North Norfolk

Classic Vehicle Club

The magazine for vehicle enthusiasts

Classic - Collectable - Unusual

Issue 12 - Winter 2009

2
 Chairman’s report - SEPTEMBER 2009
T he end of another successful
club year, would you believe
it. Winter is time to sort out those
odd gremlins with our motors and
get ready for the excitement of
spring and chance to get out and
about.
Club membership has continued to
grow, but what has not continued
with that growth is the growth
in the number of articles which
are supplied to editor Roy. Since
the inception of our club would
you believe that all of the articles
supplied have been written by
just 20% of our total membership.
Does this suggest that the club
magazine is not an important item
in the minds of most club mem-
bers. Or is it more likely that you
put off writing an article for one
reason, or another. Put simply most
classic car drivers have something
to write about even if they think
otherwise. Some really good items
have come from members who
have picked up the baton having
written nothing before for any pub-
lication. Roy is passionate about
producing a good magazine, please
support him and get writing. He
will accept longhand articles, (we
have members who will type these
up) or send to him by email. There
is no point him scratching around
for each issue, let us now pull
together and keep him in print for
years. One hour is all you need.
He would be overjoyed to have a
Cover Photo
Jim’s 1968 Morris Traveller
library of articles to draw from.
That is the business bit out of the
way. What else do I need to say?
At all of our events club members
get together and chat, at indoor
events it is the same, this is a very
pleasing thing as membership of
the club should give us all exactly
that. We all need to remember
though that new people join the
club, they may feel on the edge
when first attending events. The
involvement of all members at-
tending events is so necessary for
everyone. Each of us can help out
by being on the lookout for a new
face and making them welcome. I
see this happening within the club
and long may it continue.
I hope that you have had as good
a year within the club as I have
had. I look forward to our club
events in 2010. Oh Yes the first
major event which you might wish
to work towards is the St Georges
Day on Sunday April 25th, if you
can bring your motor along and
join the run great, if you cannot
then please come along and help us
on the day, your help will be vital,
whether you can spare us a couple
of hours, a morning, or the whole
day.
Happy Christmas and a Prosper-
ous New Year.
Geoff
3
Secretary’s Jottings We are no fast approaching the
Third Annual General Meeting
W hen the Steering Committee
started out in November and
December 2006 we thought that
so I am taking this opportunity
of publishing the formal notice as
required by the Rules and Constitu-
if about 45 to 50 of those who had tion of the Club. Should you want to
shown interest joined we would propose any changes to the Rules &
have sufficient numbers to run Constitution please let me know in
a club – as it happened 51 full writing before 11th January which
members joined up at our inaugural is the date of our next committee
meeting on January 22nd 2007 – so meeting. Please remember that
we had a club ! As I write we now you do not have to own a classic,
have 168 full members and others collectable or interesting vehicle to
are applying to join all the time. belong to the Club. If you have an
If you take into account all the interest then that is good enough.
spouses, partners and children who
are associates we must have over Please do not forget the dress
500 members. As to the number of code when we have meetings at
classic, collectable or interesting Sheringham Golf Club – no blue
vehicles owned by our membership denim jeans or trainers.
we are not sure but it has to be
well over 300. I believe that my At this time I would like to thank all
fellow officers and committee have our Advertisers without which the
delivered on our original promises magazine would not be viable.
to provide a range of events, runs
and shows to suit every one’s taste. May I wish you all a Prosperous and
Particular thanks are due to Geoff Happy and Healthy New Year
our Chairman and Rex our Mem-
bership Secretary and Treasurer Roy
who both work tirelessly on our
behalf.
Committee Contacts
Chairman/Events Geoff Jones 01263 860676
Vice Chair Christine Sparrow 07796 593461
Secretary Roy Beckley 01263 837619
Treasurer/Membership Rex Chipp 01362 688814
Events Norman Fuller 01263 825501
07740816294
Disclaimer:
Please note that although every care is taken, the North Norfolk Classic Vehicle Club (The Club) accepts no responsibility for the return of photographs
or other material submitted from contributors. Care is also taken to ensure that the contents of all our publications are accurate but the club cannot accept
responsibility for any errors that may occur for the statements or views that occur editorially.
Whilst care is taken when accepting advertisements, if in doubt readers should make their own enquiries. The Club cannot accept any
responsibility for any resulting unsatisfactory transactions. Nor shall the club be liable for loss damage or injury to any
person or property acting on information contained in the Club Magazine or any other Club Publication or the

4 Club Web site. The Club will however, Investigate any written complaints which they receive

Motoring in Print.
By Brian Thompson.
T his summer at Weybourne
station on the North Norfolk
Railway I bought three sets
of old Motor Sport magazine
spanning 1959-61. Being born
in 1961 I can just about say that
this period of motoring history is cars. The Girling ad loudly pro-
before my time! The main reason claims “43 firsts in 1958 Grand
for purchase was to find old
advertisements for early ‘spe-
cials’, the ancestors of today’s
kit cars, which is a subject I find to Girling Disc Brakes’. Then
fascinating. Sure enough there
were ads for ‘The “Convair”
Ford 8/10 Conversion, Austin
7 specials such as the ‘Super’,
‘Cadet’ and ‘Falcon Mk1’, the
Falcon Mk2, Ashley Laminates
1172 body and many more
interesting self build cars such
as the AKS Continental, but the
surprise was how interesting all
the magazines were as a record
of general motoring history,
especially the period ads.
For example, when did you last
see disc brakes advertised? In
1959 these were still relatively
new and only to be found on
racing cars and top quality road
Prix and other major events
throughout the world” and ‘Now
”Motor Sport” gives top marks
follows a list of cars fitted with
their disc brakes as standard,
AC Ace, AC Aceca, Armstrong
Siddeley Star Sapphire, Aston
Martin DB 2/4, Triumph TR3,
Lister Jaguar, Lotus, Peerless,
Fairthorpe and Tojeiro. Here
we are fifty years on and I can’t
think of a modern car that hasn’t
got disc brakes as standard.
Do you fancy ‘Quicker warming
up in winter’? Then fit a ‘Mory
Radblind’, which will also give
you ‘reduced engine wear,
economy in petrol, increased
power and greater heater effi-
ciency’, prices from 50 shillings.
No thanks, I’ve got a thermostat.
Another ad, which brings home
just how basic cars were in those
days, is for ‘Trafalgar Wind-
screen Washers’. This depicts
an official looking gentleman
in a white coat saying, “In my
opinion nobody should
be allowed on the
5
 road without one”. Oh dear, I don’t
think my Clio has Trafalgar wash-
ers, how irresponsible of me, and
they were only 27/6d.
Rally cars have changed out of all
recognition as well. The 1959 Sun-
beam Rapier ad celebrates record
breaking rally wins with a series
of pictures showing the works
rally cars in action, with the only
visual difference to the standard
car being a pair of spot lamps and
a number on the side! Today’s
rally cars seem to have more in
common with the space shuttle
than their road going equivalent.
Some of the written articles
are worthy of mention such as
the one concerning the Dunlop

6
Maxaret unit. Initially developed
for aircraft use this unit was
an early form of anti lock
braking consisting of a mechani-
cally operated bypass valve that
released hydraulic pressure to
any one wheel when that wheel
locked up. A Jaguar MkVII was
fitted with one Dunlop Maxaret
on each wheel and tests were
carried out against a standard
Porsche on a slippery runway.
The tests revealed obvious
advantages in having anti-lock
brakes fitted, which begs the
question, why has it taken nearly
fifty years to have all road cars
fitted with anti-lock brakes as
standard? Cost is my guess.
There is a regular feature
entitled ‘Veteran-Edwardian-
Vintage’ that is devoted to old
car matters. It is reassuring to
see that there were enthusiastic
people dedicated to the preserva-
tion of the older car, just like our
club. Although pre war cars are
sometimes referred to as ‘White
Elephants’, which probably
reflects some people’s opinion
that older cars are just a money
pit, but some people seemed to
be looking to the future, actively
seeking older cars. The classified
section contains an advert that
starts “White Elephants Wanted,
anything stylish, exotic, sporting
pre 1939”. Other classifieds
make you wish for a time
machine to snap up some fine
old specimens. For example how
about a 1936 Railton Straight
Eight Saloon for £135, or a
Bugatti Type 44 for £50?
The classifieds is also a place
to find humour, how about
this gem. “Wife desires sale of
1950 D type Healy Silverstone,
£365”. Or this, “Too fast for
present wife. 1955 Frazer-Nash
Sebring”, or even this, “Sporting
Commentator out talked by
unsporting wife sacrifices his
Frazer-Nash Le Mans Replica,
NMA 631…….Stuart Hall,
Glossop 2325”! Other less
chauvinistic examples also made
me chuckle. “6ft 2in owner,
1933 J2 MG incompatible…”,
“Glorious Opportunity to corner
the junk market! 1936 Morris 8
2-door saloon (clapped).
Also 1936 Jowett
7
 7 4-door saloon (not quite so INSURANCE. Anthony Hyde-
clapped but still a heap)…”, East, international insurance
“Idiot Wanted to buy my Ford broker, is noted for his ability to
V8-Alvis special…” and “Not make the infliction bearable.”
For Peasants and MG types,
Riley Imp…..£320.” Attitude to speed was a lot
different to the safety conscious
Customers of Anthony Hyde- society of today. The editorial in
East insurance broker were also the December 1959 issue extols
treated to a touch of humour the virtues of the new M1 mo-
every month. “Anthony Hyde- torway and states, “experienced
East. Whilst conducting business drivers can achieve usefully high
as a Life Assurance Consultant average speeds on this road in
and Fire and General Insurance complete safety. A driver who
Broker, can be persuaded, from had never seen the Motorway
time to time, to arrange a limited before covered the 57 miles
amount of Motor Insurance.” between Watford and the A5 in
And “The Motor Show may exactly 30 minutes, an average
mean a new car or just a resolve speed of 114.4 mph. This was
to brighten up old faithful. It between dusk and darkness, but
must however, be pain with the never once did he have to use the
pleasure, that unpopular but brakes hard or blow the horn…”
by no mean insignificant item- ! Good grief.

Paul’s rebuild - story for another day!

8
The club visit to the NEC Classic Car
Show 2009
L ots of bright eyed and
bushy tailed club members
assembled at Holt NNR railway
built differently to assess which
people preferred before possible
production. It was decided as
station at 6.15am for the coach they had the coupe and the
to the NEC. As usual the tip estate a hatchback was not
top luxury coach from Richards needed. Ah well.
of Guist turned up on the dot
and whisked us off to the NEC. I can only really mention
Arriving at 10.40am we had vehicles which took my eye so
over 6 hours to wander round no apologies for missing out
end enjoy the sights. the Bugatti Veyron and a lot of
other expensive kit.
There is so much to see even
in this short time. I always find A Humber Imperial fitted from
myself like a kid in a sweet new with a V8 engine and still
shop, having no idea what to running was on show. Some 30
look at first. Arriving in Hall were built as a trial but were
one where lots of vehicles were considered too thirsty to put
for sale we had a good look into production. Comsumption
round, but what prices!!! it must have been poor for most
of the model range were not
Whilst looking around the hall known for economy.
we came across the Triumph
Sports Six Club. A rather A couple of Borgward Isabella
special Herald was on display, Coupes took my eye too, in
a hatchback. Knowing they had wonderful condition both inside
not produced any Rex, Steve and out. I have a thing about
Hubbard and yours truly were cream Bakelite knobs and
rather puzzled. It turned out buttons on the dashboard. So
to be a prototype, but, never
having been put into production
it was purchased by someone
and used it till it collapsed
when it spent 20 years under
a sheet in a garden in Telford.
Now restored and painted pale
blue it looked great. The best
feature of it for me was the side
window area behind the front
doors, for each side had been

9
 nice car. It is all very well hav-
ing a pristine vehicle but often
ones that show all the scars of
50 years or more somehow are
still great to see.
Nearby were the DKW and
the Wartburg Stand, showing
off excellent examples of
their 1950’s cars. Two stroke
motoring at its best? They were
popular motors in Europe but
they were also often seen in the
UK, in fact a RHD DKW 1000
is for sale in the UK now.
This year Citroen were celebrat-
ing 90 years of production and
also the 75th of the Traction
Avant. They had brought over
few exist it may well be the case three examples from their
that few wrecks remain to be Conservatoire in Paris. This
found. was a really super stand, with
a varied range of vehicles and
I also liked the cream knobs many early examples in RHD.
and buttons on the dash of the
Austin Atlantic Convertible The Sunbeam Talbot club
that was on show. This was the had I think the best stand on
actual car used in the Indiana- the show. They had a pristine
polis long distance trials where 1954 model on display, with a
the car ran for 7 days both day chassis and running gear along
and night. The hood was fairly side it, but most impressively
tattered generally dents and they had a barn find that sat
creases here and there and the there looking like it was still in
paint was well past its best but the bottom of the hedge it had
it still looked a very

10
 experience. They had a very
nice Morris Six on display, and
a well restored 1949 Oxford for
sale at a fairly reasonable price,
but something rather unusual
too. It was a Morris Oxford
1953 ish four door in Ivory but
convertible. Still using the 4
opening doors a huge amount of
strengthening had been added
to make it rigid, it was then
used for the owners wedding.
Far too many other exhibits
which I have not mentioned are
surely worthy of praise, but for
that you will need to visit the
show at some point yourself.

been in for the last 30 years. A

great deal of effort must have
been put into it, but it rang all
my bells.
Rex did his bit manning the
6/80 MO stand for a while,
Steve and myself had a wander
round and agreed to meet him,
but when we arrived back he
was still deeply engrossed,
so we left him to enjoy the Next year the club visit is to be
on Friday November 12th the
coach leaves at 6.25am from
Holt and I am accepting book-
ings now. Oh and no money is
required until September 1st
2010 either.

Geoff

11
 IAM flood advice for drivers

W ith more flooding predicted, the IAM (Institute of Advanced

Motorists) has today (18 November) issued advice to drivers.
IAM Chief Examiner Peter Rodger said: “If the journey is
unavoidable, motorists should take extra precautions when deal-
ing with severe surface conditions. Torrential rain brings with it
visibility problems as the car mists up in seconds.”

Advice for motorists considering driving in flood conditions:

 1.  Don’t go in if the water’s obviously too deep or flowing too
quickly: consider an alternative route.
 2.  If you have to drive through water try to drive in the highest
section of the road and don’t set off if a vehicle is travelling in the
opposite direction. Leave time and space for each other, so you
don’t swamp other drivers.
 3.  Drive only fast enough to create a small bow wave in front of
the vehicle - driving at speed may be dangerous to other vehicles
or pedestrians.
 4.  Keep going once you have started - make sure you have a clear
run, put the car into first gear, keep the revs high and set off. Don’t
go in if you can’t see a way out on the other side.
 5.  Do not take your foot even slightly off the accelerator, as this
will allow water to travel up the exhaust pipe. As you go through
the water, slip the clutch if you can. After you come out, dry
brakes gently before you need them - the best way is to lightly
apply the brake as you drive along for a few seconds.
 6.  At the other side, keep moving and continue to rev the engine
to clear any water from the exhaust.

12
IAM Check your mate -the pitfalls of
lending your car
 
Asto.....
Joey barton was due in court a few weeks ago for failing

supply details of the driver of his car which was caught speeding,
the IAM (Institute of Advanced Motorists) reminds car owners
that it pays to know the potential pitfalls of lending your car.
 
“We’re coming up to the season of designated driving, and car
owners should make sure they understand their responsibilities
before handing over their keys.
“As a car owner, it’s your responsibility to ensure your car is
roadworthy, correctly taxed and insured.
You will also be the one to bear the brunt of certain parking
offences. [1]
“You also need to make sure the person borrowing has a valid
Driving licence, is insured and is not under the influence of drink
or drugs.
 
“It’s also worth bearing in mind that as a driver you have certain
responsibilities for your passengers,
for example making sure those under 14 are strapped in.”
Owners are responsible for:
•
Knowing who is driving the car
•
Parking penalties
•
Being insured
Drivers are responsible for:
•
Seatbelt wearing by passengers under 14
•
Having the right address on their driving license
•
Being insured

13

Born in the USA
E ven as early as 1910 America
had a burgeoning motor
industry producing literally
hundreds of different models
of cars and trucks, they had it
would seem very few long dis-
tance roads on which to travel.
Often towns had very poor
unmade roads radiating a few
miles out but not reaching any
great distance towards the next
town or county. The railroad
system brought into being in
the mid 1800’s allowed people to
travel and settle across the whole
country, but, generally not far
from the railroad depots where
supplies for came in.
The favourite method of
14
transport until the arrival of
the automobile was of course
the horse, the buck wagon, the
prairie schooner, the mule or on
foot. Speeds were low as no re-
ally good road system existed or
perhaps even was really needed,
wagons only travelled at walking
pace.
After the end of WW1 the motor
industry renewed their produc-
tion of automobiles and the
general realisation that improved
vehicles needed at least half
decent roads to travel along, not
old tracks in poor condition.
An expedition to cross the
country was mounted by the
Army amongst using all manner
of vehicles to cope with the poor
conditions along the way. This
was a fourfold exercise. Firstly
the equipment used would be
put through as hard a test as
they could provide running
almost always over rough
ground. Secondly observers
would conduct detailed studies
for future road building plans.
Thirdly it was to be a sort of
recruiting drive. Over 3 million
troops had been demobbed
or were about to be so, which
meant the army needed more
men to join up.(Interesting point
at that time the army apparently
did not use conscription. Finally
and perhaps most important the
motor train was the Govern-
ments contribution to the Good
Roads movement. Washington
had decided it was time to get
into the road building business. 3 In case the horse is unwilling to
pass an automobile on the road,
Whilst there was some enthu- the driver of the car must take the
siasm for this huge numbers of machine apart as rapidly as pos-
people still used horses and did sible, and conceal the parts in the
not want the imposition of roads bushes. Try doing that today
upon the nation.
Crikey they forgot about the man
In Pennsylvania there was even walking in front with a red flag!!
a “Farmers Anti-Automobile
Association” with this wonderful Before the advent of this huge
set of rules. plan it would take around 7 weeks
to cover the distance from east
1 Automobiles travelling on to west, nowadays it would take
country roads at night must send around 5 days, so at least some-
up a rocket every mile, then wait thing has happened for the better.
ten minutes for the road to clear.
The driver may then proceed with The first Transcontinental Motor
caution, blowing his horn and Train left Washington DC on
shooting off Roman candles as July 7th 1919. Since there were
before. no decent roads of course they
had no road maps as such. With
2 If the driver of an automobile 81 vehicles including ex military
sees a team of horses approaching lorries and mobile kitchens they
he is to stop, pull over to one side toiled to make their way west.
of the road, and cover his machine Generally covering 50 or 60 miles
with a blanket or dust cover which per day they made camp in or
is painted or coloured to blend in near towns on the route. As the
with the scenery, and thus render Train rolled into the next town
the machine less noticeable. they then had chance to promote
the plan to pave a road across
from coast to coast.
Convincing locals
on the way was very
important, even local
towns raising money
to pave a bit of road in
their area.
Many of the wooden
bridges, often of the
covered variety, were
quite incapable
of car-

15
rying the weight of the larger
vehicles, thus much fording of
rivers was necessary as the train
rolled on westwards.
Breakdowns were plentiful, the
ex army lorries acting mainly as
recovery vehicles. Dust, heat and
bumpy roads all played their part
to ensure the trip was fraught
with hazards.
Speeds of up to 7 ½ miles an hour
were often the norm, one can
imagine how bad it must have
been hour after hour day after
day.
At one stop over the Red Cross
provided sustenance for the crews
on their rest day. It is recorded
that they consumed 70 gallons of
lemonade, 35 gallons of icecream,
400 chocolate bars and 500 pack-
ets of cigarettes, some canteen.
The route took them through
Chicago to Omaha then via Chey-
anne to Laramie and onward to
Salt Lake City and eventually to
San Francisco. Interesting enough
is that on the route is a town by
the name of Wendover. It was
here during WW11 that USAAF
bomber crew were trained before
being deployed in Britain amongst
other places. Many men serving at
Rackheath airfield were trained at
Wendover. A visit to Rackheath
Industrial Estate will find you
driving along Wendover Road,
a fitting tribute to
aircrew who flew
16
from the field and did not return.
They arrive in San Francisco
on 6th September when all but
6 vehicles made it to the end.
Whilst this epic trip started the
plan to put in a national road
network it was not until 1956 the
President Eisenhower signed into
law the building of the interstate
system.
Why not read the whole story.
American Road by Pete Davies
Published by Henry Holt and Co.
ISBN 0 8050 6883 X (bb)
You did what with
a two wheel drive
truck?
T his excerpt is taken from the
war diary of my father, it may
not be politically correct, but it
was written between July 22nd
and August 5th 1943. He was a
member of  the 11th battalion
Royal Tank Regiment. Posted
to the Western Desert he spent
some time around Cairo from
where this journey was made. The
extracts from his war diary are
printed as written, these extracts
are in italics.
 
On July 22nd 1943 I was in-
structed to draw a Bedford 15cwt
wireless truck, being stationed in
Cairo went for a last look round
the city in the truck. Packed up
ready for 05.00 reveille when they
were to move off.
 
The journey was to be one of
1500 miles to be made across
the western desert in the afore
mentioned truck which was only
2 wheel drive. The conditions
were so bad that most vehicles
would only last 2000 miles or so
due to sand and its ability to get
everywhere.  A small oil leak
anywhere spelt a short life for
any part involved,
 
On July 24th we picked up a
load of “blacks” East Africans
straight from the jungle.
Basuto tribe I think. They had
the whitest teeth I have ever
seen. Driving via El Alamein we
passed the crosses of the many
who would not be returning
home. Minefields were about 40
miles thick so we keep to the
main tracks even though it is
more than a year since the battle
of El Alamein finished the mines
have not been cleared and will
still do their deadly task. Anyone
electing to leave the road will
be blown sky high. Scores of
German graves.
 
July 25th Set off for Bug-Bug at
6.00am.  Drove through Mersda
Matruh and Sidi Barrami which
is just a heap of rubble. We
encounter  hundreds of lorries,
cars, tanks, guns and planes all
burnt and smashed and blown
up. The western desert is just
hundreds of miles of sand and
rocks. One road? and one rail-
way. Have a raging temperature
took even more aspirin.
 
July 26th Set off for Tobruk at
6.30am and arrived at Tobruk
at 15.30 after 120 miles of very
rough track full of shell and
mine holes. We passed through
Sollum and Hellfire Pass which
is a beauty winding above the
bay. Shortly afterwards we
crossed the border into Libya.
Fort Carpazzio is only a pile
of rubbish about 2 feet high.
Nearby are two cemeteries and
of course the Italian Arch which
marks the longitude for clock
altering. There are few buildings
left standing, every town is a
wreck. Scores of graves on the
roadside near Tobruk.
 
July 27th 07.00 start Had a drive
round Tobruk, the harbour still
full of sunken wrecks. Managed
109 miles today camped in the
desert near Derna.
July 28thThe roads have been
awful for the past three days.
Set off at 07.00 went down the
seven hairpins bends into Derna
(the Jewel in the Italian Empire).
Struck better roads out of Derna
passing many colonised Italian
farms on the way, everywhere
was green and lush, a change
from the desert, trees and bushes
galore.
 
July 29th Swarms of locusts
today as big as sparrows, flying
in huge swarms.
17
 Stopped for a break in Bengazi. water hole is fouled and we are
In a convoy of about 80 trucks, thirsty as hell. The Basuto lads
it was dusty as hell, we were drink any sort of water just like
pleased to have the chance to cows do. Sucking a pebble helps.
swim in a salt lake, lovely, our  
first soak for a week. After a August 3rd. The whole day
week of bully beef and biscuits was spent driving over bombed
we had a cooked meal. The tracks, one hole very 100 yards.
temperature was so hot the bully Lots of salt marshes in the area,
beef was just a runny mess in a no drinking water till tomorrow.
tin. We were promised a day off We have only stale water but no
here but as usual it was just a more chlorine tablets, so suck a
load of bull. pebble.
   
July 30th Our vehicles were to August 4th Drove through and
be serviced by the ROAC (Royal area of  palm trees (dates) some
Army Ordinance Corps), but twenty miles across near Misu-
then they decided we should do rata. There is a Naafi in Misurata
it, we messed around like a load but we are not allowed near it,
of fools, drove three miles today. they staged us 13 miles out in
  the desert. In the past 535 miles
July 31st Set off at 6.30am, the there were two Naafi’s neither of
road is very bad again so only which we were allowed into, not
about 8mph.The countryside even for a bar of soap.
turned back to desert once more.  
 
August 1st after two days hard
driving we covered another 170
miles. Found ourselves by the
Med, chance for a swim as the
temperature is 110F in the shade.
We need to be careful with
mines and booby traps being
everywhere, anything in the
least bit attractive will be booby
trapped for certain.
 
Another night camped in the
desert, this means lying under
the truck, need the toilet? Well
walk 100 yards into the desert
and drop your trousers. Water
is a problem, every

18
August 5th travelled our last 126
miles to arrive in Tripoli at 15.30
and handed over the trucks and
our loads at the Grand Prix car
racing stadium, I managed to get
a lap in first. Camped near the
sea, used a cup of tea to shave in.
We are now out of a job waiting
in the transit camp for transport
to Rafah (Palestine). The food
here is awful and there is a lot
of it! Have seen maggots in the
bully beef. Butter is painted on
the bread with a brush (honest).
Temperature up to 120 in the
shade.
Pomegranates and monkey nuts
are safe to eat the Basuto lads
Could you write
another piece for
the magazine the
man said!
T he man in question is of
course our esteemed editor.
I’Il see what I can do was my
reply and then I thought about it.
I really covered all my 4 wheel
experiences in the long article
concerning our Austin A30 so
what next? I know l’ll bore them
with a short piece on outboard
motors. Well, after all, they are
“vehicles”, or at least the propul-
sive power for a boat. Las a boat
a vehicle — yes it is a vehicle for
traversing water — at least that’s
my excuse!
have been on the scrounge for
us.
 
His journey was over 14 days
and covered 1500 miles, no rest
days and driving dawn till dusk.
The roads were composed of
tarmac, dust tracks and pure
sand, all driven in a two wheel
drive truck.
 
When you hear of the numbers
of people today who cannot
negotiate the roads in the UK
unless they have a four wheel
drive!!!!
Geoff
As most of you will know
as well as our beloved A30,
“Olive”, we collect and restore
old outboard motors. Not for
profit just for fun. Ann is
entirely responsible for this
interest and I will explain why.
About three years ago we were
walking around the Wells boat
jumble (as you do when you
own small dinghies) and I spied
an old British Seagull coyly
sitting in the corner of a stand. I
informed my management that it
was a 1960’ s Century Plus and
rattled on about its performance
etc. Following the initial look
that all males will understand
Ann said “you know a quite a
lot about those, why don’t you
collect them?” Not a bad idea as
we already had one
Seagull in the
garage.
19
 Later that year I was clearing out
a friend’s workshop and found
another. That was the start and
like Topsy the collection has
grown. My first thoughts were to
concentrate completely on British
Seagull but inevitably there are
now others in the collection built
by British manufacturers plus
two foreigners, one from the
USA and one from Canada.
The history behind the develop-
ment of these machines is
fascinating, or at least I find it so. versions but the
In the USA there is a large fol-
lowing of this interest with many resembled an inverted baseball
folk of the Antique Outboard
Motor Club Inc., owning collec-
tions counted in the hundreds.
Some restore the engines to a
very high standard - too high in
my opinion because
you would be afraid to use them
whilst others restore to the condi- Bristol Motor Boat Company.
tion that the motors
would have looked like when
they left the works. Members
also keep them in the
state they were found with the
mechanics overhauled but the
extemal condition, shall
we say, “showing their age”.
Personally l like the “ex works”
and “workaday” condition and
the motors in our collection
reflect this standard. It gives me
a good deal of pleasure when
we use an old engine on our
alloy fishing dinghy with all the
smoke and characteristic noise.
Ann says it gives her slightly less Many 102’s were built for the
enjoyment!
20
A Very Short History
Of Seagull Out-
board Motors
P roduction commenced in 1931
at Wolverhampton where the
“Marston Segue|l” was
produced by the Sunbeam Motor
Company (well known for their
bicycles and
motorcycles). The original model
had many of the features of later
silencer of the exhaust system
bat! Other fitments included a
Villeins flywheel ignition system,
Amal carburettor and an exhaust
that had its exit undenrvater. The
resulting outboard developed
2HP for its 78cc capacity. The
motor was marketed by the
It was a quality built two stroke
outboard made from salt water
resistant materials.
In the mid 1930’s Marston sold
their interests to an entrepreneur,
John Way—Hope, and Bill
Pincer a design engineer. At
this point the product became
the famous British Seagull and
production moved to Poole,
Dorset. The “baseball bat” si-
lencer was discontinued but with
the introduction of the 102 Model
the company had a model that
was to be produced for decades.
Services during WW2, including
10,000 roughly finished motors
that were needed in a hurry and
required to run for only 24 hours. in financial terms and indeed we
The order was produced on time have been given a
and needless to say a substantial number of the motors in our
number of these engines gave collection. The hobby does allow
civilian service after the cessa- a good deal of engineering activi-
tion of hostilities! ties at a very reasonable cost with
After the war the “Little Model no MOT test each year. Two of
40” was the first of a new range our motors, both Seagulls, are
of motors intended for smaller clamped to a varnished rail and
craft. In the 1950’s and ‘60’s the live in a corner of the lounge.
model range included the Forty With an uplighter they look
Minus, rather good. I have made it a rule
that petrol never comes into the
Forty Plus, Century, Century house therefore the fuel tanks of
Plus and of course the 102. These any motor destined for indoor
two decades and display has the tank cleaned prior
the 1970’s were the halcyon days to its admission beyond the back
for British Seagulls. During later door! A friend of ours has a 1922
times pressure to Triumph motorcycle in his lounge
reduce pollution and produce so there is a precedent.
a more modern looking motor When I get too old and decrepit
resulted in the fitting of a to manage to lift the engines they
recoil starter, fowvard /neutral/ will be given to The
reverse gearbox and a modernisa- Museum of the Broads to add to
tion of the power unit. British their existing collection. In the
Seagull continued to produce meantime if you hear
motors until 1996 when the last of any old marine iron that
units were is looking for a new home
built.
The “traditional” Seagull won a
very special place in the hearts
and minds of both
amateur and professional sailors.
|t’s two—stroke motor was easy
to service and maintain. With
care a new Seagull would give
the owner 40 — 50 years trouble
free running and there are still
many in use today (2009). No
other motor has inspired such
affection and loyalty amongst its
owners. Truly a British institu-
tion of the best kind!
They are not worth very much 21
please let us know. I say “us” 6 To fix the membership fees for
because two of the motors that the following period (See below)
we own are ones that Ann liked 7 To deal with any other business,
when she saw them which the Chairman, at his sole
and are consequently in her discretion shall permit to be
ownership. I have given Roy a discussed in open meeting. Any
copy of a short history of member who wishes a matter
British Seagull wot I wrote for not otherwise on the agenda to
the History of Advertising Trust be discussed shall within 7 days
in South Norfolk. l hope of receiving this notice give
you find it of interest. They did in writing to the Chairman or
not have any information on the Secretary details of the matter to
subject (they have be discussed. Any matters dis-
owl), and were very helpful in cussed under any other business
providing us with old advertise- shall not be subject to any voting
ments relating to Austin whatsoever
cars. Ah well, back to the Asy- Note : The Committee are
lum! proposing the following as an
Andrew Dawson and Ann Hook alteration to the Rules and Con-
A30 JVG 540 stitution. The changes are shown
in red
NOTICE OF THIRD OBJECTS The principal aim
is to promote through social
ANNUAL GENERAL and recreational activities the
MEETING interest and enjoyment of classic,
collectable and interesting motor
to be held at
Sheringham Golf Club on Mon- vehicles of every description.
day 15th February 2010 at 7.30pm What constitutes “classic, collect-
Order of Business able or interesting” is subjective
1 To receive Chairman’s report based on or influenced by the
on the activities of the Club in the personal feelings, tastes and
preceding year opinions of Members which will
2 To receive the Treasurers be respected, however from time
report and approve and adopt the to time the Committee may have
Statement of Accounts to decide if a vehicle be excluded
3 To consider and approve any by reason of age, marque or
alterations to the Constitution and model from a particular display
Rules (See below) or parade, whether organised by
4 To Appoint the Officers and the Club or otherwise and their
Committee members to serve for decision shall be final.
the ensuing period The Committee are also propos-
5 To appoint an Honorary Auditor ing that the Annual membership
who shall not be a fee be unchanged at £18 for the
member of the coming year so you can pay Rex
Committee as soon as you like.
22
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