nowhereas deep as when I was a lad! I can recall some cold early motoring back in the late1950s.Noheatersinthosedays….rememberthetinyelectricwindscreendefrosterabout9 inches long … a tiny element which just (only just) cleared a small section of wind-screen………...…..rememberwarmingthesparkplugsintheovenandfittingthemquickly….thosewere(NOT)thedays!Spareathoughtforlorrydriversbackthen.MindyouIknowofseveralModel“Y”ownerswithaperiodheaterfitted…softsouthernersnodoubt.

The Federation of Historic Vehicle Clubsnewsletter(FBHVC–www.fbhvc.co.uk)warnsofthedangersofsomemodernantifreezesolutions,whichcanattackgasketsandsealsinold/classiccars.Thesearethesolutionswhichdonotcontainsilicateethyleneglycolformulations–usuallyredincolour.Apparentlytheblueones,e.g.BluecolandBlueStar,aresaferforourcarsandcanbeusedallyearroundtoinhibitrustforminginthecoolingsystem.OurY&CModelsmayhavefewervulnerablecomponentsthansomeotherclassics…..IsuggestyoureadthefullreportontheFBHVCwebsite.

Your Committee has been busy too with our February venue changed as the regularmeetinghall was flooded due to frost damage. OurClub finances are in good shape,with some economies made to magazine circulation, and the spares stocks are at ac-ceptable levels ready for your orders. A group of Club officers are trialling an interac-

tive section toadd toourwebsite andwillreport their findings at the AGM in April.Club events and tours were planned.

On AGM matters, enclosed with yourmagazine you should find an official AGMnoticeandanominationsheetforthemeet-ingonSundayApril18thatWilloughbyVil-lage Hall (CV23 8BH). Please read this.We are obliged to give all members duenotice of the AGM and an opportunity tonominate members to your Committee.This is more than an official communica-tion – it is a genuine opportunity for youto involveyourself inClubwork.AllCom-mittee members stand down at the AGM,although some may be prepared to standagain.Pleaseconsiderwhatyoucanoffer.

PlanningfortheOld Ford Rallyiswellunderway.All2009entrantsshouldhavereceivedanapplication form to exhibit at the2010showatGaydon(July25th). Ifyoumissedthe2009show,oryouhavenothadaform,pleasecontactmeforaspecialY&CRegis-terconcessionaryform,whichcanbeusedtoenteranypre-1982Ford.Wehad350ve-hiclestherelastyearandweareaimingfor500thistime….don’tmisswhatisprobablythebiggestFord showof the year. I havealreadyhadvolunteersformarshalling,etc.,so, if youwould like tooffer your servicesforawhileontheday,…just letmeknow.

Seeyouat theAGMandotherevents thiscomingsummer.

Bob Wilkinson, Secretary.

Bob’s joke corner.

Sometimes true stories are the funniest.Hereareafewfromnewspapersaroundtheworld.Readthese….1. A man walked into a Louisiana bank,puta$20billonthecounterandaskedforchange. When theclerkopened thecashdrawer, the man pulleda gun and askedfor all the cash in the register, which theclerkpromptlyprovided.Themantookthecash from the clerk and fled, leaving the$20billonthecounter. Thetotalamountof cash he got from the drawer...$15.

2. Seems an Australian guy wanted somebeerprettybadly.Hedecidedthathe’djustthrowabrickthroughaliquorstorewindow,grabsomeboozeandrun.Soheliftedthebrickandheaveditoverhisheadatthewin-dow. Thebrickbouncedbackandhit thewould-be thief on thehead, knocking himunconscious.TheliquorstorewindowwasmadeofPlexiglasandthewholeeventwascaughtonvideotape.3.AsafemaleshopperexitedaLondonpostoffice, a man grabbedher purse and ran.The clerk called 999 immediately and the

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woman was ableto give police a detaileddescriptionofthesnatcher.Withinminutes,thepoliceapprehendedthesnatcher.Theyput him in the car and drove back tothepostoffice.ThethiefwasthentakenoutofthecarandtoldtostandthereforapositiveID,towhichhereplied,“Yes,officer, that’sher.That’stheladyIstolethepursefrom.”

4.Whenamanattemptedtosiphonpetrolfrom a motor home parked on a Welling-ton,N.Z.street,hegotmuchmorethanhebargainedfor.Policearrivedatthescenetofindaverysickmancurledupnexttoamo-torhomenearspilledsewage. A police spokesman said that the manadmitted to trying tosteal petrol, but heplugged his siphon hose into the motorhome’ssewagetankbymistake.Theownerofthevehicledeclinedtopresschargessay-ingthatitwasthebestlaughhe’deverhad.

Send your favourite laugh lines for all toshare.

Bob Wilkinson.

Jim �iles sent in this photograph of a late 19�� Eifel Cabrio-limousine (it has bonnet side clips��, which appears to have just completed a DDAC rally successfully. Note the wreath over the bon-net, the DDAC flag on the nearside wing (which has suffered a dent�� and what seems to be the entry number on the windscreen. The large fog/search light on the front would have helped overnight!��

Photographic Finds

A rare photograph of the Köln produc-tion line, taken in 19��. At this stage Ford A.G. of Germany was still import-ing Knocked Down Dagenham-built short rad �odel “��s for as-sembly in the Cologne plant.��

An Eifel van (Leiferwagen��, probably bodied by Papler coach-works in Cologne. Note the uncharacteristic small headlamps.

Another Jim Miles find, this time a photograph of a tram conductress selling tickets at a tram stop in East Berlin not too long after the end of WWII. Note the building shells and the Eifel limousine in the back-ground.��



Obituary – Wolfram DüsterItiswithregretthatweheardthenewsthatWolframDüsterdiedpeacefullyinhospitalinKrefeldonFebruary18th,2010aged87,havingbeenbornonApril24th,1922.Wolframwaswitnesstothe1931openingfestivitiesoftheCologne-NiehlFordplantasanineyearoldboysittingonthebackseatofaModelA.HegainedhisfirstdrivinglicenceinMay1939,hisfirstcarbeingaFordEifellimousine.Regrettably,hisfullenjoymentofthecarwascurtailedduringWorldWarII.ThiloMoerke,of the Cologne-based “Alt-Ford-Freunde” classiccar club,who informedusof the sadnews, tellsusthatWolframjoinedtheclubbackin1977.HisfavouritecarsweretheFordEifel, theV8andthehunchbackTaunusmodels.Wolframwillberememberedasatrueclassiccarenthusiastandwaswidelyregardedastheworld’sFordEifelexpert.Aftermuchcoercingandoffersofassistance,wewerealldelightedthathefinallypublishedhisEifel book last year. Itwouldhavebeen a tragedy if his in-depth knowledge of themarque had gone with him to the grave. “FordEifelPersonen-kraftwagen,Baujahre1935–1939”will be Wolfram’s lasting legacy to the old Fordmovement.ThecondolencesofthemembersoftheFordY&CModelregisterweresenttohisson,Klaus,andhisgrandson,Hannes.Inreply,Klaussaid;-

“Thank you very much for your condolences on my father’s passing away. I accompanied him in his last hour and it was good to see him to die quiet and peaceful. Thank you once more for all you did to put his book into practice - he was very proud about the results. P.S. Until two weeks ago my father and I worked at digitising the Eifel-register for the last time. We finished the year 1936. I will try to round this work off.”

Sam Roberts

Wolfram Düster in his later years, in his Ford Eifel cabriolet.

FORD Y & C MODEL REGISTER ANNUAL GENERAL MEETING.

2.00PM. SUNDAY 18th APRIL 2010.

WILLOUGHBY VILLAGE HALL. Nr. Daventry. CV23 8BH.

Seenoticeenclosedwiththismagazine.

Your Club Needs You…..

AsweapproachanotherAGMandseason,mythoughtsturntothedevelopmentandrunningoftheClubintofutureyears.Akeyelementistheteamelectedbymembersandgiventhisresponsibility.OurClubisfortunateinhavinganactivegroupofCommitteemembers,butyouwillhavenoticedthatsomehavebeenaroundformanyyearsandarenotgettinganyyounger.ManywillhavebeeninpostforlongerthanmostmembershavebeenwiththeClub.Whilstthisgivescontinuitytoplanning,itisnotthebestwaytomanageadevelopingclubteamforthefuture.Stabilitycanalsobecomeinhibitingtonecessarychange.

WE NEED NEW FACES TO BECOME INVOLVED IN CLUB MATTERS.Haveyouconsideredputtingyourselfforwardforclubwork?Haveyouwonderedwhataparticularclubroleinvolves?ItwouldbehealthyforourClubtohaveatleastoneortwonewfaceseachyearandIwouldlikeallmemberstoconsiderwhattheycanoffer.We can all make excuses that ….I do not have time….did your present Committee find that they had nothing to do so volun-teered? I think not….they were all busy people anyway, but were not prepared to walk away and let others do all the work.

ItmaybethatyoucouldoffersomehelpwiththeSparesGroup.Weareconstantly seeking the location ofsmall workshops to undertake re-manufacturingofsmallparts. Lookat the spares list in this issue. Youwillfindaround130itemsallofwhichhave been sourced FOR YOU by asmall team of volunteers. Sourcingthesemachineshops,etc.isbecom-ing more difficult as employmentpatternschange.Maybeyouknowofsuchaworkshopthatyoucouldvisitwithaviewtogettingclubpartsmade. Maybe you would like to find outmorewhilstthinkingaboutbecominginvolvedineitherCommitteeworkorwith thesparesgroup. If so,pleasegivemeacall.

Don’t leave it too long otherwisewe may all have disappeared!BobWilkinson,Secretary.

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Transverse Torque – again, with apologies!

As I mentioned in the last issue, the cost of publishing and distributing the magazine has risen from 68% to 75% of the Club’s income from members’ subscriptions. This is due mainly to con-stantly increasing postal charges. We have recently been told that postal charges are to go up again this April. As I am sure you will appreciate, the Club tries to generate income primarily to manufacture and procure no-longer-available spares for our cars and not to publish magazines!

To reduce our postage costs, I have looked at the complimentary copies we send to other 8 & 10 h.p. sidevalve clubs, automobile institutions and the ‘glossy’ classic car magazines and have reduced that number significantly. Clubs that contribute to our magazine and who send us com-plimentary copies have been asked whether they would be content to receive our magazine as an email attachment – thus saving both printing and postage costs. I have received favourable responses.

In the last issue, I asked you, the members, whether you hoard back copies of ‘Transverse Torque’, or would those of you with email access be content to receive the magazine as a .pdf attachment. To read a .pdf attachment, you require the Adobe Reader program, which is a free download. So far, six members, including two overseas, have requested emailed copies. It would be appreciated if that number was to increase. Please think about it and email me if you would be happy to receive ‘Transverse Torque’ as an email attachment. Sam Roberts. ([email protected])

For SaleModel “Y” pick-up (ex-van), Novem-ber 1936 (Y163590). Cream andblack (see photograph). Engine re-built,includingnewpistons;newtyresand tubes; new king pins, steeringjoints,brakeshoesandwings.Needscompleting.Sellingduetoillhealth.£3850orverynearoffer.Alan Dennehy. Tel: 01905 23602 (Worcester)

Model “Y”Van rollingchassis,nobackend, the remainder inpieces.Reasonableoffersaccepted.John Griffiths: Tel: 01244 534562 (Ewloe, Flintshire)

Model“CX”Tourer,V5paperwork,totalrestorationrequired,carinpieces.Reasonableof-fersaccepted.John Griffiths: Tel: 01244 534562 (Ewloe, Flintshire).

New10hpengine-£1750.Reconditioned10hpengine(twinwaterinlets)-£1300.Re-conditioned8hpengine-£1250(allengineshavehardenedvalveseatsforunleadedfuel).NewModel“C”windscreen–glassonly-£50.ReconditionedE93Agearbox-£250.Trackrodends– (state type required) -£17.50each. 10hpstartermotor -£85.Clutchdisc-£20.Reconditionedfuelpump-£25.Distributorandcarburettors–askfordetails.6voltbulbs36/36watt(headlights)-£3.00each.MRNkeys(stateMRNnumberrequired)-£4.00each.Tim Brandon. Tel: 01449 711837 (Stonham Aspal, Suffolk)

Wanted

Model“Y”,preferablyalongrad,notrottenbutingoodrestorableorder.Iwillmakeanimmediatedecision.Payandcollect.Gerald Jenkinson Tel: 01785 714895 (Dunston Heath, Staffordshire)

Nearside rear wing for a long rad Model“Y”.Geoff Dee. Tel:01926 334780 (evenings) (Leamington Spa, Warwickshire)

Continentalby Jim Miles

LastDecember,IaccompaniedDoctorFordona‘mini-break’toHolland,deliveringClubsparepartstoRobandAnsBolland,whosehomeisnearTheHague(DenHaag).ThepartsinquestionwereadraglinkandtrackrodandendsforRob’sJanuary1936longradModel“Y”,plusapairofsteel runningboards for new member Arie Kraayeveld’s1934Intermediate“Y”Tudor,whichRobishelpingtorestore.Arie’sinterestingcarwasimportedfromtheU.K.afterbeinggaragedformanyyears.Thepreviousownerinthe1950s/60shadaddedimprovements,suchasdeadlocks fitted to the frontendof thebonnet,whichIhadneverseenbefore.An-othernovelfeaturewastheuseofapost-In-termediatereplacementfrontwing,onwhichtheheadlampfixingholeswereblankedoffand freshholesmade for the Intermediatehead and side lights. [In explanation, the Intermediate “Y” had separate head and side lights. W,e,f. June 1934, the head and side lights were combined. Because of the legal requirement to have a light close to the outside of the vehicle, from June 1934 the headlamps were relocated in produc-tion nearer the edge of the wings. Ed.]

WewerealsoluckyenoughtomeetupwithJannyOosterveerandtoseehersmartma-roonandblackTudorlongrad,backontheroadaftertheenginefailureontheirtriptoStanfordHall in2007tocelebratethe75thanniversaryofthelaunchoftheModel“Y”.



Earlynextmorning,wesaidourgoodbyestoRobandAnsandspedacrossthelowlandsofHollandandBelgiumtoFranceandthesmalltownofLens,whichissouth-westofLille,todeliveranarrowblockcylinderheadtoanewmember,FrenchmanGivanniMas-troiani.Hiscar,whichhasspentmostofitslifeslumberingintheproverbialbarn,istrulyoutstandingshowing86,734kilometresontheJaegerspeedometer/odometer.Thecarisa1933French-assembledTudorshortradModel“Y”.Thebrassplateonthebulkheadgavethechassis(Motor)numberY9723andtheFord(Asniéres)plantassemblynumber1723.Ithasagreenbodywithblackwingsandacreamcoachlineandbonnetlouvreedges. The body is free from corrosionapart fromminorsurface tarnishhereandthere.Therunningboardsareperfectandthe rear ends of the front wings have norustatall–thesameappliestothefrontofthe rearwings. Thecarpetsarecompleteandunworn;,asare theclothseatcovers.An interesting point was that the Ford ra-

diator badgewas minusthe ‘8HP’as found onDagenham-assembledshort radsof that vin-tage. Thisis becausethe Frenchfiscal systemrated theBritish8h.p.engine as6CV (‘chevalvapour’ – lit-erally ‘horsepower’).Theexteriorlock-ingdoorhan-dle ison theright handside (off-side

on French roads). Allthe dash knobs are inplace apart from onelooseonemarkedAIR. Iwouldsuggestthatthisisthechoke. All four tyreswere flat and perishedandthewindscreenlami-nation has come apart,turning the glass a darkbrown.

We advised Givanni,through his translator,AlainHerman,that,inouropinion, the best thingthathecoulddotokeep

thecaroriginalistofitnewtyresandwind-screenglassand to wipethe body-work lightlywith a clearlight oil tobringoutthecolour andhalt futurecorrosion.I think en-gine repairswere startedmany yearsago, but,over time,the cylinderhead,valves,manifoldand carbu-rettor, etc.,were lost.However

Capers

Dr. Ford (aka Graham �iles�� slinks off leaving �artin and Rob Bolland kicking tyres in Rob’s garage. Arie’s Intermediate “�� is in the fore-ground and Rob’s Tudor in the background.

The patched post-June 19�� front wing, now wearing side lights and the earlier, closer together headlamps

One of the deadlocks on the front of Arie’s bon-net sides. An unusual anti-theft device!

thesepartscanbesuppliedbytheRegister.

The rear numberplate really catches youreye.Itwasmadebythefirm,ODA,andfea-turesabuilt-in rear light anddigitspickedoutinclearglassreflectors.

WhenIbuyanoldcar,it’susuallyabasketcase,orinatea-chest!Thiscarisdifferent.Itistotallyoriginalandstraightandthebestwe’ve seen. WewelcomeGivanni andhisModel“Y”totheY&CRegister.

The unusual, but effective, rear number plate on Givanni’s Asniéres-as-sembled short rad. The digits and letters are picked out by reflective glass. The plate was made by ODA.



News of new members Prepared by Mike Malyon 26th February 2010Sincethelastissueof“TransverseTorque”wearepleasedtowelcometotheFordY&CRegisterthefollowing8newmembers,allbeingowners,orownerstobeofModel“Y”s:-TonyArturi A0301 NetleyAbbey,Hampshire.LarryCarey C1901 Oola,Co.Limerick.GeraldJenkinson J1101 DunstonHeath,Staffordshire.AlanRussell R1801 Bathgate,WestLothian.PaulSpray S1501 DarleyDale,Derbyshire.RichardSworder S1201 Brington,Cambridgeshire.GaryWhittle W0201 Knowle,Bristol.KennethWright W0401 Rake,WestSussex.Tony Arturi-wewouldliketoextendawarmwelcometoTony,whohasjoinedtheClub,havingboughthisModel“Y”fromexmember,JohnSemark.Tony’sdarkblueandblack,2-doorlongrad,BEV575(Y58219),wasfirstregistered30thApril1934.WehopeyouenjoymanyhoursofmotoringinandaroundHampshire.Larry Careyhasre-joinedtheClubafteranabsenceofmembershipofovertwentyyears.Hehashadhisblack,2-door1937Model“Y”,1CI(Y174812),Briggsno.165/60257fortwentyfiveyears.ItwasfirstregisteredintheUKasDAU932.Thecarisunderarestora-tionneedingaresprayandthetrimreplacing.Welcomebackintothefold,Larryandthanksforre-joining.Gerald Jenkinson-wewouldliketoextendawarmwelcometoGerald.Atthemoment,Gerald,islookingforaModel“Y”andhasadvertisedinthisissueandonthewebsite.Wehopeyouwillsoonbesuccessfulwithfindingacar.TheClubisheretoassistinanywaywecan.ThanksforjoiningtheClubandwehopeyouwillsoonhavegoodnewsforus.Alan Russell haspurchasedAXK677,Briggsno.165/5480,a2-door,1934Model“Y”.Toquote,Alan“everythingneedstobedone”tohiscar.Heiscarryingoutanextensiverestorationandwewishyouwellwiththischallenge.Fortunately,Alanisin‘thetrade’andhehasalreadymadecontactwiththeClubforinformationandparts.Asheisaware,theClubisheretohelpinanywaywecan.ThanksforjoiningandwelcometotheClub.Welookforwardtohearingofyourprogresswiththerestoration.

Paul Spray-wewouldliketowelcomePaultotheClub.Hehasa2-door,black and cream Model “Y”, EVX 820 (Y187257),which has been in hisfamilysince1975,whenitwasboughtbyhisgreatuncle,whosubsequentlypassed thecar toPaul’s father,Tim(anexmemberof theClub). Tim isnowhelpingPaul,withthecurrentrestoration.Paulhasanincentivetogetthecarbackontheroadasheishopingtohavehisitreadyintimeforhiswedding later thisyear.Good luckwith the restorationandwealsowishyouallthebestforyourforthcomingmarriage.Please,keepusinformedofyourprogress(specificallywiththecar!)andthanksforjoiningtheClub.Richard Sworder - DickhasjoinedtheClub.HeownsEGT736(Y193737)a1937,2-door,blackModel“Y”.Heisonlythesecondowner.Itisinter-estinghowDickgot the car.Thepreviousowner,MrPotter, had the carfromnew.HeusedtocallintoDick’sgarageeveryweekforpetrol.Dick,said“ifyoueverdecidetosell, letmeknow”.In1966,MrPotterdecidedto sell andDickacquired thecar.Dick feelsnow is the right time todoacomplete restoration. It looks likeyouaregoingtobeverybusy.Yourcarwasprobablyoneof the lastModel “Y”s togoon the roadas itwas

firstregisteredafterproductionoftheMod-el “Y”hadceased.Wehopeallgoeswiththe restoration and welcome to the Club.Gary Whittle is now the proud owner ofCBY920(Y171399),Briggsno.167/15086,a2-door,greenModel“Y”. ItneedssomerestorationandabitofTLC(don’tweall!).Itusedtobelongtoex-member,AlanDav-ey.Garyisthefifthowner.Goodluckwiththe project and please keep us informedof yourprogress.Thanks for joiningGaryandwelcometotheClub.WehopetoseeyouandVickyatsomeofourfutureevents,inwhichyoubothhaveshownan interest.Kenneth Wrightisnowtheproud,ownerofaFordorModel“Y”,EG475(Y17396),Briggsno.136/412,whichheboughtoffmemberChrisSmallman.Itisontheroad.WehopeyouenjoymotoringinandaroundWestSus-sex.KennyisalsointheprocessofrestoringanotherModel“Y”,LJ7253,whichhehasownedformanyyears.Kenny,wewelcomeyoutotheClubandthanksforjoining.WelookforwardtohearingofyourprogresswithLJ7253andhopetherestorationgoeswell.Hopefully, youwill find thiscontribution to“Transverse Torque” informative and, asalways, theClubextendsawarmwelcometo all the new members. The Editor willbe pleased to receive any news and pho-tographsofyourvehicles,especiallyastheClubarchivedoesnothavephotographsofany of the above cars, less Alan Russell’s Mike Malyon, Membership Officer.

The tax disc which came with Alan Russell’s Tudor �odel “��, inferring that 19�5 was the last time that the car was taxed and on the road. This is difficult to believe as a Continuation Log Book was issued in 19�5.��



Members’ correspondence‘Easy Start’.

Inissue173,RonKendall’sEasyStartcom-ponent was described. As Ron stated, “Ihavedevelopeda6vunittohelpwithcoldstartinginwinter.Icallita6voltEasyStart.It works by using a 6v, 4ah rechargeablesealedbatterythatswitchesintothecarig-nitionevery time theengine isstartedandwhilst it is on tick-over. It makes startingtheengineeasierbecause,whentheengineiscoldandthebatteryisturningtheengineover,itispossiblyonlygivingthecoilfortheignition3or4volts,resultinginaweakspark,dependingonthestateofthebattery.But,withthisunitconnected,theauxiliarybatteryinthe‘EasyStart’unitwillfeedthecoilwithfullpower,creatingastrongsparkwhilstthemainbattery turns theengineover. When

the engine starts and is running at about800 revolutions per minute (fast tick-over)the Easy Start unit will switch the ignitionbacktothemainpowersource.”

David Kent purchased an Easy Start bat-tery unit from Ron and reports, “ For 50years,from1957,Istruggledwith“Y”start-ing characteristics. As a callow youth myblistered palms and the polished startinghandle bore witness to the reluctance ofthe engine to fire unless, and perhaps ona good day, the battery was relatively newandintip-topcondition.Eventhen,reliablestarting wasquite beyond my experienceandIwouldregularlybeforcedtoabandonthe“Y”andtransfertomyequallytempera-mental“Cyclemaster”inordertoreachmyworkplace.In August2008,I fittedoneofRonKend-all’sEasyStartunits. Thishas turnedout

to be the best invest-ment in the “Y” that Ihaveevermade.Sincethenithas,withoutfail,in sub-arctic or rain-forest like conditions,always started on thebutton. Thehandle isnowarustingrelicandtheEasyStartforgottenin the toolbox, such isitsreliability.AsIeffortlesslywentonafro-zenwinter’srunyesterday,itoccurredtomethatperhapsIhadadutytoenlightenotherClubmembersonthebenefitsofthisdevice-hencethisletter.”

Cream Model “Y”sAsapublicitygimmick,inSeptember1934, a batch of some 200 creamModel “Y”s, with vermilion wheels,radiator grilles and coachlines wasproducedatDagenham,specificallyforForddealersaroundthecountrytodrivetotheFordDealers’Conven-tion in Blackpool. Three of thesecarsareknowntohavesurvived,oneownedbyIanMacDonaldinStorna-wayontheIsleofLewisintheWest-ern Isles of Scotland. Ian found aDVDwithsomephotographsof thecarsparadinginBlackpoolandsentinacopyasphotographsofthecarsarefewandfarbetween..Hesaid:-“Itwouldbegreattofindmorepho-to’softhecreamModelY’sanditisa pity that these are blurred. Therestoration of my car is coming on

slowly. I’ve rebuilt the front axle with newbearing’s and brakes, the back axle withnew bearings, sealsand brakes; checkedthegearbox, rebuild thesteeringboxandcolumn.Ihavepainteditallanditisreadytofit.Hopefully,thenexttimeI’mhome,I’llmakeastartonthebody.[Ian is serving in the Royal Fleet Auxiliary – Ed.]

IfanyreaderhasphotographsofthecreamModel “Y”s, copies would be gratefullyreceivedforthearchive.

Alpines’ progress.

GaryClarke,inNottingham,tookoverown-ershipofhis fatherBrian’sAlpine in2005.There are positive rumblings from that di-rectionindicatingapossiblereturntoroad-worthiness. Asastarter, IsentGarysomephotographsofRogerBooth’sAlpine,whichis nearing completion in Dorset, includingtheonethatappearedinthelastissueofthemagazine.Garyreplied,“Ienjoyedthepic-tureofRogerBooth’sAlpine inthegarageinSwanage.TheconditionofthecarlooksverysimilartoourswhenspottedhalfburiedingardenofhouseinCroydoninlate70s.Itwouldbenice toseephotosduringandaftercompletion.UnfortunatelyourAlpineisinthegaragesurroundedbyourson’sfur-nitureaswaitingawaitingahousecomple-tion. Hopefullywewillbeable toget to itsoon.”WelookforwardtoseeingGary’sAl-pinebackontheroad.Itistheonlyknownsurviving Alpine that still wears its leatherstrapsoverthebonnet.

Ford tools and tax disc.

DonSmith,fromWrexham,sentinacoupleofphotographstoaddtothearchive.Thefirstwasofanadjustablespanner(monkeywrench), which was not mentioned in ourFord Tools article in issue 181. This is 8incheslongwhenclosedandisembossed

Part of the display of �� plus cream �odel “��s on the promenade at Blackpool in �eptember 19�� taken from the DVD

Tax disc holder provided by White Bros., the post-war Taunton main Ford dealer. Note the later Ford logo script.

�



onthehandlewiththeFordlogofollowedbyDAGENHAMandTS&S(ThomasSmithandSons,Ltd.).

ThesecondphotographwasofanotherFordmaindealertaxdischolder–thistimeWhiteBros.ofTaunton.Ascanbeseeninthephotograph,theFordlogoisinthelater,post1967script,designedbyRobertE.Zokas,Ford’scorporatedesignmanagerfrom1965to1968.TheTauntonmainForddealerduring theproductionofourcarswasSomersetMotors(1927)Ltd.Donreportsthathislicenceholderhasacardinsertwithfittinginstructionsandstating that it isa ‘Nustikon’ licenceholdermadebyF.J.DavisLtd.,RomeynRoadLondonS.W.16.

Essex registrations

Non-member,ColinSpong,kindlysentme some Ford Motor Company pho-tographs of the pre-production Model“Y”,EV5689,BriggsBodiesLtd.war-timemock-upsandsomeofearlyshortrads,allEssex(EV)registered.HesaidhewasgoingtopayavisittotheEssexRecordsOffice,soIaskedhimtocheckoutthefirstownersoftheEVcars.HerepliedinJanuaryasfollows:-“I went to the Essex Records office inChelmsford todayand looked throughthe“EV”seriesonceagain.TheModel“Y” in the photograph, EV 7675, wasregistered toFordMotorCompanyon15Sept1932. Therewere four carsregistered to Ford on that day, EV7674-EV7677,buttheEssexrecordsdo not indicate type , horse power orengine size; so we don’t know if theywereModel“Y”,ModelBorV8.How-ever, they are all shown as “Saloon”.Thenext registrationonthesamedaywas EV 7678 a Saloon registered toPercivalPerryofStock,Essex.WasthisaModel“Y”?”Regrettably,Idon’tknowtheanswertothatquestion,butmyguessisthatitwasaModel18V8.

Model identification.

NigelStennett-Coxemailedthefollowing:-“The article by Arhur Redfern was lovely, and these reminiscences must be recorded whenever possible whilst we can.

I would like, if I may, to add a little to his description of the Ford model numbering sys-tem at the time he was there at Fords. In the designation of, say, the E93A, I would sug-gest that the 9, not the 9 and 3 denoted 1939 year of introduction, with the 3 referring to use of the 10hp engine. Vehicles with the 8hp unit at around this time [c.1938 to 1953] received the digit 4 in the model designation.

This period was one of the few where Ford of Britain used consistent, and therefore deci-pherable model designations with the E standing for England, consistent with the Ameri-cans, then and now, hardly ever using the term “Britain”. The second digit referred to the year of introduction, the next to the engine used, and the final one indicating car or commercial. An A here denoted the American term, “Automobile”.”

Models “C” and “CX” differences

BecauseoneofyouraiseddoubtsaboutthedifferentslopetotheModel“CX”rearbodypanel, I askedourexperton thesecars,YvonPrecieux, tocomment. He replied, “The December article and your comments are correct. There is a difference between the rear panelling of the “C” and “CX”. There are also variances in the front mudguards and the rear shields for the rear mudguards: also, the bonnet to screen, seating and carpets. There may also be some slight width enlargement ¼”-½” on the “CX” body shell.”

EV �6�5, registered to the Ford �otor Company on 15th �eptember 19�� at the Essex registration office. It probably had an engine/chassis number under �1��. Our thanks to Colin �pong.

20 years ago March/April 1990

Therewasplentyofvarietyinthisissue,starting with Dave Durrant’s letter sug-gestingthatairfilterswerenecessaryonourcarsanddescribedaDIYmethodofconstructionandattachment.Ashestat-ed,“Having used a Ford E83W van ex-tensively over the last 20 years – and for

several years as my only vehicle – plus some other Fords of similar vintage, it became appar-ent to me that en-gine life could be extend-ed by, among other things, fitting an air clean-er. An air cleaner kit used to be

available as an accessory for the ‘E93A’ type of engine. This consisted of an oil-bath air cleaner, two steady bars (bolted to the cylinder head), a short length of rubber connecting hose and a carburet-tor adaptor made of cast alloy. These are exceedingly scarce, even at autojum-bles, so I have made up two adaptors, basically from scrap, the first in 1976 for my wife’s E493A and, more recently, for the “Y”. Neither has given any trouble.”IfanymemberisinterestedinDave’sde-sign,Iamhappytoforwardhisdrawingsandconstructionprocedure.Coinciden-tally,Dave’sModel “Y” is the subjectof‘Members’Cars’inthisissue.

There was also a nostalgic letter fromJohn Seymour, whose father owned agrey 1935 Model “C”, registration VY6495.John,whowasamemberoftheP4 Rover Drivers’ Guild, wrote in withsome of his memories, after meetingBobWilkinsonattheYorkHistoricalVe-hicleRally:

“The car was the first car my father owned as a family man. He bought it

�The Ford Model Y & C Register


in 1951 from a garage in Darton, which later became K.B. Garages. I think the price was around £40 - £50, which was a lot of money in those days.

Among my memories are the following:

1. The ‘Old ford’ as she became known, would never start when parked facing up-hill. Father replaced the petrol pump, pipe, cleaned the tank, fitted a recondi-tioned carburettor, etc., etc., but, in the five years he owned it, this problem was never solved.

2. After a family day out at Hornsea, at the top of the hill before Market Weight-on, the nearside king pin sheared and the wheel became detached, landing us in the ditch! A mechanic came out from the garage at the bottom of the hill and, after winding wire several times, he re-placed the wheel on the stub axle using wire as a king pin. He followed us down the hill to the garage where Father and he worked ‘til about midnight replacing the king pins (those were the days when mechanics were on regular nights!). We arrived home at 1.30 a.m. and I thought I was ever so grown up!

3. On another return trip from Filey, we were about 2 miles from home, in Barns-ley, when all the lights went out. Father tied a torch to the driver’s door handle and ‘felt’ his way home; street lights being nothing to what they are now in Burton Road and Old Mill Lane, Barns-ley! We were followed up Old Mill Lane by a policeman and, when we finally got to the waste land where the car was parked, he wound down his window and asked if all was well and bade us a friendly “Goodnight”.

4. Father took the car to Taits of Hemsworth to get the crown wheel and pinion ‘done’ just prior to our annual hol-iday at ‘Mrs Jones’’ in Filey. We drove to Filey , but the noise from the back axle was horrendous when we arrived. On checking, Father found no sign of oil at all. Apparently it had never been filled. Mrs Jones’ son happened to work at the Ford agent’s in Filey, so the car was tak-en to the garage to have the back axle checked and filled. At the end of the week, we set off home, but, before we got there, the noise was terrible. After we finally got home, Father stripped the back axle down yet again, found no oil

and all parts ‘blue with heat’. All was re-assembled, back axle topped up and it ran perfectly with no problem! What car today would cover 180 miles without oil in the back axle?”

Bob Wilkinson announced the pendingintroductionofDVLC’snewpolicyonre-tainingoriginal registrationmarks,whichwasexpectedtocomeintoeffectinmid-1990.AsBobexplained,“In future it will not be necessary to prove that the ve-hicle is of historical interest – always a matter for some debate. DVLC will only require proof that the registration mark is authentic for that particular vehicle and that that vehicle is genuinely what is claimed. This will require total integ-rity from Clubs such as ours if we are not to jeopardise this policy.” He then went on to say, “If you require a letter from me supporting your application, please send as much evidence (copies of old log books, tax discs, insurance documents, MoTs , etc.) as is available and a recent photograph of your car. I will then, on behalf of the Club, authenticate the de-tails to support your application.”

Aswenowknow theprocedurewasnotdiligentlyappliedbysomeclubsand theruleshavesincebeentightenedtoincludeavisualinspectionbyaClubofficial.Thereis also a DVLC list of clubs approved toverifythedetails,whichincludestheFordY&CModelRegister.

Coincidentally,intheFebruary1990mail-shot toallmemberswas the firsteditionof the ‘ListofKnownSurvivingVehicles’,whichhassinceprovedaninvaluabletoolforverifyingdatesofmanufactureagainstchassis, Briggs body and registrationnumbers.Thislistinghasgrownconsid-erablyovertheyears,thelastissuebeingthe14thedition,whichwaspostedouttomembers inFebruary2009. It isoneofthemostcomprehensiveregistersofanyclassiccarclub.

IntheChairman’sNewsletter,Iseethat,in1990,Iwascelebratingtenyearssincetherestoration of my Tudor Model “Y, CNN125 (now owned by Barry Diggle). Shehadclockedup30,000milesinthattime!IalsoreferredtotheSundayTimes,whichran a Classic Car price guide over fourweeks in January/February. It describedtheModel“Y”as“an interesting piece of social archaeology”, which is one wayoflookingatit!Itthenquotedavalueof

£4000foraModel“Y”salooninCondition1–concourscondition(concourscondi-tionwasexplainedas“worth exhibiting at Concours d’Elegance, where a car is pol-ished and burnished and can win prizes for looking, in some cases, better than it did when it was new”).ThequotedvalueforCondition2,withwhichIfeltmoreathomewithCNN,was£2750-“Sturdy and usable – average for its age and likely mileage, expected to be rusty and may need some work to make it thoroughly reliable.” Thevaluequotedforcondition3was£1000–“Complete but shabby – probably in need of restoration, but capa-ble of being made a runner without great effort.”Unfortunately,themodel“C”wasnotlisted.Withoutstickingmyneckout,Iwouldsuggest that today’s valueshaveadded £1000 to each of the conditionsvalues.Mindyou,asIsaidinissue63,“intheend,thecarisworthwhatsomebodyispreparedtopayforit!”

Our cars had appeared on television ona couple of occasions, both in episodesof Poirot. JimMiles andDaveMinnett’sModel “Y”s had appeared in “Poirot andtheLostMine”and,twoweekslaterPeterKetchell’sModel“Y”(nowownedbyNoelPage) was in a super police car chasearoundtheLakeDistrict.

Apart from writing up the story of theModel “C”, which I won’t repeat, I wrotethefirstofthree“TalesofBertHopkins”,who was then in his early 70s. Thesetales, which I shall recount in issues ofTransverseTorqueinthenearfuture,giveusanideaoflifeinaForddealershipforayoungmaninthe1930s.

Finally, although none of the seven newmembers announced in issue 63 is stillin membership, one, John Hart, ownedENO344andhadputitinthecareoftheFullbridgeCarriageCompany inMaldon,Essexforacompleterestoration.Regret-tably, the final cost was three times theoriginal estimate given to John and hewasunabletopay.The,bynow,superblyrestored car was taken in by Fullbridge,whosolditonin1995.ItisnowownedbyJackClarke,whoregularly,proudlyshowsitattheEnfieldPageantandothershowslocaltonorthLondon.WealsosawitattheOldFordRallyatGaydoninJuly.

– Issue 63,

�



Treasures from the deep.

WhenDavidandRachelAdamipurchasedtheircottage inaDorset village, it camecomplete with a lake (of sorts) that hadbeen formed whenclay had been ex-tracted to make bricks. Abandoned intheearly1900s,ithadlaterinlifebecomethevillage‘tip’.AnelderlyneighboursaidthataModelThadbeenpushedintotheswampbythelocalbakermanyyearsagoandindicatedtheapproximateposition.

Old car enthusiast David spent a wholeweekend(muchtohiswife’sdelight!) lo-cating‘ametalobject’ intheblackslimeandwinchedout(eventually)whatturnedout to be the well rotted remnants of aModel“Y”.Thefrontandrearaxlesweretheonlyreclaimableparts-theynowre-quireagoodhome!

The wreck is winched out of the lake, revealing the remnants of a �odel “��

The front axle with little to reclaim.

Spares reportAGM

ProbablythemostimportantdateintheRegisteryearisfastapproaching.Thisyear’s AGM will be held on April 18th at the usual venue, Willoughby Village Hall.

Aslastyear,therewillbenoClubpartsonsaleformemberstobuyonthedayattheAGM.Wewillbegivingmemberstheopportunitytopreorderanypartstheywant,withinreason,andwewillbringthemtotheAGMforcollection.Theadvantageofpre-orderingisthatyousave10% on normal Club prices and avoid paying the handling charge.

Although we will not have Club partstallsontheday,membersarewelcometobringalongtheirownitemsorequip-mentforsale,justletusknowingoodtimeandwewillsetupatableforyou.

ThoseofyouthatcometotheAGMwillknowhowthepre-ordersystemworksbut,ifyouhaven’tjoinedusinthepast,letmeexplain.

IfyouwantpartstobetakentotheAGMsubmitthenormalorderformtoColinRowe, this must be annotated “FOR COLLECTION AT THE AGM”. With-out this comment he’ll assume youwantthepartssentpriortothemeetingandchargeyouinthenormalway.

Please note that this year tyres will not be available on pre-order, or brought to the AGM.

Toensurethepartsarereadyforcollec-tionatWilloughbyyourordermustbewithColinnolaterthanFriday April 9th.Orders received after this date will beprocessedinthenormalwaywithpartsbeingsenttoyouandincurahandlingcharge. ThoseofyoucollectingpartsonthedayshouldcontactColinwhenyouarriveatthemeeting.

IhavedecidedtostanddownasSparesOfficer at the AGM, making way for



new,hopefullyyounger,bloodto takeonthejob.Iamsurethereareseveralquali-fiedmemberswhowillbeabletotakeupthereinsandcontributetothepartssideoftheClub.Thepersontakingonthejobwillhaveaveryenthusiastic,activeandex-perienced Parts Committee to work withthemoncurrentandfutureprojects.

IlookforwardtoseeingyouatWilloughbyonApril18th.

Parts Report

Parts for Sale List

HornpushsurroundshavebeenaddedtotheParts forSale list in this Issue, theseareavailableforbothShortRadandLongRad vehicles. You may also notice thatfrontandrearshacklesarenowpricedandsoldonlyinpairs.InthetimeIhavebeeninvolved inpartsaleswehaveneversoldanindividualshackle.Iguessthereasonfor this is that if one shackle is worn orbrokenthenothermustbeonitswayout.By changing just one brings the phrase“pennywiseandpoundfoolish”tomind.

Parts Order Form

At the Parts Committee meeting in Feb-ruarywediscussed changes to thePartsOrder Form. The suggested changesconcernedthepaymentmethodsandde-tails required on the current order form.Iknowsomemembers,andIamoneofthem, are reluctant to quote credit/debitcard details in full unless there is someformof security in thedocument.ThesepointswillberaisedattheAGMforgeneraldiscussionbyallmemberspresent.

Parts Pricing

One or two members have been talkingtomerecentlyaboutthepriceofnewandusedparts forourcars. It’sonlynaturalthat people compare our prices to othersourcesandchoosethemosteconomicalandbestforthejobinhand.

IfyoudothiscomparisonmakesureyouaddthingslikeVATandpostageasnearlyallothersuppliersjustquotethebasecost.Whatappearstobecheaperendsupbe-ingmoreexpensiveinthelongrun.PricesquotedinourMagazinearewhatyoupay;thereisnoVATorpostageadded.

Jim Sharpe, Spares Officer

Suggestion for fitting running board rubber.

Thefirstpartistocutacardboardtemplateoftheraisedareaoftherubber-thiswillhelpingettingagoodfitagainstthechassis.Placethetemplateontopoftherubberwiththestraightedgeinlinewiththepatternmarkandcutthechassislineedge.Turnyourtemplateoverandrepeatonthesecondrubber.Checkyouarecuttingaleftandright.Thenextstepistosmoothouttheraisedareafortherunningboardedge.Markoffclearlytheedgetobesmoothedout,clamptherubbertoaflatsurfacetokeepitundercontrol.Thebesttoolwefoundwasananglegrinderwithaflatflapwheel,theydon’tclogandareveryefficient-takeitslowly,removejustenoughtolosethepattern.Whentherubbersareready,trialfit-checkthefrontandrearlengthsandcutasre-quiredusingagoodcontactadhesiveandfitusinghalfroundstripalongthelowerandfrontedgesclampingtherubberintoplace.

Geoff Dee, Technical Adviser.

Removing the pyramids with the grinder and flap wheel.

The finished job

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Northern Sidelights.Region 16 (most of Yorkshire)by Barry Diggle

ItseemedthatSpringwasonitswayonSaturdayandsoitwastimetoventureintothegarageandatleastattemptsomeworkontheoldcars.CNNstartedonthethirdpullandwasdrivenontothedriveway,andtheAustinhauledoutofthecornerforlittlebitofgentlere-commissioningafterayear’sidleness.ThisyearmarksthefortiethanniversaryofmyownershipofthatLongbridgeproduct!Acoupleofhourslyingonmysideremovingandcleaningbrakedrums,greasing,etc.insub-zerotemperatureswasquiteenough!TothinkthateventenyearsagoIwouldhavethoughtlittleofdoingsameonawinter’seveningafterafullday’swage-earning!!Oh,dear!!(Bytheway,itwasbacktosnow-shovellingthenextday!)

MayImakeapleatoallRegion16memberstoletmehavesomedetailsofon-goingworkontheirFords.OvertheyearsIhavehadnewsofrestorationsbeingundertaken,carsbe-ingbought,but,unfortunatelyIneverseemtogetanyfollowupofprogress,orotherwise,beingmade.Justanoddfewnotesandmaybeapictureortwowouldbereallyusefulforinclusioninthemagazine.

Events 201018 April Annual General Meeting Bob Wilkinson Willoughby Village Hall 01832 734463

25April NationalDriveItDay

1–2May BristolClassicCarShow(seebelow) IvorBryant SheptonMalletshowground 01454411028

29-31May EnfieldPageantofMotoring JimMiles Enfield,Middlesex 07901561866

12–19June ClubtourofWestCountry GrahamMiles ‘TaketheSilverMiletotheWest’ 07889844949

3July YeadonCarnival BarryDiggle WestYorkshire 01274614729

11July CaerwysClassicCarShow CliveHarrison Mold,Flintshire,NorthWales 01745571185

25 July Old Ford Rally Bob Wilkinson Heritage Centre, Gaydon 01832 734463

14August KirkstallClassicCarShow BarryDiggle Leeds,WestYorkshire(seebelow) 01274614729

22August 33rdPowerscourtEstatePicnicRunJohnFitzgerald Powerscourt,Co.Dublin,Eire00353(0)539481414

12Sept 13thOtleyVintageTransport BarryDiggle Extravaganza,WestYorkshire. 01274614729

17–20Sept NorthNorfolkRailway1940s JoHanslip Weekend.(Sundaymainday) 01945430325 -seedetailsafter2009report.

26 Sept “Fords in Paradise”. Gathering of Apply Mike Sidevalves at private collection Cobell (near Reading) Numbers limited. 01594 834321 See advertisement.

7November Y&CCommitteemeeting BobWilkinson WilloughbyVillageHall 01832734463

12-14Nov InternationalClassicCarshow GeoffSalminen NEC,Birmingham 01214272189

Events 2011

6February Y&CCommitteemeeting BobWilkinson WilloughbyVillageHall 01832734463

25–27March 13thFordSidevalveNationalRally ContactSam Castlemaine,Victoria,Australia Roberts 01264365662

10April Annual General Meeting Bob Wilkinson Willoughby Village Hall 01832 734463

The Footman James Bristol Classic Car show 1st/2ndMay 2010West of England Show Ground – Shepton Mallett, Somerset.

IvorBryantregularlyorganisesthiseventasacombinedY&CModelRegister/SidevalveOwners’Clubstand.IthasbeenheldinFebruaryinthepast,butseemstohavemovedtothepreferableweekendoftheearlyMayBankHoliday.Ivorneedsyoursupport.Thosewithinspitting distance of Shepton Mallet please contact Ivor and offeryourcartogoonthestand.Let’shavesomepre-warexamplesondisplay.

Club tour of West Country, “Take the Silver Mile to the West” 12 – 19 June 2010

Theweek’stouristobebasedroundfourTravelodgehotelhubs.AftermeetinguponSaturdayorSunday,12th/13thJuneinIlmin-ster,Somerset,weshallhavetwodaysbasedonOkehamptonontheedgeofDartmoorand,stayinginDevon,twodaysinBarnsta-ple,onthebeautifulnorthcoast.WespendthefinaltwodaysbackinSomersetnearGlastonburyintheshadowoftheTorandcloseto theSomersetLevels. Memberscanarriveeitheron the12th,oraslateasthe13thatIlminster.AtGlastonburyyoucanstayanextra night if you wish, or just do weekends. Let Graham Milesknowifyouarejoiningus,email:[email protected]:07889844949.BecauseoftheTravelodgebookingprocedure,itis better if you book your own accommodation. Booking refer-

The snow remindedmeof a little episodeinc1960whenmyfathertookmeintotownforahaircutinourvineyardgreenModel“Y”and an unexpected snowfall caused sometrafficchaosonthesteephillsleadingoutofBradford.Afteratorturouscrawlhome,thesaidModel“Y”cametoanabrupthaltatthebottomofourstreet,nottwentyyardsfromhome,causedbydampnessinthedistribu-torcap.Itwastakenoff,broughthome,anddriedout in frontof thecoal fire, replacedandallwaswell.(I’mnotsureifallthatwasfollowedbyamugofOvaltine!!!!)



ences for the Travelodge Hotels are: June12/13th, Ilminster,TA199PT,Tel: 08719846229-June14/15th,Okehampton,SourtonCross,EX204LY,Tel:08719846048-June16/17th, Barnstaple, EX31 3RZ, Tel: 08719846345-June18/19th,Glastonbury,BA69XE,Tel:08719846339.Travelodgeratesarebetween£40and£60pernight.

Kirkstall Classic Car Show, nr. Leeds Saturday 14th August 2010

Almost100classisandvintagecarenthusiastscamealongin2009andenjoyedagooddayout amongst fellow owners in the groundsofKirkstallAbbey,ontheA65justacoupleofmiles fromLeedscitycentre. Weraised£1050 for St. Gemma’s Hospice in Leeds.You will enjoy your time in these historicgrounds,whereyouwillfindthelargeabbey,an interesting museum, visitors centre andcoffeeshop,etc.Wehopetohavecateringon-site this year to save crossing the busymainroadforrefreshments.Althoughthereisnoentryfee,pleasesendwhateveryoufeelyoucanaffordwithyourdetails(nameandaddress)andthedetailsofyourcar(make,model,year,registration)andas.a.e.toSteveWaldenberg,39WindingWay,Leeds,LS177RG.Pleasemakechequespayableto“KirkstallClassicRally”.Stevewillsendyouanentrycardtogainentrytothegrounds.or for a pdf of the entry form contact:[email protected]

International newsIndia

Only in India would you find a really colourful Model “Y”.Dhananjay Ghodke, from Pune (Poona to the British Raj),about100milesfromMumbai(Bombaythatwas)foundtheY&CRegisterontheInternetandemailedthedetailsofhiscarwithhalfadozenphotographs.Thecarhasbeenme-ticulously restored to the taste of the restorer. It is plumredabovecreamonthebodytubandwithplumredwings,radiatorgrilleandvalances. Therunningboardshaveen-gineturnedstainlesssteelfoot-plates.Theinteriortrimandupholsteryisinabrightredandwhitecombination..

Dhananjaygavethedateofmanufactureas1931.TheonlynumberthatdefineditsdateofmanufacturewasitsBriggsbodynumber,166/5160.AsIexplainedtohim:-

“This is the number that should be on a small brass tag on the metal cross-member in front of the passenger seat. Let me explain: Ford did not make the bodies for their cars. These were made by Briggs Bodies Ltd., a company co-located with the Ford Motor Company on the banks of the River Thames in Dagenham, Essex , England. The number 166 tells me that your car has a long radiator (post-October 1933) four-door (Fordor) body with a sliding roof. The number 5160 tells me that it was the 5160th body of that design to be built. From my records, I can tell you that your car was assembled by the Ford Mo-tor Company in late August 1934. Other pointers to that date include the com-bined head/side lamps; they were combined from June 1934, the wiring from the headlamp through the front wings; this was discontinued in October 1934. The ‘pi-ano’ hinged bonnet; this was changed to a chromed strip hinge in November 1934. All Fordor Model “Y”s built in 1934 were of the De Luxe specification. The photographs of your car show some of the De Luxe characteristics; for example, the chromed wind-

screen surround, the two holes above the windscreen for twin windscreen wipers, the holes in the body in front of the front doors where the direction indicators would have been attached. Other ‘extras’ would have included a clock in the rear view mirror, an internal sun visor above the windscreen on the driver’s side, a spare wheel cover, a lug-gage rack and stainless steel headlamps. There is one number that I would very much like to know and that is the original

engine number, which we refer to as the chassis number. As the chassis proceeded down the production line, various com-ponents were added. When the engine was dropped in, the engine number was hand-stamped on the top of the chassis side-member, opposite the starter motor. I attach a photograph of a similar number, so that you can recognise it when you

Dhananjay Ghodke’s �odel “�� in Pune, India. It is a bright plum colour over cream. A Fordor manufactured in August 19�� makes it originally a De Luxe model. Certain De Luxe characteristics have survived,

�



scrape down to bare metal to find it. Your original en-gine/chassis number should read something like Y77500. The letter Y indicates a 933c.c. engine rated in England as 8 (fiscal) horse power [its ac-tual brake horse power was nearer 23 h.p.]. The engine you have fitted at the moment (C231040) is the larger, more powerful 10 h.p. (32 b.h.p.) engine of 1172 c.c. capacity, probably built in 1938. The letter ‘C’ is the symbol for 10 h.p.”

Norway

We are grateful to Terje Saethre, a mem-ber of the Early Ford V8 Club of Nor-way, who sent in two photographs ofhis father Leif’s 1935 Model “Y” van,which he owned from ca. 1946 to 1956.

Also in Norway, I received photographs ofmember,BerntSolheim’sJune1936TudorModel“Y”,whichisundergoingamajorre-furbishment,aidedandencouragedbyOlaHegseth,theChairmanoftheEarlyFordV8clubofNorway,withwhomwehaveacloseliaison. I presume that his left-hand-drivecar was assembled in Copenhagen. Didyou find the tell-taleFordMotorCompanyovalplaqueabovethetoolbox,Bert?

Spain.

Flying the Y&C flag high in Catalonia innorthern Spain is our very own Luis Cas-cante.Luishasbeenverybusyrecentlyre-searchingandwritingeruditearticlesfortheexceptionally high quality quarterly maga-zine of the Clàssic Motor Club del Bages,the largest classic car club in Spain, withsome 3200 members.. The magazine iscalled ‘info Clàssic’. In the Autumn 2009edition,notonlyhashewrittenafour-pageillustrated synopsis of the history of theModel “Y”, but he has also completed asevenpagetechnicalarticleoncarburetionandcarburettorsofdifferentdesigns.Inotethattheheadingtothisarticleissuffixedbythefigure1,suggestingthatthereisapart2tofollow. Luiskindlysentme,notonlya copy of the magazine, but a translationof the Model “Y” article from Catalan intoEnglish.Healsohintsthathewillbewrit-ingthehistoryoftheModel“Y”inSpainforthespringissue.WemayplagiarisethatforTransverseTorque(withLuis’permissionofcourse!).WelldoneLuis.

Denmark.

In theDecember issueofSidevalveNews,Yvon Precieux reported on a Model “CX”tourer (known locally in Scandinavia as aFordJuniorDeLuxe),whichhadbeenas-sembled in the Ford Copenhagen plant inApril1936andboughtbytheDanishauthor-itiestoassistintheirAirDefencemeasures(3yearsbeforetheoutbreakofworldWarII).ThecarhasbeenrestoredandisnowownedbyoneBernhardWirl in northernBavaria,Germany.InadditiontotheusualovalFordMotor Company, Copenhagen assemblyplaqueonthebulkhead,therewasanotherplaque(pictured)fromOdense.IaskedourDanishexpert,MichaelDeichmann, forhisexplanationoftheplaqueandtocommentonthestoryofthecar.Hereplied:-

“Maybe the Danish army and governmentwereanxiousaboutwhatwasgoingondownsouthoftheborder.Andeventhoughtherewas somepacifism in the thirties, causing

The bright red and white interior, showing a certain amount of Indian panache!

Leif �aethre’s standard left hand drive �odel “�� 5 cwt. van with the spare wheel being carried on the off-side door. Note the long mud-flaps on the rear of the front wings. This van has a front bumper which had been dispensed with in production

Bert �olheim (left�� and Ola Hegseth pose with various prepared body panels from Bert’s Tudor �odel “�� deco-rating the walls of his workshop.



UK,FranceandalsoDenmark tobeun-prepared for German rearmament, andhence WWII, we did have some military,includingafleetandanairforce.

Thesecondplaqueonthecarisinterest-ing, because it was put on by a/s Fehr&Co.,whichwas, I think since theearly1920’s,amajorForddealerontheislandofFionia(Fyn).ThereisapictureoftheirpremisesinOdenseonpage90ofthesil-ver anniversary book of the Danish FordMotor Company A/S, a copy of which isheldintheClub’sarchive.In2002ithadbranchofficesinseveralcitiesaroundFio-nia, but suddenly, in September of thatyear, Ford Motor Company cancelledtheir contracts with several Ford dealersaroundthecountry-oneof thembeingFehr&Co.Sothisplaque(andcar)rep-resentsalittlepieceofhistoryofthecityofOdense.

Lookingcloserattheplaque,itstrikesmethatthis isnot justagenericplaquebutoneusedspecificallyfortheFordJunior.Thestampednumbersaretheweightofthevehicle(700Kg)andarepeatoftheenginenumber(C39192).Inthemiddleoftheupperedgeisthedealer’s logoinOdense(theymaynothavehadbranches

elsewhere in1936)andthetelephonenumber,101,withthecommentthattheyhave3lines!Sowearedealingwithabigenterprisehere.

Belowthenumberswegetashortguidanceonlubrication:-“For lubrication we recommend:- The Engine: Summer, Gargoyle MobilOil “AF”, Winter, Gargoyle MobilOil Arctic (!!!)Gearbox & Differential: Summer, Gargoyle MobilOil “C”. Winter, Gargoyle MobilOil “CF”Chassis Lubrication: Gargoyle MobilOil MobilGreaseFrom the Vacuum Oil Company.”

Denmark again

MichaelDeichmannalsosentinaprogressreportonhisEifelcabrio-limousinerestoration:-“MostofmyattentionoverthelastcoupleofyearshasbeenonmyModelT,whichsomeofyousaw“intheflesh”attheAGMlastyear.Towards the endof summermyEifel enginewas finally ready atthe workshop with new cylinder liners, which had been bored upto20thouoversize(OS).Iwasnotabletogetstandard(STD)sizepistons.TheT-partshavingbeenstowedawayandtheworkbenchcleared,Iplacedthe1172ccblockup-side-downreadytoputthepistons,conrodsandcrankbackinplace.Therearbodytubwastakentomyfriend,Leif,whoofferedtorestoremyinnerwings,whichwereprettyrotten.Mybodywasnotveryhighonhisprioritylistashehadtomoveallhisstuff-hehasmanymorecarsthanme.However,hecalledmetheotherdayandsaidhehadfinisheditso,thisweekend,Iarrangedforittobepickedup.It isnowsittingontopofthechassisreadytobemounted.

Financially, InowhavethreemajorexpendituresaheadofmewiththeEifel:-anewhood,anewinteriorandapaintjob.However,noneofthisisrequiredtogetitMoT’ed,soImayassembleittothepointwhereitcanbeinspectedsuchthatIcangetlicenseplatesonit.Itwillmakeiteasiertodrivethecartothosewhowillbecarryingoutthework,especiallythehood.Iknowwhatregistrationnumberithadwhenit

wasnewinFebruary1937,soIcanapplyforthesamenumber.Afriendhasacontact inPolandso,withlicenseplates,Icanjustdriveitdownthere.

New ZealandIgnition keys

JoLatimeremailed:-“5yearsagoIpurchaseda1937FordCXDeluxeoffTradeMe(aNewZealandversionofebay).Itwasintendedtobeaprojectwhilemybabywassleeping,andofcourse,5yearson,isstillsittinginthegarage.Itisinreallygoodconditionandmyhusbandhasmanagedtocrank itover. However, thekey supplied with it is not the right key andwon’t turnthe ignitionortheoutside lock. Iwasadvisedtogetthe3digitnumberofftheignition,butmineonlyhasonedigitandthat’sa7.CanyoutellmehowIcouldpossiblygetanotherkeyformycarsoitcanagaingracetheroadswithitspresence?“

I replied:- “The ignition switch should havethree engravings on it: the letters MRN, theFordlogoandanumber,whichyousayis7.Ifthisisthecase,thenyourequirekeyMRN7.HereintheUK,anyrespectablelocksmithisabletocutMRNkeys,ashiscomputer-drivencuttingmachinehastheMRNprofilesrecord-edinitsdatabase.IwouldhavethoughtthattherewouldbealocksmithinWellingtonwiththe rightmachinery. If youcannothave thekeyscutinWellington,Icanhaveacouplecuthereforyouandsendthemout.”

FurtherquestionsidentifiedthecarasaJune1936 Fordor Model “CX” (C43760), whichThelma Semadeni of the North Island 8 &10 Enthusiasts’ Club, recognised as havingbelongedtoCletusO’BrianwholivedinSan-dhingham in Auckland. He has since diedandhis sonadvertised the car for sale.Cle-tusjoinedtheirClubin1986.

The restored Copenhagen-assembled Ford Junior De Luxe phaeton (�odel “CX�� tourer��, C�919�, now residing in Bavaria, Germany.

The informative dealer’s plaque from Odense, on the island of Fyn, a/s Fehr&Co.

Well, theguidance isprobablyrightand Gargoyle must be what weknowasMobilOiltoday,butIdoubtwhether Mobil can help you withdifferentgradesofoilquoted.

Jo Latimer’s eminently restorable June 19�6 �odel “CX��, which has been waiting five years for her baby to sleep so that she could start the restoration project in Wel-lington, New Zealand!

Page �0



Members’ Cars – Dave Durrant’s short rad

Itwassomewhatofasurprisetoseemen-tion of my previous Model ‘Y’ in the ’20yearsago’articleinissue180and,indeed,it is rather remiss of me to have been in-communicadoforsolongregardingmylastModel‘Y’acquisition.But20yearsagofeltabitrecentand,onlookingatmyrecords,seethatIboughtitin1984.Itwasindeedaverygoodlittlecar,whichservedmewellandreliablyuntilanunspeakablyincompe-tentwoman,driving lateandfast fromtheschool run, sideswiped it in1999. I thinkI sold the majority of the remains to JackSmithofGrimsby.

TheApril1933,FordorshortradModel‘Y’,NJ1347 (Y22328) ,came in tomyowner-shipin1997.For12yearsormoreithadpreviouslybeenownedbyBrianBaxter,whohaddonesomeworkonit,buthaddecidednottocontinue.Now,atthisstage,ImustconfessthatIcompletedtherebuildin2006andhavebeenenjoying‘Y’motoringsince,without informingthosewhoshouldbein-formed!Asisvisiblefromsomeofthepho-tos,signsofuseanddeteriorationarenowbecomingevident,particularlyintheenginecompartment. In fact, a test certificateand tax disc were first obtained in 1999,(whilst still in primer, and with no interiortrim.) Completion tooksome time,main-ly because my job had become extremelydemanding, which interfered considerably.Also the inevitable maintenance require-mentsofhalfadozenorsootheroldcarsinthecollectiontookitstoll.Happily,Ihadtheopportunityofearlyretirementin2005,soIstillhavenoexcusewhatsoeverforthelackofcommunication.

After I had trailered the vehicle home andgiven it a good inspection, it became ap-parentthatdespitemuchworkhavingbeendone, deterioration had set in again andsome rectification would be required. Theseatshadbeenre-upholstered,butthesub-jacent structure and springs were in poorconditionandneededcompleterevision.Itwasevidentthat,notonlywouldcomfortbecompromised, but they wouldn’t last longeither. The remainder of the interior trimrequiredreplacement.Thetyres,althoughunworn, were severely perished and allneededrenewal.Thewheelswereingoodorder, although one was from a later ‘Y’,with its different valve location. The scut-tleventwasboltedclosedandinvestigationrevealedsubstantialandextensivecorrosionbeneath, loss of water drainage channel-ling and complete absence of hinge andopeningmechanism.Thereweresomeoldrepair patches, some of which had beenweldedoverunsoundmetal,leavinganaw-fulpartial‘doubleskin’insomeareas.The

Dave Durrant’s very smart Fordor short rad, now painted an equivalent to Ford’s Orient blue with black wings.

The rear view of Dave’s shortrad showing the �odel “�� luggage rack, the sunroof and chromed water outlets.

Refurbishment was predominantlystraightforwardbut,withcertainexceptions,Ifoundrepairstothescuttledifficultintheventareaandhadtofabricatepartsofthedrainage channel, the hinge and openingmechanism. (I had by this time sold thesubstantive remains of the wrecked ‘Y’,unfortunately.) I incorporated additionaldrainageholesintothisareaasmypreviousModel‘Y’leakedinheavyrain(orwashing),but I am not sure my modifications havemade a significant improvement, but atleastthearealookssatisfactoryandtheventworksasitshould.Thewindscreenaperturelower corners also needed attention torestoreintegrity.Thewindscreenhingeareawasunsatisfactory-therewasnolonghingepresent, justa longbentmetalstripwhichallowed the screen to jump out readily if

doors were basically sound, but some ofthe window winding mechanisms were inparticularly poor order, with areas of frankdisintegration. The fabric of the roof hadbeenreplacedbyanicelyfittingalloypanelandImustadmittothinkinglongandhardabout replacing this, in viewof experiencewith my E83W van, which I’ve owned for40yearsandwhich, for the last20,hasabroadlysimilarnon-leakingaluminiumpan-el.Therewerenumerousoldrepairstothemudguards, some welded, some brazed,some filled, plus some lead loading. Theking-pinsneededreplacement.Theengineanddrivetrainseemedsound,andtherearaxle was from a later ‘Y’, but more of theengine later. Therewasevidenceofsomehighqualitychassisrepairandnofurtherat-tentioninthisareawasrequired.

Page �1The Ford Model Y & C Register


itwasopened. Iviewed thisaspotentiallydisconcertingonabumpy road, soanew‘repro’screenandhingewasobtainedfromDave Tebb. The black bodywork lookedoriginal and well weathered but, as workprogressed,evidenceofsubjacentdarkblueremainedinafewareas,mainlydoors,andit seemed that the vehiclehadbeengivena thorough re-finish in the distant past.Veryirritatingly,someoftheglasshadbeenpreviously scratched by the careless useof ‘wet and dry’ paper, and I have yet toremedythis.EarlyForddarkblueisinmyview a pleasing colour so the appropriate

shade (it equates virtually if not exactly toVauxhallOrientBlueifIremembercorrectly)wasmadeup.SoIsprayedthebodyshellblueandthemudguards inblack. Havingremoved the latter for repair, I got theimpressiontheyweremuchmoreawkwardtoworkon,ascomparedtothelaterdesign,in that there was no flat lateral surface toholdsatisfactorilytothebench.Therewasa lotmoredistortionthanwassuperficiallyapparent,buttheendresultwassatisfactory.Iused2-packpaint,notoriginalofcourse,but having previously used various otherpaint types, including cellulose for various

jobs over the years, I know which I nowprefer.

The reproduction Pytchley sunroof, as ad-vertisedthroughtheclub,wasanirresistibleifnotunwisetemptation.Ittranspiredthattheroofaperturewasratherlongerthanthekitwantedtofill,soalittlemodificationwasrequired, and I was perhaps over-obses-sionalinreplacingallthesunrooffastenerswithbrassor stainless steel items, in caseintrusive dampness produced corrosionand consequent staining to interior fabric.Ittookalongtimeandwastheonlypartofthe jobwhich inducedme toquestionmyrationale.Ofcourse,Inowavoidgettingitwetifatallpossible…….

External chrome was extremely poor dueto corrosion and the bumpers pitted, sothe latter are at present painted. The ex-ternaldoorhandles,alsoinpoorconditioncosmetically,somealsostructurally,neededreplacementandIfittedreproModelAparts(SaturnIndustries)whichareanearbutnotprecisematch.Theclubsuppliedmewitha repro ‘Ford’ grille badge of the correctshade, hubcaps and stainless steel wheel-nuts,amongstotherthings.

MywifeSue,whoisatleastasenthusiasticaboutold vehicles as I am,didamagnifi-cent job of re-trimming the entire interiorandre-coveringtheseats,overcarefullyse-lectedfoamlayersinsteadofthewornandrusty springs andwires. Havingused thismethodonvariousothercarseats, includ-ingothersmallFords,verygoodresultscanbeobtained,albeitofcourseattheexpenseofsomeoccultoriginality. Shealsomadethecarpets,whichperhaps Idon’tkeepascleanasIshould.

The car came with a black faced speed-ometer(isthatasitshouldbe?),palefacedammeter and fuel gauges, and an addi-tional and empty switch hole towards theleft,whichI’vefilledwithadashlightswitch.Thechokeknobandcablewerefromanal-ien vehicle. In the absence of an originalspare,Ireplaceditwitha103Epart,whichI had available, as the lesser of two evils.Examination of the ammeter showed it toworkwithnoobviouspotentialdeteriorationofinsulationattheterminals.Likewisethespeedometer,which I found laterwaspar-ticularlyaccuratebetween30and45mph,ascheckedbyGPS.

Havingexperiencedthedifferencesbetween6and12voltelectricalsystemsin‘vertical’FordsIdecidedon12butwantedtoretaintheoriginaldynamo.Alittleelectronicboxoftricksisavailabletoaccomplishthis(fromDave Lindsley Magnetos), with only minormodification to the dynamo wiring beingrequired.Theonlydisadvantageofthissys-tem is that slightly higher revs than previ-ouslyareneededtoinitiatecharge.

The excellent result of �ue Durrant’s skills in refurbishing the seats, the trim and making the carpets.

The dash board has a mix of black-faced short rad and white- faced long rad instru-ments and an unusual layout of choke, dash light and starter knobs. Note the added oil pressure gauge and indicator switch either side of the original steering column and wheel.

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Newwiringwasneeded,soIobtainedanewloom from Autosparks and fitted it, alongwithflashingindicators.Theseareoperatedviaamid-1930’sMorris8switchandsteer-ingcolumnstalk -awellmadepartwhichdoes not look out of place. At the front,indicators are scuttle mounted with 21wbulbs in period additional sidelamps, justabovewherethetrafficatorswerepreviouslysited. Attherear, Iusedtheopportunitiesof regulations pertaining to older vehiclestouse red indicators in the rear ‘porkpie’ST38 lights, insteadofstop lights,andre-taining the single central stoplight whichseems bright enough for following driversto take notice. I did not feel enthusiasticaboutdrilling andmounting lampson therearmudguardssobracketsweremadeupfromspare ‘E93A’typeengineradiusrods,whichcouldhavebeenmadeforthejob.

I decided to fit a luggage rack which I’dsalvaged from an extremely decrepit andotherwise unsalvageable Model ‘Y” in the1970s.Thisnecessitatedare-mountofthenumberplate,andtheopportunitytousealittlerear/numberplatelampofsuitablevin-tagewhichI’dhadforyears.

Thepresenceofahydrostaticpetrolgaugemeansonelessminorcomplicationina12voltconversion-offset,ofcourse,bygettingthefuelgaugetoworkinthefirstplace.Newcapillarytubingwasobtained,andsomere-placement fluid, fromSaturn Industries. Icleanedandrepairedthegauge,whichwasfortunatelycomplete.Thetankunitwasinpoorconditionandcorrodedbutrespondedwell torepairof thecorrosionandrestora-tion of the tubes. The ensemble workedsatisfactorily,ifnotentirelyaccurately.Ihavenotbeenabletogetittoread‘full’whenitshouldandthereadingistemporarilyaffect-edbychangesinambienttemperature,butdoessettledownandgivesasatisfactoryin-dicationofthefuellevelwhenlow,whichisthemostimportantarea.Oneirritationwasthat,afteracoupleofyears,thefluidgoespale–presumablyacceleratedbyexposuretosunlight–andevaporatesslightly,leavingsomeresidueinthesighttube.Myscuttleventiseasilyremovablewhichenablesmetoremovethesmallcoveroverthetube,cleanit with a pipe cleaner, and top it up fromabovewithcomparativeease.Howeverthelossofcolourismoredifficulttorectify.Re-placementofthefluidonaninfrequentbutregularbasisseemstheefficientoptionandmylimitedexperimentswithvariousdyestorestorecolourhavebeenunsuccessful.Thefueltankwasfreeofleaks,butaftercleaningitoutasbestIcould,itseemedprudenttouseaninternalsealer–anditdoesreducethechanceofcrudbecomingdetachedandimpedingfuelflowsomewhere.

IregretthisModel‘Y’isn’toldenoughtohavetheepicyclicsteeringbox,butdoeshavetheearliertypeofsteeringwheel,hornknob,andcolumn,whichIthinkisaniceandadistin-

guishingfeature.Freemovementattherimwas excessive and I found that some of itwasduetothedroparmbeinglooseonthesteeringbox.Iseemtorememberthisjointonmyprevious‘Y’wassplined(itcertainlyisonlater‘uprights’)buthereitisaWoodruffkeyandtaper.Thisofcoursemeansthat,if the taper becomes slack, this small keyisall thatkeeps thesteeringoperativeandtransmitsallthesteeringwheeltorque.Fail-ureatthispointwouldbecatastrophicandIdonotlikethiselementofdesign,soIkeepabeadyeyeonit.Shouldthesteeringboxgivetroubleinthefuture,I’vehadthoughtsaboutgrafting theearly ‘Y’ columnon thelater type of steering box, which is a littlelowergeared,whichIthinkmaybeadvanta-geous,andwhichshouldonlyhave1”slackattherim,ifingoodorder.Havinglookedattherelevantparts,Isuspectitispossible,althoughIcanseecertainproblemswhichwillneedcarefulthought.Hasanyonetriedit? The standard ‘box, as fitted, with eve-rythingelse ingoodorder,givesaround2½inchesfreeplayat therim,which isac-ceptableundertheregulations.Myprevious‘Y’hadsimilar slack,and thesteeringwasvague,sufficientlysothatImadeaPanhardrodoutofacut-downE493Atrackrodandsome fabricatedbrackets,which improveditconsiderably. Thispartwaswellbent intheprang–IdidtakeitoffandImusthaveit somewhere – but I was extremely andpleasantlysurprisedtofindthesteeringonthisearlier‘Y’muchmorestable,suchthatI do not think any modification necessary.Iamcertainthatalltheothercomponents–bothfrontandrear-arecomparableandingoodorder, includingdampers,so Iamata loss toexplain this. It feels,perhaps,that there is increasedcastorangleonmypresent ‘Y’. Wasthischangedatanytimeinproduction?

I was similarly pleased with the brakes,whichhadbeenre-linedbeforemyowner-ship. Themodernmaterialsareoftennottoogood inolderunassisted systems,butwhatever is fitted (its not the old asbestosfabric type linings)does the jobwell and Icanget60%orsoonmyTapleyonagooddryroadsurface,whichIconsidereminentlysatisfactory. Timewill tellon lining life,ashigh friction can compromise longevity ofcomponents.ThebrakesarebetterthanIrememberontheprevious‘Y’,but,despitemuchattentionandadjustment,thepedalisrathermore‘springy’.Not,however,enoughtobedisconcertingortoraiseanyconcernat MOT. An experienced engineer friend,who is familiarwith thesystemandwhoseknowledgeof thesematters isencyclopae-dic,tellsmethatitispossibletomodifythemechanism and improve it, without fittinglaterparts,butIdon’tthinkIreallyneedorwanttodothis.ButIwouldpreferthelatertypeofhandbrake lever; thisearlier type issignificantly more awkward to use. Now,foraslightdiversion,doesanyonestilluseathinapplicationofpineresinonliningsto

getaverytemporarybutmarkedincreaseinbraking?I’veneverhadtousethis,butwastaught it many years ago for augmentingAustin7brakesforMOTpurposes. Thereisadramaticbut very temporary improve-mentbut,whentheeffectwearsoff,whichisrapid,thebrakesareworse!

Thedampersareoftheroundbodiedtype,of ‘Luvax’ appearance and, on inspection,devoidofafillerplug,althoughareadjust-able.Beingcuriousatthesebeingnon-hy-draulic,withwhich I havemore familiarity,I found that I could not readily dismantleone – I thought discretion the better partofvalouras thecasings lookedrathercor-rodedandfragile.AsfarasIcanascertain,theyarebasicallyfrictiondamperswithad-justmentbeingeffectedbyincreasingcom-pression through an internal hard rubberorlatex-typefilling.Irrespectiveofmynotbeingabletofindoutexactlywhattheop-eratingmechanismwas, theyallworkwellenough.

The engine is of the twin water inlet typeandstartsreadily,asindeeditshouldon12volts,andwassaidtohavebeenre-ringed.I fittedanaircleaner(ex-late1930sAustin8or10),usinganadapter,whichI’dmadeforanothersidevalvemanyyearspreviously.I also fitted a bypass oil filter, as fitted onsomelatermodels.Theengineworksandpullswell, indeed farbetter thana7Y thatIdroverecently,albeitwithslightexcessofmechanicalnoisewhencold,whichIthinkisprobablymildpistonslap.Itsoonlargelydisappears.Thereissomeexhaustsmokewhencold,butlittlewhenhot,andnoexcessblow-byfromthecrankcase.Ingeneral,thisisallquiteacceptable.IvaluethepresenceofanoilpressuregaugeandsoIfittedone.Isoonnoticedthatpressurebuildupwasalittlesluggishanderratic,particularlywhencold, and thegauge sometimes showedadownward kick, particularly on left handbends.Thisbecamemorepronouncedandfranklydisconcertingwhentheoillevelwasgettingtonearerthelowmark.Ihavecomeacross this before on these engines andusually indicates disintegration or absence(often due to mal-assembly) of the thickgasket at the topof theoil pump shroud,sometimes but not always associated withsludgeandpartialobstructionofthescreen.In the late1960s,when I firstusedsome-what later sidevalve Fords, often in ratherspirited fashion, I noticed how easy it wasto induce lossofoilpressureon lefthandbendswhentheoillevelwassomewhatlow– indeed, itcanbeanearly indicationthatatopupisrequired.AllthesmallForden-ginesofthe ‘Y’designandthe ‘E93A’typederivativeshavethisquirk,whichisofcourseduetotheoilpumpandpick-upbeingontheextremeleftsideofthesump.Itshouldnotofcoursebesignificantinnormaldriv-ingbut,onthisoccasion,thetendencywasmarkedandfranklydisconcerting.SoIre-movedthesumpandfoundthatindeedthe

Page ��The Ford Model Y & C Register


oilpumpshroudhadbeenfittedwithoutitsgasket. Thepumpscreenwas reasonablyclear,butsignificantsludgewaspresent inthesump.Withmattersrectified,asteadyoilpressureismaintained,andspeedierleftbendsdonothave tobeaccompaniedbydistractingglancesatthegauge.PressureisperhapsnotquitewhatIwouldlikewhenidlinghot,butotherwiseacceptableatover20psi.Intheabsenceofanyotherabnor-malsoundsorbehaviour,Ishallleavethingsastheyareforthepresent.Sofar–around1000milesinthelast2½yearsorso-thevehiclehasbeenrelativelytroublefree,withonlyslightbrakeadjustmentrequired.Theonlyuntoward itemshavebeen the failureofthebrakelightswitchandashortspellofpoor running and starting, which was dueto inadequate electrical contact betweenthedistributorbodyandcylinderhead.Alleasilyrectifiableand,althoughIlikeandex-pect reliability,suchminormattersarenotentirelyunrealisticafterasubstantialrebuildandfirsttimeontheroadformanyyears.Iam,indeed,wellpleased. The standard Model “Y” twin water inlets engine showing the additional air filter, a by-

pass oil filter and the Dave Lindsley Magnetos,12 volt conversion box of tricks attached to the battery box.

Keeping track of ‘Y’s Down UnderBy Bill Ballard

We had 32 Model “Y”s extant in AustraliawhenI lastwroteinthisseries(Issue171).Duringthepasttwoyears,therehavebeenno “new discoveries” but, like the prover-bial phoenix, one vehicle that was consid-eredtobe“dead”(Y27495,a1933“Shortrad”sedan)re-appearedoneBayacoupleof times. The vendors on each occasionlivedinBrisbane,Queenslandandthefirstpersonpostedpicturesofthecarinanap-parently restorable condition (Photo 1).Onemustrememberthatthiscarhadbeenburntoutinabushfiresomeyearsprevious-ly.Beforeadvertisingit,thesecondperson,Paul Campbell, contacted the Y&C Regis-ter,whoputmeon tohim. I spentmanyhours corresponding with Paul, trying toconvincehimthatwewoulddoeverythingwecouldtoassisthimtorestorehiscar.Hehadacquireditminussomeimportantpartslike the axles and engine, which were notimpossible to replace, but might be quiteexpensivetoacquire(particularlytheaxles,whichmighthavehad to come fromNewZealand).Ipersuadedhimnotto“hotrod”it, but he “threw in the towel” and put itsremainsbackoneBay.Hispicturesshowedthebodyshellsittingona“foreign”chassis,theoriginalbelievedtohavebeenscrappedbythistime.Aswenormallytakeavehicle’sidentityfromitschassis,Inowconsiderthiscar“beyondredemption”andhavestruckitoff.

A car that was exported to New Zealandseveralyearsagohasnowreturned,withitsowner,toQueenslandwhereitoriginated.Itisthesplendidblueandblack1934“Longrad”sportsroadster(Y83548)belongingtoGavinWelch. WhenGavin livedonBribieIsland, north of Brisbane, he participatedonanumberofrunswiththeFord8&10Sidevalve Club of Queensland (“FEATS”)(Photo2),butnowthatheandthecarhavemovedupthecoast(toRockhampton,I’mtold),ithasnotbeenseensooften.

Sowenowhave33Model“Y”sonthebooksinAustralia.

JustoneModel“Y”haschangedhands inthepasttwoyears.GregRiceinBendigo,Victoria is believed to have sold his 1934orientblueandblacksedan(Y83414)toadealer inSydney,who subsequently re-ad-vertised it on eBay. It has now been ac-quired by Jim Cooper of Winnellie, nearDarwin in the Northern Territory, who hasgiven itaverygoodhome(Photo3). Jimhas an extensive collection of Ford V8s,mainly roadsters, coupesandutilities, andtellsmethattheModel“Y”ishisonlysedanandhisonlyfourcylindercar!

CurrentlythereisanotherModel“Y”sedanon the market, the cream 1933 short radsedan in Adelaide, South Australia, whichhasbeeninthesamefamilyfromnew.Now

inthecustodyofRossChiswell(sonorson-in-law of the original owner), it had beencompletely stripped down and work hascommencedonitsrestoration.Rossgotasfarashaving thewheels fully-restoredandpaintedcream;rebuildingtheengine,gear-boxandfrontandrearaxlesandsandblast-ing and undercoating the bodywork (seefrontcover)beforehedecidedtoput itonthemarketat theendof2009. Ross toldme this car has chassis number Y27161andbodynumber19-S240.

Interestingly, this puts Ross’s car on theproduction line at Dagenham immediatelybehind the car (Y27160) that Wayne Rob-ertsonisusingasthedonorforhisphaetonproject.Unfortunately,pressureofworkhasmeantWaynehasn’tmadeanyprogressoneitherthisprojectorhissister’s1934sedan(Y83470)inthepasttwoyears.

Otherrestorationprojectsthathavestalled(hopefully,onlytemporarily)areTerryKeene’sextremely rare 1934 coupe (Y47202) andRichard Flashman’s 1937 ex-U.K. sedan(Y186654),“Buccephalus”.

After a break of three years, working inKarratha, some 1,500kms north of hishome in Perth, Western Australia, DerekWilsonhasreturnedandgotstuckintohisveryrareredandcreamlongrad“Y”road-ster(Y48703),whichisnotfaroffcomple-tion. At theendof2009,hehad installed

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theoverhauledengineandgearbox,setthebrakes,ad-justedtheclutchandinstallednewshockabsorbers.Hisnextjobwastohaveagoatthewiringloom.

Anotherroadster,thegreenandblack1933“Standard”specimenthatwasformerlyownedbyBernieBridleandisnowownedbyKenandKarenCodlinginSydney,NewSouth Wales, has received major attention to its rearbodytubandhasbeenresprayedalloverinolivegreen(Photo4).ItwasoneofthreeModel“Y”stoattendtheNational Sidevalve Rally in Nambour, Queensland inMay/June2009,equallingtherecordsetatthe2003Na-tionalRallyinNuriootpa,SouthAustralia.Theothertwoparticipantswerecarsthatwere importedintoAustraliasecond-hand,namelyJennyBone’sex-U.K.1934ShortradTudor(Y36169,theyoungestinexistence)(Photo5)andRodCripps’ex-NewZealand,electricblueandblack,1936LongradTudor(Y121438)(Photo6).AsrelatedinIssue179(Jul-Aug2009),theCodlingsweretowalkoffwithprizesfor“Bestconvertible”and“BestPre-warcar”athisevent,andRodwon“BestMale”intheperioddresscompetition.

Apartfromthesethreecars,andGavin’sroadster(men-tionedearlier),theonlyotherModel“Y”I’veseenorheardofontheroadinthepasttwoyearshasbeenBernieBri-dle’sdarkblue1934Longradsedan(Y48233),buteventhenithasonlymadeoneortwoforaysfromhisgarage.On1stMarch2008hedroveittoGeelongandplaceditondisplayintheFordDiscoveryCentreforamonthwithothercarsbelongingtomembersoftheF.O.R.DClubofAustraliaInc.(“F.O.R.D.C.A.”). Hecollectedit on5thApril(Photo7). Its latest foraywason27thDecember2009,whenhebroughtittoTheAustralianY&CSyndicate’sannualChristmasmeet,heldjointlywithF.O.R.D.C.A.at WilsonBotanicalPark,Berwick,Victoria.

Regretfully,nootheractiveModel“Y”scometomindinthispartoftheworldandit’scometothestagewheretheAustralianpublicreallyaresurprisedtoseesuchacaratashoworonacarclubrun–manyhaveneverheardoftheModel“Y”before!BillBallard

Pihoto1: ��95 as advertised by the first Brisbane vendor in �ay ��8. As can be seen, it still had its original chassis and axles at this stage, but the axles were to be acquired by �&C �yndicate members for their �odel “�� projects

Photo �: Gavin Welch’s lovely blue and black 19�� roadster is admired by members of FEAT� on a club run in ��8. (Photo: Ray Perrin��.

Photo �: The Codlings’ newly-restored 19�� roadster at Wappa Dam Reserve, near Nambour in Queensland, during the National �ide-valve Rally in �ay ��9.

Photo �: �8��1� safely en-sconced in Jim Cooper’s private Ford museum near Darwin, Northern Terri-tory. (Photo: Jim Cooper��.

Photo 5: Jenny Bone’s late short rad Tudor leans at a precarious angle at the parking ground (you couldn’t re-ally call it a car park!�� at the Eumundi �arkets in Queensland, during the ��9 National �idevalve Rally.

All three �odel �s that attended the ��9 National �idevalve Rally are seen parked with other pre-war cars at the Com-bined Coastal Car Clubs’ ground at Cooroy, north of Nambour, Queensland on ��th �ay ��9. Rod Cripps’ Tudor is nearest the camera. (Photo: John Rimon��.��



Reminiscences of my Early Life in Ford

A.E. ( ARTHUR) REDFERN JANUARY 1944 TO FEBRUARY 1948 – Part 2

In issue 182, we left the young Arthur (14½ years old) in the Parts Department at the Ford Motor Company in Dagenham:-

Inthesummerof1944,theforemantoldme that Ihad to report to thePersonneldepartment.Hetoldmehedidnotknowwhy so Iwasnaturally concerned. Withsixmonthsmaturityundermybelt,Idon’tthink I had the raw courage that I hadwhenI initiallycomplainedaboutthe jobshortlyafterIhadstartedwork.However,my apprehension turned to being bothpleased and also, I suppose, with a cer-tainamountofpuzzlementbecauseIwastold that I was to join the Personnel de-partment as theirOfficeBoy. WhenI asked about theTrade School andan apprenticeshipin the factory, Iwas told that indue course thatwouldbereviewed.Eventually,Idecid-edasuitandofficework was more tomyliking.

I went home thatevening and toldmyparents.Ialsotold my motherthatIhadtowearabluesergesuitanda white stiff collar.My mother thenhadtotakemeoutat the weekend tobuy the necessaryclothing. Apartfromthecostoftheclothing, I wouldthink my motherwas pleased; nolonger would shehave to fight myoil soaked bootseveryeveningwithCherryBlossom’sbestandnomoreoverallstokeepclean.

The Personnel Manager at the time wasanoldfashioned‘HireandFire’man,whowielded great authority. People in thosedayswerenotjustinaweofhim,hisverypresence actually frightened many, suchwas the discipline and the style of Ford

management at that time. Whilst thestyle of management was very much in-fluenced by Ford of America, there wasalso a very strongbandofmanagementofex-TraffordParkManagerswhomovedsouthwhentheDagenhamplantopened.AsIlookbacknow,Iwouldcallthemthe‘Manchestermafia’.

MyentryintotheofficesideoflifeinFordwas an eye opener and the experiencegainedheldmeingreatsteadallthroughmyworkinglife.Thisperiodalsomademerealisethatmyeducationwassadlylack-ingandIpromptlystartedeveningclasses,ornightschoolaswecalleditthen.This

formofeducationthoughcouldneverre-place lostschooling,but ithelpedat thetime.

DuringmytimeinPersonnel,Ilearntsucha lot soquickly, therewasalways some-thinghappening;somuchtodoasanof-ficeboyand,whilst toacertainextent, Iwasatthebeckandcallofeveryoneinthedepartment, I was certainly enjoying the

job.Therewere11staffemployedinthemalesectionofthedepartmentincludingthe Manager and, if my memory servesme correctly, there were about 14,000employeesatDagenham.TherewasalsoasmallfemalePersonnelsection,butthissectionoperatedasanindependentunit.

Inthelatterpartof1944Fordworkersde-cided to strike to force the Company torecognise their right to join a Union. Itwas the first strike since 1933. I do re-member thestrike verywellbecause thetelephonerangand,as itwasacontinu-ous ring, everyoneknew itwas from theCompanyChairman,SirRowlandSmith.

Normally there wasnoneedtoanswerthephone because thePersonnel Managerwould automaticallyanswerit.However,onthis occasion he wasout of his office and,asIlookedaroundformoreseniormemberstoanswerthecontinu-ous ringing ‘phone,theyallpointedtome.Fortunately for me, itwasSirRowland’ssec-retary and I acceptedthe message for theManager to ring assoonaspossible.Alltheseniorsecretar-iesinthosedaysweremale which was athrowbacktoprewardayswhen therewereveryfewwomenwork-ing at Dagenham,evenintheofficesandtypingpools.

Shortly, after the tel-ephone call from Sir

Rowland,agroupoffactoryworkerscameintotheofficedemandingtoseetheMan-ager. As Iknewhewasn’t inhisoffice, Iasked them if anyone else could help.Inmynaivety, I lookedaround theofficeforassistance,only to findeveryonehadgonetogroundandIwastheonlyoneleftinthewholedepartment.Itwasobviousthattheyhadallknownwhatwasdevelop-ingandhadvacatedtheofficestoavoida

A young Arthur Redfern (standing) with his first car, AAR 723, a 1934 Tudor, shortly after completing his National Service in the 1950s.

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confrontation.The ‘Union’menwerenotbestpleased.Theycertainlydidnotwanttotalktome!

Immediatelyafterthestrike,changesweremadeinthewayFordconducteditsaffairswiththeworkforce.ThePersonneldepart-mentassuchceased toexistandanewdivision was created called the LabourRelations Division with a new manage-mentteam.Also,aNationalJointNego-tiatingCommittee(NJNC)wasformedofwhich over 20 Unions were represented.NolongerdidIhavetogototheFactoryServiceOfficetocheckifanapplicantforajobhadaknownrecordofbelongingtoaUnion.Ford’sstanceagainstanyformofTradesUnionrecognitionwaswellandtrulyover.

GraduallyanairofchangewasbeginningtodriftthroughthefactoryandIremem-berquitewellthataftermostoftheUnionversus Management problems had beenresolved,onesetofmonthlyminutesre-cordedwhetherthepriceofamugofteashouldbeincreasedby1/2d.MinutiahadcertainlyenteredthehithertostrongFordmanagementwithavengeance.

As it was becoming obvious that theendof thewarwas insight, theCompa-ny’s thoughtswere turning to producingcars again. I suspect it was also thesethoughtsthatpromptedtheUnionstoactwhentheydid.

Ford eventually returned to producingcars, vans, trucks and improving theirtractor base and, although immediatelyafterthewaradministration,systemsandassembly operations were still geared towar production, they were at least mak-ingastarttowardstheopportunitiesoftheimmediatepost-warperiod.

ThefirstmajoreventwasanewFordtrac-tor which came off the assembly line inthespringof1945andbyMayafewcarswere appearing on the assembly lines.Initially,thiswastheprewarstyledAngliatobefollowedafewmonths laterbythePrefect. There was also brisk activity inbuildingnewenginesand reconditioningoldones.Ittookmanyyearstosatisfythedemandfornewcars.ManyFordDealersdid not want to be involved selling usedcarsand,asaresult,usedcarsellingsitessproutedupallovertheplace.

Apart from the ‘Shake Out’ in the foun-dry, the engine reconditioning line wasthedirtiest job in the factory,particularlythe stripping and cleaning section. Itwasalsoanexcellentprofitearner,which

I later learned about during a workingspell in Cost Accounting after I had re-turnedtotheCompanyfromcompletingmyNationalService.AsIamsuremanywill remember, the old 8 and 10HP sidevalveenginesonlyhadalifespanofabout40,000milesasopposedtothe100,000plusofamoderndayengine.

As the post war expansion began, soalso was the requirement for increasedlabour. Men started to drift away fromtheMinistriesandwar timeoccupationalemployment,so thehiringrategraduallyincreased.Demobilisationandreinstate-ment from the Forces also started andgoodjobsweretobehad.Oftenthough,itwassometimesquitedifficultforoldem-ployeesreturningfromtheForces,toac-tuallybereinstatedintheiroldjobs.Thiswasmainlybecausetheyhadeitherbeencommissioned or had held a high non-commissioned rank. In consequence, itwasfeltthattheiroldjobwasinadequateby comparison to their military achieve-ments. It has to be said, however, thatmany were prepared for this and werequitehappytoacceptthesituation.Ford,ofcourse,hadtoreinstate themandso,wherepossible,otherjobswerefoundforthem.Therealheartacheoccurredwhensomeoneofcommissionedrank,whohadnot been previously employed by Ford(indeed, some applicants had not beenemployedatallpriortothewar)wasbe-inginterviewedforpossibleemployment.Depending on the job availability at thetime of interview, Ford would invariablynotemploythemforcertainunskilledjobsin the factory,even though theapplicantwas quite prepared to knuckle down forthis and desperately wanted to be giventhe opportunity. The under Manager inthe Personnel department (one of theFord Manchester Mafia) at the time wasquiteintransigentinhisassessmentoftheapplicant.Theseoccasionswerehardtotake,notonly for theapplicant,butalsobyme,aninexperiencedofficeboy.ThetimewhenIwasintheinterviewingofficeandwasprivy to theconversations, I feltforthemandeventodayasIwritethis,myfeelingsatthetimeremainthesame.

During this period I often had to takeskilled and potential management em-ployeestobefurtherinterviewedbySen-iorBuildingandDepartmentalManagersinvariouspartsofthefactory.IamratheramusednowwhenIreflectthatoccasion-allyIwasaskedwhetherFordwasagoodcompanytoworkfor,whatwerethework-ingconditionslike,etc.ConsideringIwasonly15/16yearsold,tobeaskedformyopinionsmademefeelveryimportant.

On these longwalks through the factoryandsomeofthemcouldtakeatleast30minutes,particularlyifitwastothePowerHouse,Iwasoftenaskedquestionsaboutthe factory so Idecided to “fact find”. Isupposeithelpedsomeoftheapplicantswithpre-interviewnerves,thoughthatwassomething I did not realise at the time.SomeofthefactsIusedtotrotout,whichIstillrememberquitewellare:

ThefactorywasbuiltaccordingtoHenryFord’ssimplerulethatallplantshadtobebuiltadjacenttoawaterfront.TheDagen-hamsitesome15milesfromLondonwas,atthetime,inoneofthebusiestshippinglanesintheworld.

Thejettywas1/3rdofamilelongandover50ftwide. Itwasthe largestprivate jettyanditwasbigenough,iftheThameshadbeendeepenoughatfulltide,tohousethetwobiggest linersoftheday,TheQueenElizabethandtheCaronia.

If itwasaniceday, Iwould take theap-plicantsoutsidetowalkalongsidethejettyandonewouldoftenseethefamousoldThamesbargeswiththeirequallyfamousoldredsails.Partofthejettywasdoubledeckedand itwashere thatvesselsdes-patchedtheircargosof ironoreandrawmaterials. The unloader cranes on thejettywerenearlyon level termswithNel-son’sColumn.

The power house pumped literally mil-lions of gallons of water every day fromthe Thames which was used for coolingthe turbines. The turbine blowers alsosupplied air to the blast furnace; and allsurplus electricity, which was consider-able,wassoldtotheNationalGrid.

Alongside the blast furnace was the gasproducingcokeovensandgasholder.Aswithelectricity,allsurplusgas,againwhichwasconsiderable,wassoldtothenearbyBeckton gas works. Other by-productssuch as tar, ammonia and benzyl werealsosold.

The blast furnace was quite unique be-causeitwastheonlyoneintheBritishMo-torIndustryandproducedtonsofmoltenmetaleverydayforthefoundry.Itiswellworthmentioningatthispointthathavingitsownfoundry,blastfurnace,cokeovens,powerhouseand,indeed,therollingmill,etcwasatremendouslybeneficialfactorinenablingFordtoproducecarsatalowerpricethanothermotormanufacturers.

AsIwriteandreflectonthesememories,Iconsidermyselftohavebeenveryluckytohavehadsuchajobatthetimeofsuch



a transformation involving so many changes in the structure of the Company as itmovedforwardfromwartopeace.Nobodybeforeoraftermecouldhavehadthevir-tualfreedomtowanderaroundthefactoryasIwasabletodo,bothwhenIwasinthePartsdepartmentandtheninPersonnel.InfactIsawdepartmentsinthefactoryandmanufacturingoperationsthatthousandsofemployeesneversawinalifetimeworkingthere.IhavetoadmitthatmuchlaterinmyworkinglifeatFord,IwastoldthatIwasknownastheboyinthebluesergesuitwhowalkedaroundthefactorywithapieceofpaperinhishand.Ofcoursetoo,ImetmanyveryseniormanagersfromSirPatrickHennessydownwards(thiswasnotedinapreviousarticlebySamRoberts)whichwastoholdmeingoodsteadinlateryearsafterrejoiningtheCompanyaftermyspellintheArmy.

Imightalsoaddthatthefoundrymeninthe‘ShakeOut’alsoknewmebecausetheyalwaystriedtosendafewsparksinmydirectionasIwalkedclosetotheirareatoseetheFoundrySuperintendent.

InSeptember1945HenryFordresignedfromthePresidencyforthesecondtimeandhisgrandson,HenryFord II, tookoverhavingbeen released from theForces early.HenryFordIwouldthenhavebeen81yearsoldhavingtakenoverthereignsagainafterhisson,Edsel,diedin1943.

TwoyearslaterinApril1947HenryIdied.HisdeatheventuallybroughtaboutmanychangesinthebasicprinciplesoflifeinFord.Forexample,therewasagreaterrelaxa-tioninsmokingrules;theSportsClubwasgivensomefreedomonSundaysandoneofthemostimportantchangeswasthatalcoholwasallowedintheSportsClubandabarwasbuilt.AtleastthismeantthatvisitingteamsenjoyedplayingatFord’s.AtthetimeIwasplayingforFord’sMinorsandlaterFord’sJuniors,adecisionIreallydidn’thaveanycontroloverbecauseafterIhadjoinedthePersonneldepartmenttheManagerinstructedmetoreportforatrial,withthewordsthatifyouworkedforFordyoualsoplayedforFord!

Oldoutdatedrules,whichhadstoodfordecades,wereabolishedandanewphilosophyofmanagementwasintroduced.EvenalcoholwasavailableintheDirectors’luncheonroomwhenentertainingguests–butnotinanyotherdiningroom.

Arthur’s January 19�6 Tudor “CX��, C�1��, photographed outside Bramhall Hall, near �tockport.��

In 1947 the new Labour Relations Divi-sionhadnoneedforanofficeboyassuchand,asconscription formewasnot toofaraway, Iwas transferred toProductionPlanningasaJuniorClerk.Itwasthefirstfullyearofpeacetimeproduction;clearlyitwasthereforeaninterestingdepartmenttobeinandwasyetanotherstageinmyworkingknowledgeofFordoperations.Itwasalsomanagedbyanothermemberofthe‘ManchesterMafia’!!

My mind, however, was really tuned into joining the Army and, to be truthful,I couldnotwait to join up. Eventually Ireceived my call up papers in February1948.IdidreturntoFordaftermyArmyServiceandwaswiththeCompanyforatotalof25years,receivingexperienceandcommercialtraininginverymanydepart-ments.For15yearsIwasinSalesOpera-tionsbeingresponsibleinvariouspartsofthecountryasarepresentative,andthenlatterlyasaDistrictRepresentationMan-ager, before taking up an appointmentandmanagingaFordMainDealerGroupforthenext20years.

Inconclusion,eventhoughIwasborninManchester and am proud of my Man-chesterroots,itdidnotpreventmyagree-mentwiththestrongfeelinginthefactoryatthetimeregardingtheManchesterbornmanagement.

Transverse orque - Ford Y and C Model Register...Tel: 01244 676856 e.mail: [email protected]...

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Transcript of Transverse orque - Ford Y and C Model Register...Tel: 01244 676856 e.mail: [email protected]...