The Crankhandle May 2016

NEWSLETTER OF THE HEREFORD AUSTIN SEVEN CLUB

Editorial

Welcome to the March 2016 issue of ‘The Crankhandle’.

We are now well into the A7 activity season and this newsletter contains a delightful account (thank you

Roly) of the visit to North Wales in conjunction with the South Wales A7 Club, our club outing on National

Drive It Day to a very unusual country house, an excellent visit to the JCB factory near Uttoxeter, the next

instalment of Kip and Carmen’s scooter exploits in Asia and a number of other items that I hope you find of

interest.

In the last issue of Crankhandle I expressed concern that my Box

saloon might be worryingly slow compared with it’s predecessor

Tourer - so I was delighted to be reassured by Roger Bateman of the

Dorset A7 club that his RN performs perfectly well. Progress can be

seen in the photo and I hope to be on the road in a week or two.

I hope you enjoy the issue …… Bob

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Secretary’s corner

Nothing from Michael for this edition I’m afraid but as we know - he is exceptionally busy at the moment.

Chairman’s thoughts – (Choppen’s chatter)

'Choppen's Chatter'

Nearly five months into the year and I feel like I have been passing myself going the other way.

I hope you are all enjoying your cars and I hope to see you on my travels.

Last Friday a few of us attended an excellent day out at the JCB Factory, British engineering at its best. I have

also been to The Bromyard Speed Festival, and I hope we can attend next year as a club.

Next week we are going to Ireland for eight days, I will report on this in the next Crankhandle.

It's then France in the modern cars with another trip arranged by Kip and Carman - I will also report on this.

In the meantime – do enjoy your cars.

Chops.

Meet the committee

The following article is the third in the series of ‘Meet the committee’ and this one introduces your Editor.

Memories of schooldays are understandably a little vague, but I certainly

remember thoroughly enjoying myself and not working terribly hard. I still

treasure a third year school report that reads under ‘form teacher’s comments

- ‘The only time Robert is not directly causing trouble, is when he is inciting

others to do so’. I thought this highly amusing, but my father had a dramatic

sense of humour failure and stern warnings were issued. I think that prompted

my first awareness of the concept of learning and the benefits it might bring.

Anyway it worked, I was astonished to be given the progress prize the following

year – The Head very thoughtfully pointed out that it was not too difficult to

make progress from my particular starting point. Charming!

My main memories of school are: School journeys to Holland etc, Duke of

Edinburgh’s Award Scheme expeditions (Wales and the N York’s moors), camping by the R Wye, a lifetime

ban from the school bus at age thirteen (something to do with spilling hydrogen sulphide and rendering the

bus uninhabitable for some hours), cycling to school thereafter in all winds and weather, playing the staff at

cricket and rugby, admiring the long blonde ponytail of Christine Hodgkiss (from which I’ve never fully

recovered), making gunpowder and setting fire to our kitchen, learning to kiss at a party at a friend’s home

(interestingly I think it was with his Mum), going out sketching at weekends with Susi Hancock the art

mistress followed by beer drinking lessons in the pub. Also, building an A7 Special for the Duke of Edinburgh’s

gold award pursuit (I’m sure a model aeroplane would have been sufficient), and finally (thanks to a fine co-

education) suddenly noticing girls and realising that the most interesting subject in the world was perhaps

not a ten-speed racing bike after all!

I stayed-on in the 6th form mainly to avoid working for a living, but also to try and improve on an

embarrassingly meagre initial haul of O-levels. This seemed to work, and opened the door to a two year A-

level course at Cheltenham Tech’, which surprisingly led to perfectly acceptable grades in math’s & physics.

Surprising - because the main focus of attention was: rugby, cricket, table tennis, hockey (mixed of course)

and the construction of a second sports car. This one had working brakes and a windscreen – all terribly

civilised!

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At this point, my sensible colleagues disappeared onto degree courses, but I was seduced by the astronomic

salary of £805 a year to become an ‘Articled Pupil Under Agreement’ in the Engineer’s office of Stroud Urban

District Council. Actually it was fun and laid the foundations for what became a lifelong interest in:

construction, hydraulics, building and pretty much any form of engineering. Left home in the early sixties

(parents idea) and bought a cottage near Stroud. Then in 1965 fell in-love with Heather - my lodger. Cars at

this time included a very unreliable Mk2 Lotus Seven then a minivan.

In 1966 I belatedly realised a professional qualification might be a good idea, so went off to Portsmouth Poly’

to do a Civil Engineering degree. Came away with an undeservedly decent result (together with almost

certain liver damage) and kicked-off what became a career in the water industry.

Heather and I married in 1970 and I spent a year working for the ‘Severn River Authority’ in Gloucester

designing and supervising the construction of tidal outfall structures. This was followed by five years working

in the Engineer’s office at Chipping Norton RDC designing village drainage & treatment schemes in a truly

beautiful part of the country. Excellent fun and we lived variously in Stow-on-the-Wold, Charlbury and near

Woodstock, all perfectly delightful and our transport at this time was a 1275cc Mini Cooper S.

Two sons (Olly and Bryan) arrived in the early seventies. Both since married and we now have three delightful

grand children: Ruby age 12, Ned 10, and Emily 7. Happily, both sons are doing well and enjoying life.

In 1974 a major re-organisation of the water industry led to employment by the newly formed Thames Water

in Oxford. This was great because it involved ‘clean’ water schemes – much more socially acceptable. Oxford

was a much bigger office offering experience in multi-million pound schemes – terrifying, but fantastic

experience. About this time, I qualified as a Chartered Civil Engineer and obtained full corporate membership

of the Institution of Civil Engineers. At the time I was chuffed to bits, but I’ve since realised that UK society

inexplicably values accountants and solicitors more than engineers. Never mind, I doubt they have as much

fun!

Gave-up playing rugby about this time as it was all getting too painful, and clubs were taking a serious

approach to training – a concept to which I never fully subscribed. However, I continued to play a reasonable

standard of cricket into my late forties. Eventually the ball became too small to see, but happily I managed

to play a number of games with our sons Olly and Bryan in the same team – very enjoyable.

In the mid eighties I applied for a very tasty job in Thames Water’s London HQ, went for what turned out to

be an unexpectedly comfortable interview, and was made an offer I really didn’t understand and could hardly

believe. The next four years were brilliant – vetting all major construction scheme proposals in the company

and preparing select lists of contractors – all very illuminating. The only downside was the daily commute to

& from London courtesy of British Rail. It was during this time that I struck-up regular correspondence with

Sir Peter Parker (the then Chairman of BR), me offering well meaning advice on how to run a railway, and

him replying with a spectacularly imaginative range of excuses for the poor service. Nothing changed of

course.

In the late eighties Thames Water decided to move its HQ to Reading. This was ideal for me as we lived in

Streatley-on-Thames only some six miles away. Also took a new job (still with Thames) looking after a rather

well funded Engineering R&D department – this was huge fun, with very interesting projects, and involved a

fair amount of European and US travel.

Became interested in sailing about this time and we kept a four tonne Cornish Yawl on the river Dart in Devon

which we sailed most weekends and holidays – mostly along the south coast of Devon & Cornwall. Despite

swearing I’d never take any more exams, I obtained a Yachtmaster ticket and this enabled a number of

voyages to France including sailing at night. Interestingly, sailing seems to be one of the few sports one can

enjoy whilst having a drink at the same time! Cars at this time included an RP Box Saloon, a 175 bhp Caterham

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Seven and a variety of boring Company vehicles.

In the early nineties we moved to Exeter. Devon is a great place to holiday, but somewhat frustrating if you

are trying to get things done in business. In Devon they have several words with similar meaning to

‘manyana’, but nothing that conveys quite the same sense of urgency! Nevertheless, it was much closer to

the boat.

In 2000, in need of a challenge, we moved from a sensible comfortable modern house - to a third world 200

year old small cottage without a proper heating system on the fringe of Dartmoor. We luckily bought a small

area of land from a neighbour that enabled us to build a good size extension, all very much in keeping with

the original. We did everything ourselves: excavation, concrete foundations, walls, joinery, roof, electrics,

plumbing and even the plastering, and during this time Heather became particularly expert with the concrete

mixer.

At the end of 2002, at the ripe old age of 58, I became too tired and old and sick and stupid to carry on

working – so I retired. Yippee! This gave lots of time to finish building a quarter scale traction engine (every

home should have one!) and restore our 1932 Austin Seven Tourer. Since then I’ve been doing a small

amount of consultancy work – after all the things I said about Consultants!

Three years ago we found a little property near Hay-on-Wye with a fantastic barn (workshop and garage)

and a delightful garden complete with stream where we feel very settled.

Well, that’s about it but in summary …..

Likes: Friends, old fashioned courtesy, humour, reading - especially Private Eye and non-fiction, rugby union

& cricket (real sports!), traditional sailing vessels, decent wines, fine cuisine, any form of steam power, fast -

well engineered and interesting motor cars, fast - well engineered and interesting ladies (not so much

opportunity these days), bumbling about and picnicking in an Austin Seven, exploring the west coast of

Scotland & the Lake District (outside school holidays), maps, unspoilt country pubs, real clocks, John

Renbourn & Blind Blake guitar music, vernacular architecture, nurses uniforms, cooking (especially curries),

anything written by Dawkins or Grayling, log fires, socialising, country walks, naughty breakfasts and building

or making pretty much anything anything in my workshop.

Dislikes: Bad manners, virtually all politicians, definitely all bankers, our membership of the corrupt and

incompetent EU administration, smoking, recreational narcotics, celebrity culture, stupidly high rail ticket

prices, any form of gambling, speed (revenue) cameras, dopey drivers, the 70 limit (it should surely be 100),

Scottish MPs voting on English issues at Westminster, most things American, dreadful education in many

state schools, universities offering fatuous degrees, tuition fees for real degrees like: Maths, physics,

chemistry medicine & engineering, absolutely anything to do with football, the lamentable quality of BBC1

television, lack of rugby and cricket on BBC television, nanny state safety rules, diets, racism, planners, ball

point pens, animals in cages, dogs in public places, trash newspapers, unions - especially Glaswegian shop

stewards and anything to do with the Murdoch empire.

Weaknesses: Wine, long blondes and cooked breakfasts (rarely all at once, sadly).

Strengths: None whatever.

Politics: I think I’m middle of the road but our friends and family seem to think I’m extreme right wing

Plans/ aspirations: Draw pension as long as possible but die before our children, spend lots of time with

special friends, lots of laughter, see grandchildren grow up and be happy, keep learning new things, have a

look around Norway sometime, get fitter, learn to be a little more patient and keep making things.

Treasurer’s report

Ron has been globe trotting recently (hopefully at his own expense) and may have something to say in the

next Crankhandle.

Club activities

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JCB Visit - Friday 27th May.

Despite the usual suspects turning-up late - eleven of us set-off soon after 7.00 am from the Richmond Club

in a very comfortable mini-bus and surprisingly arrived ahead of time at the JCB factory near Uttoxeter. I say

‘surprisingly’ because although at least six of us were navigating – thankfully, Graham (king of the

smartphone) Baldock was able to guide us in the right direction.

Upon arrival, we were very impressed by the building

and the surrounding landscaping – this site is the JCB

world headquarters and definitely looked the part.

We learned that the Company has around ten

manufacturing sites in the UK together with two in

India and others in the USA, Brazil and China.

After coffee and biscuits, we kicked-off the visit with

a safety briefing and an introductory video shown in

a fabulous theatre that would do credit to any UK

town. We then spent some time looking at an

impressive collection of displays that told the story of

the JCB business. The displays included a mock-up of

the small lock-up garage where the original Bamford

started making trailers from war surplus materials

right through to the current range of machines. We learned about the development of the back-hoe and the

inspired original idea of attaching it to a tractor that already had a front loading bucket.

Since the rival American firm Caterpillar bought Perkins Diesels - JCB

now make their own engines in a factory near Derby. They are very

proud of the environmental friendliness of their engines and also

their power. The world land speed record for a diesel powered car is

held by a JCB twin engined vehicle that looks rather like a giant low-

slung rocket on wheels and this was on display. Very poor ground

clearance though.

We were then taken on a tour of the factory floor to follow the

assembly of the current back-hoe machine. Firstly, we saw the

cutting and welding of the major steel chassis and boom components

that were initially laser cut then assembled on a jig, tack welded by

hand and finally welded by robot welders. It was interesting to hear

that JCB have for some years have had to buy most of their raw steel

from Europe because the UK steel industry was unable to meet the

required quality.

The Company carries-out as much pre-assembly as possible, then

together with the brought-in components such as cabs and engines

everything is installed with minimal delay on the continuously moving

production line. It takes 48hours from cutting the steel to produce a complete digger. Amusingly, the final

process after the complete machines had been tested - was a man using a small artist’s brush to touch-up

any blemishes in the paintwork.

The factory currently employs around 2,500 people and builds roughly 100 machines per day and they are

all to pre-paid orders. Interestingly, the Company employs a large number of Apprentices and has it’s own

Training Academy. We also learned that JCB makes substantial donations to the NSPCC and regularly lends

machines to help in disaster areas around the world.

Team photo - but looks like roughs on a picket line

Our Chairman in control

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JCB is clearly a very impressive, forward looking and profitable company that seems to look after it’s

employees and it was a great pleasure to note it’s British.

Finally, after a delightful lunch we set-off back to Hereford.

Very many thanks to Pat Caine and Brian Bedford for organizing such an interesting and enjoyable outing.

……….Ed

SWA7C Spring meeting in North Wales

When this event was first suggested I thought that this would be ideal for me to get some miles and

confidence in the new (to me) Austin RN, especially as I was intending to travel to Ireland with the club in

June. So I duly signed up and prepared the car for some reliability – hopefully. This included having the

radiator overhauled by Hereford Radiators because it was seeping water from the joint between the header

tank and the core. I was concerned that it might one day develop into a large leak.

The day before, I set off after lunch from the Rose and Crown which is my nearest pub – we all have to start

from somewhere…. I elected to ignore the M50 en route to Ross on Wye where I would be leaving my two

bearded collies. Progress was fine and the ascent up the hill to Eastnor Castle was unremarkable. On towards

Ross via Ledbury and during the journey had been fortunate not to hold anyone up. At Ross I was forced to

use grown up roads aka the A40 dual carriageway. Then, when I reached the turn off point and went to

indicate left, there was no indicator switch lever to use. Oops, so sudden hand signal flapping was employed

and turned off towards my nephew’s house Tuck Mill. Careful investigation upon arrival, revealed the switch

lever and tiny retaining screw in my lap. So after parking up and letting the dogs out I went to reassemble

the lever onto the switch. This involves going under the bonnet, finding the steering box and slackening off

clamps at the bottom of it so that the long pitot tube that the switch is attached to can be drawn upwards

and away from the steering wheel. Dismantle that assembly and then reattach lever, and as Haynes would

say, reassembly is the reverse of disassembly.

Fri 8th April set off from Tuck Mill. Said farewell to dogs and set off for Hereford. Made good time and found

Ron Sadler at the Richmond Club and we made off for the next meet point at a garden centre at Wellington

and had a cup of coffee while waiting for Eddie and Anne Loader to appear, which they did after about half

an hour. We set off towards Shrewsbury and Eddie set the pace at a sprightly 40mph plus. So pedal to the

metal for Ron and myself and Shrewsbury came into view and we stopped for a coffee at yet another garden

centre. I thought my car was running a little rough, but it was still able to keep a good speed. As we drove

into the car park others from the Hereford Club were not only there but were about to depart. Brian Bedford

thought my engine didn’t sound right.

After a cup of tea and a scone I went out and checked oil and water levels. Some oil was needed and I nearly

topped that up from a container holding - oops! I filled up the fuel tank and told the others that I would

head onwards and see how the car behaved.

As soon as I got on to the A5 it was clear that all was not at all well. The rough running was much worse; it

was spitting and backfiring occasionally and clearly only using three cylinders. I stopped in a lay-by and took

the float chamber off the car and cleaned the jets in case it was a weak mixture. No difference. By this time

Eddie and Ron turned up. We systematically changed the coil, condenser, rotor arm. Adjusted the points

but all to no avail. Removing the spark plugs showed that no 3 was oily and the others looked fine. Ron

reckoned he could smell exhaust in the radiator coolant. There did seem to be compression an all cylinders.

However, running the engine and disconnecting one plug lead at a time was inconclusive.

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The main suspect is going to be a blown head gasket. So what to do? Call a recovery company and get the

car taken home? No. I elected to continue the last 30 miles to Llangollen and reappraise what to do there. I

set off and much to my surprise Ron and Eddie never caught up with me. I arrived at the hotel intact and

put the car away in the secure car park. I called up my friend Ian Sly who lives 20 miles away and arranged

that I would drive the car over to his house in the morning and we would try and remove the cylinder head

there. Ian and I were apprentices together in the 1960s and he has four Austin Sevens. I have a gasket but

as far as I am aware the cylinder head has not been removed since 1982, so it is likely to be tight to remove

and will need better persuasion tools than will be found amongst the other Austins. I really did not think this

was an appropriate project for a hotel car park.

Day 2. Drove the 20 miles to Ian Sly. Three hours of

dismantling and we finally detached the head from a

reluctant stud – one of the long ones by the top hose

water outlet. It took a lot of patience with wedges

and wiggling and duck spray. This removal was

definitely not a job for the hotel car park! After all

that effort, we discovered that the head gasket and

valve condition were fine. Except that one exhaust

valve was not lifting. The tappet-adjusting locknut

had come loose and setting the running clearance

correctly was all that was needed. The bores and

pistons looked good and we saw evidence that the

bores had been re-sleeved/relined. The overall condition of the valves are poor as are the valve guides, but

they do seal OK. This can be a winter project. Eddie Loader tells me that oversize Reliant valves can be used

and one just reams the existing valve guides to suit. Well that little incident didn't take long to write, took

forever to do!

While I was doing that the rest of the group had a fine day at the steam gala and went around the workshops.

I would have liked to have done that.

The next day was a drive to Lake Vyrnwy.

Cars parked in the secure area of the hotel

Work in progress in Ian Sly’s workshop by the canal Number 3 Exhaust fully open - not really

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This was expected to be a 65 mile run but turned out to be 85 miles. A lot of narrow roads and slow grinding

speed, up and down dale. Thankfully it was mechanically uneventful with negligible oil and water

consumption. I kept checking the tightness of the cylinder head nuts and they did keep nipping down a bit

further. We saw some great views but then we were ages spent hanging around at a visitor centre with no

one quite sure as what was happening and why we weren't getting a move on. We then ground our way up

to the top of Bwlch y Groes which is one of the highest passes in Wales at 1788 feet. There is a sign saying

that Austin test drivers used to use this road in the 1920s and 30s. It was ruddy cold up there and windy.

Which made it problematical trying to relieve oneself (out of sight I hasten to add)!

The next day the group changed the planned run to a trip to Powys castle. As Eddie, Ron and myself plan on

returning to Hereford that way on our return, Eddie and I elected to do our own thing. As the railway was

not running that day, our own thing was a trip to Llangollen Motor Museum. It's an auto jumble as well and

one can rummage through the 1960s style stores and make purchases. It may not be a large museum but

there are around 20 cars and 20 motorcycles. Most of which are still road legal. A7 interest here is an

immaculate and modified Chummy that has Mini twin leading front brakes and 12v electrics. There is also an

RN that is reasonably original including tired rear springs. After that Eddie and I headed off to Ian Sly’s house

so that Eddie could have look at Ian's Austins

and traditional narrow boat. A 40-mile round

trip again without mechanical issue unless one

includes a horn wire that fell off. Oil and water

consumption was again negligible. I would

guess that over 170 miles I have used 1/4 pint

of oil and noting how the engine enjoys

external lubrication, I guess that is where the

oil is mainly going.

The final day and I elected not to take the

scenic route home with Eddie, Ann and Ron,

but travel directly to Ross. Llangollen to Ross

on Wye, 90 miles distance and took 2 3/4

Welshmen everywhere

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hours. I felt sufficiently emboldened to use the M50. The car cruised at 50 (on the level) using the lightest

of throttle. Probably means the engine is so loose that it's about to let go! To all at HA7C and SWA7C - thank

you so much for your help and support throughout the weekend.

Total distance covered was 405 miles and I used 37 litres of fuel which equals about 48 mpg. Oil consumed

was around 1 pint. I feel far more confident in taking the Seven to Ireland now. I hope that’s not famous

last words.

Roly Alcock

HA7C run to Abbey-Cwm-Hir

On Sunday 24th April (National Drive It Day) a group of

us met for breakfast at the Honey Café at Bronllys

then followed a pretty route heading north along

delightful country lanes that skirted past Builth and

Llandrindod and finally brought us to The Hall at

Abbey-Cwm-Hir. The group comprised a clutch of A7s,

a Heavy Twelve and a Morgan that we understand

never reached top gear on the whole trip.

The Hall is a very interesting (some might say –

‘unusual’) Grade II listed Victorian house described as

being a step back in time and claimed to be one of

Wales’ finest examples of Victorian Gothic Revival

architecture. It is surrounded by twelve acres of

grounds that include an attractive 1.5 acre walled

garden overlooking the ruins of a 12th Century ruined

Cistercian abbey.

We were shown around the Hall by the owner Paul

Humpherston and everwhere we looked there was the

most incredible collection of (mostly) Victorian

memorabilia and interesting architecture.

For example ….

• Fourteen marble fireplaces

• Rococco ceilings

• Gothic windows

• Original Maw & Co tiled floor

• Delightful paintings

• Many items cleverly painted by Mrs Humpherston

• A fine collection of children’s books

• Collections of fine china – some that never made it in the marketplace

• Great staircases

• A snooker room

• Interesting clocks and a phonograph

• Untold collections of ‘stuff’ including numerous enamel signs. Even the cellars were full

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• Even a stained glass ceiling

A very filling lunch was included and then we made our way back to Three Cocks for supper in a pub called

The Barn – all in all - probably a 4,000 Calorie outing!

Very many thanks to Michael and Gill for organising an excellent and very interesting day out ……… Ed

Bromyard speed festival

The first Bromyard Speed Festival was attended by a view of our members. A highlight was the appearance

of Sir Malcolm Campbell’s Sunbeam “Blue Bird” which broke the land speed record in 1924 and 1925. Linda

and I also took our Sunbeam around, a great time had by all, and some pictures to give an idea of the day

…….. David Southcott

Members’ activities

Kip & Carmen’s scooter trip

The March 2016 Newsleter contained details of their preparation, we now have Chapters 3 and 4 …..

The whole route

Chapter 3 - First Night Fortunes

Our minder and a mate were in a car in front of us as we left the airport, and by now it was dusk. Not the

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best of times to be driving for the first time in a very strange country, on scooters laden with luggage, trying

to keep an eye out for your spouse behind you to ensure she does not go missing. Anyway, it was plain sailing

at first, but then we quit the city and after a few miles we came upon a diversion sign, and had to turn off

the main road as it was being entirely rebuilt, up to the Kyrgiz border. We were directed onto nothing more

than a dirt track.

By now it was dark, hot, and very dusty. It was as if the powers that be had said "right, close the road, open

a farm gate, and make your way cross country". There was a lot of traffic, including many huge grinding

lorries, with frightfully noisy engines, all bouncing up and down through the dust , dirt, potholes, humps, and

hillocks of our impromptu route. Thankfully Carmen and I each had a helmet visor, for without it we would

have seen nothing, but even with those, what one could see was a dusty haze through which white and red

lights bounced hither and thither. I was trying to keep close to our guide car, and at the same time keep

upright on my bucking machine, and keep Carmen’s front light in view behind me. I was constantly having to

wipe the sweat out of my eyes, and began to cough with all the dust getting into my throat. I was terribly

thirsty. We seemed to go on for mile after mile after mile along this appalling dirt road, constantly having to

swerve out of the way of rocks, stones and holes, and with feet often trailing along the ground to keep

upright. Probably 50 miles we had of this terribly tiring introduction into Central Asian roads, and then at

1.30 am we reached the Kyrgistan border.

Our guide and his mate waved us goodbye, and we approached the Kyrgiz customs, where we were searched,

and my bagpipes were spotted. “What are those”. Well, I had said I would pipe along the Silk Road, so it

seemed an appropriate place to make a start!

After paying a visit to extremely smelly and dirty lavatories, we were sent on our way, with some 30 miles

still to go before we reached Bishkek, the capital of Kyrgistan. Our guide books had warned us that Bishkek

at night was not the safest of places, but there was nowhere else to stop for the night and we hoped to find

an all night cafe where we could get a drink and then put our heads down for a couple of hours.

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At about 3am we entered Bishkek,

and could find absolutely nothing

open bar a few nightclubs, and

bearing in mind the warnings we

had had, felt that clubs should be

avoided. Then I noticed a large 4x4

hovering around by Carmen, who

stopped and started talking to the

driver. “Oh God, what IS she up to,

she knows she should not talk to

anyone this time of night”. I turn

round, and dash back to where she

is, and am introduced to a man and

woman. They have enquired of

Carmen whether we are lost and we

explain that we are trying to find an

all night cafe. They do not speak much English and make us understand that they have a daughter who speaks

English, and that they will get her on the phone. The phone is handed to me and I explain who we are and

what we are doing, hand the phone back to the man who speaks to his daughter and hands the phone back

to me. We have been invited to come and stay the night and we should follow the 4x4! We end up in a secure

car park, we are helped to take all the luggage off the scooters and put it in the back of the 4x4, and follow

the couple to their flat, where we are greeted by their daughter, fully dressed, and with a light meal set for

us on the kitchen table...and it is 4 in the morning!

We have travelled 160 miles, had a pretty dreadful time of it, are in a city where we have been warned we

should steer clear of strangers, and here we are being given hospitality by complete unknowns in the middle

of the night. Our luck is in!

Mileage for the day 160 Total 160

Chapter Four - Bishkek to Toktogul

Wednesday 4th May

We get in 3 hours sleep on the floor of the flat, tucked up in our sleeping bags, and it is amazing how you can

sleep when really tired! We are up at 7.30, have breakfast and are on our way by 9, having given our sincere

thanks to the charming family (with whom we are still in contact), and giving them 200 Marlborough

cigarettes . They give us a Kyrgiz hat. These hats are made of felt, and quite tall on the head. They are as

ubiquitous as the cloth cap was in England in the 30’s

Today we have a few passes to climb. We miss the turnoff, and waste 10 miles or so- one of our very few

map reading errors of the whole trip...and one that we should never have made as we turned to drive

alongside the mountains rather than driving towards them. Having found the right road, it was a matter of

some 5 miles across the plain, and then a steady climb on a decent road, with the weather getting more

overcast.

There was little traffic, and the scenery became more and more bare. Compared with some of the mountains

we climbed on our journey, this pass was not particularly steep but it was very high- about 12,000 feet. We

climbed for perhaps 25 miles. At last we approached the top of the pass., and there was a tunnel cutting

through the mountain for the last part, a guard at the entrance and a barracks - what a barren place to be

stationed. We found tunnels to be very dangerous- almost always unlit, and some of the worst potholes. Our

headlights seemed only to give a wide angle beam, never concentrated enough to really show us what lay

ahead, so it was always a matter of progressing very slowly, with feet stretched out, ready to help with

13

keeping balance.

We emerged from the tunnel into a different world. Ahead of us, stretching from left to right and a mile or

so below us, was a valley some 8 miles or so across, with a range of snow covered mountains beyond the

valley width. It all looked very bleak and quite magnificent. The sun was very weak, giving just an eerie light

to everything, and we could see neither habitation nor human being. I tried my pipes, but the atmosphere

was against me, and they gave only a feeble and extremely untuneful wail.

We descended to the valley floor, and then realised that we had to climb the valley we had seen stretching

away to our right, to go over yet another pass. This would not be a good place to break down, I thought, but

quickly stifled the thought. We began to climb again, passing perhaps two or three cars in the 30 miles or so

that we climbed, and then we were at the snow line, curious as we had had no snow going up or down the

higher pass! It was extremely cold...this is a real adventure, I thought. The road was glistening, and I worried

about ice, then we began to get snow drifts up against the sides of the road. Then suddenly we were at the

top of the pass and beginning to descend a tree-lined and very narrow valley, with a raging torrent of a river

accompanying us, first on the left, then the right.

Confidence began to return, and yes, we are going to make it today, I thought. Then it started to rain- our

first of the trip- and very soon we were soaked to the skin, so much for weatherproofs- our trouser covers

worked fine, but not the jackets, so the wet gradually permeated through, then began to seep down into the

crotch, round your bottom, and down into your legs.

After an hour or so, the rain disappeared, and we

were still descending, and then in the distance we saw

Lake Toktogul. This lake is a reservoir, but even so, and

in spite of the gloomy weather, it was quite pretty in

a bleak sort of way. We found a rather scruffy little

hotel near the lake, and dined on delicious beef

stroganoff. No hot water in the room and no loo

paper- never mind, we have our own supply. Also we

have to share the loo with others, and it flushes very

badly so several flushes are needed- and each fill

seems to take ages. We have to empty all our luggage

bags as we find that these do not keep out the rain

either, and everything is spread out to dry in our

room.

Tomorrow we hope to cross into Uzbekistan, provided the border crossing we will aim for is open to us.

Otherwise it will be a matter of going to Osh, and crossing there at what we know is a main customs point.

220 miles covered. Total 380

Bishkek hosts were Akyl and Rosa Asankhodjoev with daughter Gulnaz at Asanbai H 8 Apt.18, Bishkek 720060

e mail gulnaza@gmail.com

Kip & Carmen

More of this adventure in the next Crankhandle …….. Ed

Humble hints

Exhausting work

14

At the recent Classic and Restoration Show at the NEC, I obtained a very reasonable quotation for a new non-

standard exhaust system for my car. The item in question was a short length of flexible, a straight through

‘Cherry Bomb’ silencer and an outlet that contained a 30 degree bend, all nicely welded together, painted,

carefully packed and delivered within a few days of my order. The firm in question was ‘Custom Chrome ltd’

of Nuneaton with whom I have no connections other than as a very satisfied customer …..Bob

Let there be light

I recently saw Eddie repairing a headlight that had suffered from the usual A7 problem of vibration eventually

causing work hardening of the shell leading to eventual failure by fatigue cracking. He was using a spun brass

base acquired some years ago and making an excellent repair – as we would expect.

I also need to repair a cracked headlight shell and whilst speaking recently to Jamie Rogerson at the Seven

Workshop (very helpful man) I enquired about such headlight repair items. He suggested that I speak to

Stuart Joseph of Stafford who repairs and even produces new headlights. Stuart was very helpful and I

managed to obtain from him the required item at a very reasonable cost. Incidentally, they are now made

in steel because he found his early brass items also failed after a few years ………. Bob G

Come-on HA7C – I bet you all have experiences like these. Let’s share them with other members.

Federation of British Historic Vehicle Clubs

The following notes are selected from the FBHVC Newsletter No 2 2016 because they might be of interest to

members.

The full Newsletter can be found on the FBHVC website www.fbhvc.co.uk

Registration Matters

As Ian explains in his section, progress on registration matters has currently stalled for lack of anyone ready to talk to

us. We are awaiting confirmation of the new structure within DVLA before presenting our concerns in a clear, coherent

and complete manner.

If we are not advised by DVLA of their new structure soon, we will clearly have to take a more pro-active approach, as

all of our members affected by the current unsatisfactory position cannot be expected to wait forever for an outcome.

Our concerns, that our recognised position as stakeholder in respect of the V765 scheme and related matters has been

undermined by the redesign of DVLA’s processes, remain valid, as we have had no explanation of the changes save

that they represent existing and longstanding DVLA policy, which we believe to be incorrect and which we consider

DVLA cannot prove.

We are in the course of preparing our formal approach for when we can restart. We have continued to work with the

All Party Parliamentary Historic Vehicles Group and its Chairman, Sir Greg Knight, so we can all be ready to pull together

when the time comes.

Meanwhile our advice to those affected to be patient must remain the best we can offer. We know this is not

satisfactory but can see no way to improve the situation except what I have set out.

Roadworthiness Testing Directive

As of the date of writing this, the consultation to be issued by DfT had not been released. We await the publication

with bated breath.

Insurance Values and Write-Offs

I reminded you last time of the possibility of problems with damaged vehicles if the current Code of Practice on Salvage

is unsympathetically applied. The problem is that this Code relates decisions on writing-off very closely to the ratio of

the cost of repair and the market value. That approach might not be applicable to historic vehicles, especially of the

smaller varieties.

15

Early in 2016, I was able to attend an evidence-gathering meeting at Thatcham of the Working Group on the proposed

new Insurance Salvage Code of Practice.

The Working Group were keen that I explain to them what the FBHVC considers constitutes a historic vehicle. I

identified the EU Roadworthiness definition of ‘vehicle of historic interest’ and briefly described our own VED

exemption system which relies solely on date of manufacture. I was also able to point out a number of areas, not

entirely confined to historic vehicles, where the Code requires clarification, at the very least.

It was pointed out by the Working Group that the proposed Code only comes into force in respect of a vehicle once it

has been written off. I responded by pointing out that there were significant amounts of advice in the Code, relating

to inspection and when a vehicle ought to be written off, which would predate the decision. This point was definitely

taken on board by the Working Group.

I made clear that I was not totally satisfied that the insurance industry, in its current practice, is sufficiently clear that

writing off is a matter between the person who insured the vehicle and his insurance company. It is at least possible

that the drafting of the new Code, which has had to reflect the views of stakeholders primarily interested in

roadworthiness and avoidance of fraud, as well as the costs of repairing vehicles might have lost sight of that fact.

Some statements were made about the claims handling policy of certain companies which made me concerned that,

at the point of claim, they might be attempting to amend their insurance policy terms. We discussed this concern

briefly but inconclusively.

These issues could be of serious concern to the owners of historic vehicles whose importance to the owner may not

be readily measured in the recognised or realisable value. The advice to all members affected, must be never to accept

the position of the insurance company or its representatives without being satisfied it is reasonable in all the

circumstances.

The whole Working Group recognised that it is never correct to deny the owner of a vehicle which has not yet been

written off access to, or custody of, his vehicle so he can himself inspect the vehicle, or have an expert do so. This again

may be particularly important to owners of historic vehicles as the majority of insurance company appointed inspectors

will neither have, nor should they be expected to have, historic vehicle experience. Owners, whose vehicle is out of

their custody, perhaps because it has been moved for safety, or if the vehicle has been towed away by a contractor to

the insurer, need always to bear this in mind.

The Federation will have further opportunity to see and comment upon the next draft of this Code of Practice.

Correct V5C Forms and the Vehicle Enquiry System

I have really bad news on the subject of vehicles where the V5C, and the DVLA database, has an incorrectly shown

Make, often because the Model is incorporated into the Make box. This makes searching for them on the VES difficult,

unless you have the V5C to hand, which will enable you to use the erroneous DVLA ‘Name’ entry in your search.

I have advised previously on the position.

Back in April, at a meeting at DVLA with both policy and system people, Ian, Rosy and myself discussed the issue fully.

The actual problem seen by the owner, namely that the actual Make is fully known and can be easily demonstrated,

was very fully explained. Indeed a specific Make with repeated problems was identified. We could not have been

clearer in speaking to DVLA.

While we knew there was some sort of system issue, we were not at all given to understand it was insurmountable.

Rather we were told by DVLA that for those vehicles where Make was incorrectly shown, there would be a need for

evidence individual to the vehicle to achieve a change.

Then, at the Swansea meeting in September, attendees were assured that correction of incorrect data in a V5C would

be easily achieved with evidence. This assurance was given, we understood, in the full light of the problem as we had

explained it. Indeed that point was raised at Swansea and we were reassured.

16

Later we asked if a defined procedure to provide individual vehicle evidence could be used as a ‘template’. While we

were told that DVLA did not wish to use a template as such, no indication was given that the implication at the meeting

that, provided individual evidence could be supplied the correction of the V5C could be made, was incorrect. I

therefore suggested in a previous edition of the Newsletter that that procedure be used by those applying to have

make designations in V5Cs corrected.

Well, it is with some regret that I have to tell you that we, and all the people who attended at Swansea, were misled.

Several requests to correct V5Cs where the Make was shown erroneously have been made and rejected. Some

applications actually used the approach I suggested, and at least one related to the precise example we had discussed.

Additionally, in the case of one newly imported, but pre-war, car an application where in the V55 application form the

Make and Model were absolutely accurately shown, resulted in its first ever V5C being issued with the Make and Model

combined!

DVLA are now saying these factual errors on their part are system created and cannot be corrected. They say it is a

data entry issue, which has to do with how the system reacts when the Make and Model descriptions are not

automatically provided by codes supplied by motor manufacturers. We understand that these codes are provided by

the relevant motor industry trade associations as new models are introduced. There appears to be no current

methodology for DVLA to create or acquire a code in respect of any vehicle which is not in the current product line in

the United Kingdom/EU of one of the current vehicle manufacturers. This, if true, means the DVLA system cannot

correctly register imports or vehicles from manufacturers who no longer exist and therefore cannot provide codes.

I impute no lack of honesty in the advice we were given. But, overall, the position of DVLA as an organisation

demonstrated by this unhappy affair, does not give reason for confidence.

This position, which means simple use of the correct make and registration number in the VES can be impossible, is

unacceptable in the digital age, when users are entitled to assume accurate input will provide an accurate output.

We will keep working on this.

An MoT Issue

Towards the end of last year we received a few reports of difficulty being experienced with the new MoT test online

system if the chassis/frame number of the vehicle contained characters other than alpha/numeric(e.g. ‘/’ and ‘-’).

Whilst it took some time for DVSA to respond to our request for information they have now told us that the correct

procedure is for the tester to enter the chassis/frame number omitting the non-alpha/numeric symbols. DVSA claim

to have tested this procedure and confirm that it does work. Anyone still experiencing problems should check if the

tester has followed the recommended procedure.

DVLA

Ian Edmunds

It seems to be becoming a habit for me to start this piece by stating that I don’t have much to report and, although I

appreciate it is not what you want to read, it is unfortunately the case again for this edition.

Towards the end of last year John Vale, who has held the post of Team Leader, Vehicle Registration Policy, at DVLA in

Swansea for some years informed us that he was moving on to a new role within DVLA. Whilst we understand that the

two admirable young ladies who are our normal points of first contact will remain in post there will be other changes

within the group we have been working with. We have requested details of this new structure when it is finalised and

also a meeting with John’s successor as soon as he (or she) is established. DVLA have agreed to both of these but up

until now the time scale is unclear.

The practical result of this is that whilst I still can, and do, raise queries on individual cases, although perhaps with an

extended response time from DVLA, it is clearly sensible to delay pursuing the broader issues until we are familiar with

the changes in DVLA and have met the people concerned.

17

FBHVC are very aware that there is much disquiet in the historic vehicle community regarding many aspects of DVLA’s

current activities. Thanks to the efforts of club officials and some individual members we believe we are adequately

informed of these, but please keep the information coming. At the same time we would ask the clubs and their

members to recognise two key points. Firstly it is the long established modus operandi of the Federation to work and

lobby quietly to progress its objectives. Secondly it is only sensible in strategic terms to prioritise the issues and in

particular the sterling efforts of the All Party Parliamentary Historic Vehicle Group should be concentrated on the most

serious and intractable problems. Given that we are now aware of several re-bodied but otherwise acceptably original

cars that DVLA are in effect preventing from being registered at all, I hope that you can understand that some other

matters have to be temporarily put aside, but not, I assure you, forgotten.

One of the things which has been delayed by the staff changes is that a promised report back from DVLA on the issues

regarding authenticity, which as you know have focussed on the Bugatti marque, has not occurred. FBHVC believes

this exercise is still progressing, but we are currently totally unsighted as to what DVLA are doing on this subject. If we

hear more, especially if what we hear is of general interest to our members, we will of course let you know through

the Newsletter.

On a brighter note, we recently received a visit from two charming people from the DVLA Customer Insight Group.

Their role is to collect and assess the views of customers about DVLA systems in general and the new digital systems

in particular. We were able to explain some of the frustrations experienced by our members and to provide examples.

We were actually asked for any suggestions about how the service might be improved. Two points must be made clear

here, firstly this discussion was solely about systems, not policy, and secondly the role of this group is to report back.

They cannot, themselves, instigate change. Nevertheless, an enjoyable and constructive couple of hours.

In closing I would like to emphasise that rumours currently circulating to the effect that DVLA are arbitrarily removing

clubs from the V765/1 list are just that – rumours. DVLA have recently completed a routine housekeeping exercise of

contacting all the clubs on the V765/1 list to confirm contact details etc. to ensure the list is accurate, nothing more.

Similarly DVLA will continue to accept suitable dating evidence from any group they deem competent to provide it.

FUEL NEWS

Matthew Vincent

Mandatory Inclusion of Ethanol at 10% Volume in Spark Ignition Road Fuel (Petrol) in Belgium

Introduction

To date, the UK has avoided this situation, and in fact at the time of writing there has been no effort made to retail

petrol containing 10% ethanol (E10) in the UK. However, late in 2015, documents emerging from the Kingdom of

Belgium indicate that the compulsory introduction of ethanol in petrol will increase to ‘at least 8.5%’ by volume from

1 January 2017. If this action is taken, all spark ignition vehicles in Belgium including historic vehicles, will be obliged

to operate on this fuel. In practice this is likely to mean that all retail fuels for spark ignition engines can be considered

to constitute E10. Enough work has already been done by the Federation of British Historic Vehicle Clubs (FBHVC)

through contributions by oil industry experts to give a fair idea of the probable impact of the use of E10 petrol in

historic vehicles. These findings are presented below.

Effects of ethanol in spark ignition engines

These may be considered under the three different headings of Compatibility, Corrosion and Combustion:

Compatibility

Some elastomers, plastics and composite materials are not compatible with petrol containing ethanol. Where

problems are experienced, incompatible materials in the fuel system should be replaced with compatible alternatives.

Material Recommended Not recommended

Elastomers Buna-N (hoses and gaskets)

Fluorel

Fluorosilicone

Neoprene (hoses and gaskets)

Buna-N (seals only)

Neoprene (seals only)

Urethane rubber

Acrylonitrile-butadiene hoses

18

Polysulfide rubber

Viton

Polybutene terephthalate

Polymers Acetal

Polypropylene

Polyethylene

Teflon

Fibreglass-reinforced plastic

Polyurethane

Polymers containing alcohol groups

(such as alcohol-based pipe dope)

Nylon 66

Fibreglass-reinforced polyester and

epoxy resins

Shellac

Others Paper

Leather

Cork

Acknowledgement and thanks to CONCAWE who provided the above data.

Corrosion

Long-term storage of petrol-ethanol mixtures (eg over a winter period) can lead to corrosion in historic vehicle fuel

systems. The mechanism of this potential corrosion lies in the falling pH values, ie greater acidification, which may

occur with degradation (oxidation) of fuel-grade ethanol over time. Many historic vehicles have fuel systems containing

metals such as fuel tanks made from terne plate, (lead-tin or zinc-tin coated steel), copper fuel lines and brass fittings,

and zinc-based carburettor castings, which can be vulnerable to fuel acidity. Following tests, a number of corrosion

inhibitor additives which are effective at protecting fuel system metals have been identified and endorsed by the

Federation. The corrosion inhibitor additives which passed the tests carried out by the FBHVC are as follows, in

alphabetical order:

• Ethanolmate from Flexolite, www.flexolite.co.uk, email: sales@flexolite.co.uk

• Ethomix from Frost ART Ltd, www.frost.co.uk, email: order@frost.co.uk

• VSPe Power Plus, VSPe and EPS from Millers Oils, www.millersoils.co.uk, email: enquiries@millersoils.co.uk)

These products achieved an ‘A’ rating in the corrosion tests carried out, permitting each to carry an endorsement from

the FBHVC. The endorsement takes the form of the FBHVC logo and the words ‘endorsed by the FBHVC as a fuel additive

for protection against corrosion in metals’.

In the absence of effective inhibitors, corrosion in historic vehicle fuel systems can result where fuel grade ethanol is

included in petrol at 5% volume. The risk of corrosion is greater where 10% volume ethanol is added to petrol.

However, these additives will provide effective protection with 10% ethanol.

Combustion

There is no evidence that the addition of ethanol to petrol directly affects combustion adversely, but ethanol does

have a leaning effect; fuel mixture strength becomes slightly weaker, and this is particularly true for higher ethanol

blends. Whereas the inclusion of 5% volume ethanol in petrol leans the air-fuel mixture by 1.8%, which may be

regarded as negligible, the addition of 10% ethanol would result in a mixture-leaning effect equivalent to 3.6%, which

may be felt as a power loss, but also could contribute to slightly hotter running. Adjusting mixture strength

(enrichment) to counter this problem may prove beneficial. There is a further secondary effect on engine operation

from the addition of ethanol to petrol, in that it adversely affects fuel boiling characteristics by increasing volatility at

lower temperatures, and so could exacerbate vapour lock problems.

Boiling characteristics (fuel volatility)

The volatility of spark ignition fuels has increased significantly in most European countries since historic vehicles were

initially produced. This can lead to operational difficulties, and a significant number of members have experienced

vapour-lock related problems, such as over-heating, power loss, poor hot starting, erratic running, excessively lean or

rich operation, poor acceleration, flat-spots etc. These difficulties can in many cases be traced to the formation of

bubbles of vapour in the liquid-fuel metering zones of carburettors, or in fuel pumps supplying liquid fuel to

carburettors. These vapour bubbles result from the proportion of fuel boiling at low temperatures (so called front-end

volatility) being much greater than was the case when the vehicle was designed and first produced. Unwanted vapour

formation of this kind disrupts the normal fuel metering process and produces erratic distortions in the ratio of fuel to

air supplied to the engine combustion chamber. Inclusion of ethanol in petrol tends to make these observed problems

worse, because of the relatively low boiling point of ethanol. As the percentage of ethanol increases, the distortion to

19

the distillation curve becomes more marked. The negative impact on the operation of some historic vehicles would

therefore be expected to be greater with 10% ethanol than for 5% ethanol. Not all historic vehicles experience such

problems, but those where the inlet and exhaust manifolds are on the same side of the combustion chamber, or where

fuel pumps are placed in a location receiving a lot of exhaust heat for example, are more likely to suffer problems of

this kind. If fuel mixture strength is not adjusted (made richer) when running on petrol containing 10% ethanol, the

leaner operation is likely to increase any potentially negative effects of distortion of the distillation curve caused by

adding 10% ethanol to the fuel.

The Federation has published detailed information about simple practical steps that can be taken to overcome

problems such as vapour lock. A summary of the recommendations is given below:

• Reduce the flow of (exhaust) heat to the liquid fuel supply to the engine.

• Route fuel lines away from heat sources.

• Locate the fuel pump (eg electric pump) away from heat sources.

• Use a thermal break (eg plastic spacer) where possible for mechanical (engine-mounted) pumps.

• Shield carburettor(s) from exhaust heat (especially if inlet and exhaust are on the same side of the engine).

• Check radiators for condition and ability to dissipate engine heat.

• Consider the use of an auxiliary electrically powered cooling fan to reduce coolant temperatures.

Often, relatively simple modifications such as these can be extremely effective in preventing the formation of

unwanted vapour bubbles in the liquid fuel. Relatively minor changes need not alter the essential character of a historic

vehicle, while thermal baffles and heat shields can be fitted sympathetically to provide minimal visual impact. It is

accepted however, that the standard and original condition of some vehicles will be compromised by the changes

described above. However, the advice given here about practical steps to counter these difficulties can produce real

operational benefits.

Concluding remarks

The mandating of 10% ethanol in all spark ignition fuel to be sold in Belgium from 2017 is likely to result in operational

problems for some historic vehicles. Where these vehicles have already operated satisfactorily on petrol containing

5% ethanol, the move to 10% ethanol may not result in significant adverse effects, but the majority of vehicles will

benefit from mixture adjustment to counter the leaning effects of the additional ethanol content. Corrosion problems

may increase, but these can be countered by use of an effective corrosion inhibitor of the type tested by the FBHVC.

Compatibility issues will probably have been already encountered and resolved because of the use of 5% ethanol in

petrol over recent years. Volatility-related issues are the most likely source of a greater number of operational

difficulties resulting from the increase in ethanol content from 5% to 10%. Unless a source of petrol free from ethanol

can be found, these problems will need to be resolved by adopting measures described in the relevant section above.

It must be accepted however, that many of these measures will involve making changes to the standard and original

condition of historic vehicles if normal running and operation is to be possible.

RESEARCH Paul Chasney

Parts Survey December 2015

The FBHVC undertook a survey amongst its members in December 2015 as a result of concern expressed by some

member clubs that parts for certain historic vehicles are becoming particularly difficult to source. Over 530 member

clubs were sent the survey link. Total responses were 20%.

The respondents clearly demonstrate that certain parts are difficult to source and that there is a demand for those

parts. The parts in question cover a wide range of applications from engine and gearbox components to trim and body

items. It was possibly to be expected that the survey suggests that popular and prestige marques appear to be quite

well serviced for parts and maintenance items. The key area of difficulty appears to be amongst marques with less

numerous models and particularly with lower value items. There is a clear demand for low volume manufacturing but

when aligned to low value parts this is of course not attractive to most manufacturers.

The FBHVC is planning a twin headed approach to assist members: first to make known the problem to its own trade

supporters and second, with the assistance of member clubs, to build a data base of manufacturers who have made

parts for members in the past.

20

As part of the survey the Federation sought to establish whether member clubs maintained appropriate product

liability and professional indemnity insurance. The insurance schemes promoted by the Federation enable member

clubs to achieve advantageous rates for most insurances but some members have expressed concern over the cover

that they might require when selling parts. A workshop is planned for the spring at which time member clubs can

discuss concerns with representatives of the insurance industry and clarify any concern they might have.

Survey Background

In summer 2015 the Federation was approached by representatives of the Riley RM Club concerning problems they

have had in replacing brake cylinders on certain cars. At the Federation conference in October 2015 one of the sessions

was focussed on this particular problem and sought to establish whether there was indeed a much wider problem.

From the enthusiastic discussion that took place it was clear that a much wider problem existed. The Federation

therefore undertook an online survey to try to quantify the scale of the problems experienced by member clubs. The

survey was launched at the start of December and closed early in January 2016.

Summary Results

The survey was limited to 21 questions and took respondents around seven minutes to complete. Whilst 71% of

respondents suggested that they are having problems sourcing parts to maintain their historic vehicles, this is thought

to be an overestimate for member clubs as a whole as a number of respondents indicated that the survey was not

applicable to their club. However for those affected the issue is serious in so far as 22% of respondents suggest that

the inability to source appropriate spares parts is preventing the use of some historic vehicles.

There is a wide spread of difficult-to-source parts. Body related items, including trim, are three of the top five difficult

to source part types. Engine parts were second of the top five, flagged by 41% of respondents and gearbox fifth with

34%. Brakes and electrical items were bottom with 21% and 20% respectively.

The key issue appears to be the relatively low value of items being manufactured. Of those respondents who are

currently selling parts 78% are selling less than £5,000 worth each year and only five are selling more than £25,000

each year. As an overlay to that, comments by respondents clearly indicate that small volume manufacture is a problem

to secure. Over 60% of respondents have original drawings and specifications but 77% rely on others to prepare

engineering drawings for production. Parts procurement teams are typically volunteers, 95% of whom are not paid.

Most teams do not have qualified engineers (65%) and none employ their own independent engineers to oversee

quality control, relying instead on subcontracting manufacturing (76%).

In terms of choosing a subcontract manufacturer, over half work from recommendation and only 16% rely on an

internet search.

Conclusions

The key issue for Federation member clubs is low volume manufacture for relatively low value items. For certain body

and trim parts it is felt that the introduction of 3D printing might, in the not so distant future, be a cost effective way

to solve any parts shortage problem. For mechanical components where manufacturing tolerances and the quality and

specification of metal are important, action is required.

The Federation do not have the resources to establish and run a manufacturing facility. However through its trade

supporters it is hoped to raise the profile of the issue and find helpful manufacturers. In addition with the help of

member clubs who have been successful in low volume manufacturing it is hoped to establish a directory of

manufacturers who might be able to provide the necessary services.

Market Place – For sale

KLG M50 spark plugs

I have eight KLG M50 NOS spark plugs for sale - if The Green Spark Plug Company had any they would want

£12 each. I offer these to HA7C members at £5 each in two sets of four.

Currently Eddie has the custody of them.

Roly Alcock Tel 01905 371061 or Mob 07730 577952

21

Events Diary for 2016

Events updated 29th May 2016. Please note the activities introduced in Bold Type are events organised by

HA7C members - the remainder are events organised by others that may be of interest to us.

This is not a complete and final list because events and dates may change throughout the year also the

speakers at our monthly meetings may not yet have confirmed their availability. Therefore, our meeting

activities may be subject to change.

Also if you are organising an event, or know of something that might be of interest to HA7C members,

please let me know.

Tuesday 31st - Monthly Meet, Richmond Club 7.30 pm. “A Swallow Revived” - talk by Glenn Sanger (tbc)

June

Wednesday 1st- Wednesday 8th – Irish trip. A trip to Innishannon Steam Fair organised by Pat Caine and

Brian Bedford. Contact Pat or Brian for full details or to reserve your space.

Saturday 4th – Classic and Vintage Show at the Hog’s Head, Llantilio, Crossenny NP17 8TA near

Abergavenny. From 10.00 am to 3.00 pm. £5 for entrance and parking but all proceeds go to local

charities. Contact – Julian Tod on 07836 379899 or e-mail jptodcommercials@btconnect.com

Saturday 11th - Madley Fete & Classic Car Show. Small friendly event in field next to church. Contact Colin

Barratt. E-mail frogmorephoto@btinternet.com

Saturday 11th – Sunday 12th – Gloucestershire Motor Show. 10.00 am to 5.30 pm Saturday and 10.00 am to

4.00 pm Sunday at Highnam Court Gloucester GL2 8DP. Adults £10 and children £5 for a great family day

out. HMTQ 90th Birthday Tribute Band, street themed café. 150 classic and vintage cars of many makes

plus Classic m/cs and Ferrari rides. For the ladies –, hair & beauty demonstrations & catwalk shows. For

the children – Fancy dress, animal corner and goal shooting skill test. My brochure even shows the Stig.

Further details – www.gloucestershiremotorshow.co.uk If you wish to exhibit you even might get in free.

Sunday 12th - A day out on the railway. Friends of Prescott have teamed up with GWSR and are offering car

clubs, including HA7C, a day out. The day starts at 10.00 a.m. when you can have Breakfast, Brunch, Lunch

and afternoon tea as well as enjoy the great locomotives that GWSR has to offer. Includes a trip past Prescott

and on down to Cheltenham racecourse, and a tour of the locomotive sheds.

Each Club attending will have its own dedicated parking area in the adjacent field (with all-weather road)

and easy entry into the Station. There will also be a number of trade stands for your delectation!

They have asked me to co-ordinate the HA7C entry, so if you wish to come along, please let me know good

and early.

Sunday 12th – CredenhillCommunity Event 10.30 am to 4.30 pm at Roman Park, Station Road, Credenhill HR4

7DF. Classic/vintage cars, machinery, crafts, collectables, dog show and refreshments all day. Contact

Gordon Batchelor on 01432 760312.

Wednesday 22nd-Monday 27th – HA7C Trip to France hosted by Kip and Carmen Waistell.

Saturday 25th - Defford Air Day Light aircraft and Vintage/Classic cars at Croft Farm Defford WR8 9BN.

Contact info@defford-croftfarm.co.uk More info: www.deffordcroft-farm.co.uk

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Saturday 25th – Hereford Motor Show 9.15 am to 4.30 pm The Sunshine Horsepower Motor Show is held in

the centre of Hereford in Maylord Street where there will be a display of classic cars. They have a face

painter and other attractions and a goody bag for all exhibitors at around 12.45 pm. There will be banners

around Hereford and newspaper ad’s giving details. Contact Ginny Murfin at Sunshine Radio

ginny.murfin@sunshineradio.co.uk for more information

Tuesday 28th - Monthly Meet, Richmond Club, 7.30 pm. “Bring your Car night” for the Club’s annual

photoshoot.

July

Saturday 2nd – Sunday 3rd – 54th National Rally of Austin Sevens at Beaulieu. A drive through the New

Foreston Sat 2nd followed by an evening BBQ. On Sunday there are displays, an autojumble, a concours

and awards. On-site camping is available. Ticket includes entry to the National Motor Museum, Palace and

garden. Forms from the 750 Motor Club. Tel 01332 814648 or membership@750mc.co.uk

Sunday 3rd – Prescott Breakfast Club 9.30 am for a N&N and breakfast at Prescott

Saturday 9th-Sunday 10th - Le Mans Classic. The 24 hour race for classic cars. Four day packages available

from £199. Contact Bob Cole: bob.cole@sceniccartours.com

Sunday 10th - Radway Bridge Vintage Vehicle Event. Gathering of Vintage vehicles at Radway Bridge

Garden Centre, HR1 3RX 10.30 – 4.00pm Phone 01432 850009 if intending to go or email

annabellepearson@btinternet.com

Saturday 16th- Pre-War Prescott. A chance to take your car up the famous Hill Climb. Cost seems to be £25-

£40 to do the climb and £15 to spectate. Proceeds to charity. BBQ and Live music. Website is

prewarprescott.com, where you can find all the details and entry form.

Sunday 17th – Navigation Rally or Tour (you choose) starting at Prescott with pub lunch and cream tea.

Sunday 17th – Upton House and Gardens Rally Midlands Austin 7 Club. Further info’ contact Andy Lowe

01214 770770547 or andylowe@fsmail.net

Saturday 23rd July - St Christopher Blessing Service and Picnic. 11.30 a.m. at St Mary's Church, Craswall.

Co-ordinates 52. 01' 13.45" N, and 3. 02' 56.03" W.

St Christopher is the patron Saint of Travellers. You are invited to bring your transport, ancient or modern,

motorised or not, to the beautiful Black Mountain church of St Mary's for a short blessing service followed

by a "bring your own" picnic in the grounds of the church (where pre-war cars will be parked) and adjoining

field (for post-war). For the Parish, this is an entirely new venture, which we are sure you will enjoy and

which we hope to continue and expand in the years to come. An expression of interest to Reverend

Nicholas Lowton at lowton.nicholas@virgin.net would be appreciated (to give an idea of numbers), you will

then continue to be updated.

Saturday 23rd/Sunday 24th – Much Marcle Steam Rally. Contact David Exell, 1 Saxon Way, Ledbury HR8

2QY, Tel 01531 632131 or e-mail tdexell@btinternet.com

Sunday 24th - Forest of Dean Historic Vehicle Club-- 12 Noon. To celebrate the 200th Anniversary (to the

day) of the opening of the Old Wye Bridge in Chepstow. To celebrate this event Cars, tractors, m/c's, light

commercials, and horse and carts are invited to turn up at 12 noon, with a re-enactment of the walk from

Beaufort square, Chepstow to the Old Bridge for it's official opening in 1816. There will be a medieval Fair,

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bandstand and grand reception in the Drill Hall.

Cars to assemble on the Gloucestershire side of the riverbank, from Tutshill down to the river and after the

official opening, will cross the bridge, loop around the town and then display on the lawns in front of

Chepstow Castle. No need to pre book, just make a note to turn up on the day.

Tuesday 26th July - Monthly Meet, at the Richmond Club

Unfortunately, the planned Fun Driving Tests at The Royal Oak Much Marcle will have to be postponed -

details to follow.

Friday 29th – Sunday 31st – Welland Steam & Country Rally, vintage and classic cars. Entries contact

Graham Probert Tel 01432 880768 or e-mail g.probert381@btinternet.com

August

Saturday 13th – Sunday 14th - Tortworth Vintage Rally, Wickwar, South Gloucestershire, GL12 8LF. Open to

all Vintage, Classic and Special Interest Vehicles & Motorcycles. If you require more information or are

interested in going entry forms can be printed from the website, www.shakespearesrally.com.

Saturday 13th -- The Mary Stevens Hospice in Stourbridge will be hosting a large Car Show on the Hospice

grounds and would love to invite HA7C club members to come along with some cars to showcase. Contact:

Laura Millard | Community Engagement Officer on 01384-37777. Mary Stevens Hospice, 221 Hagley Road |

Oldswinford | Stourbridge.

Sunday 14th - Three Cocks Show and Rally, Hay-on-Wye. HA7C usually go as a Club. If you are coming,

please let me know, and I will book you in. We are being offered a Club Enclosure for our exclusive use if

we let them know numbers in good time – so early bookings please.

Sunday 21st - Tewkesbury Classic Vehicle Festival--, 11.00 am to 4.00 pm at

Tewkesbury School, Aschurch Road, Tewkesbury, Glos, GL20 8DF (200 yds from

M5 J9). Entrance £5-00, under 12 free, but Free Entry for Show cars and their

drivers. Over 500 cars and 200 m/c's. Automobilia, BBQ, Bar, Live Period Music,

Autojumble and 100+ Market Stalls. Ring 01684-850940, or visit website

www.tewkesburycvf.org, to register, or just turn up on the day. Regret: No dogs on

School Playing Fields.

Saturday, Sunday, Monday 27th- 29th - Pershore Plum Festival. A weekend of events in Pershore finishing

with a Classic Car display on the Bank Holiday Monday.

Sunday 28th – Summer Serendipity at the Royal Oak Much Marcle. Pre-war cars only – similar to New Year’s

Daygathering but rain is warmer.

Tuesday 30th - Monthly Meet, Richmond Club, 7.30 pm. Noggin and Natter.

Wednesday 31st--A trip on “Balmoral”—The Vintage Steamer “Balmoral” is one of the very few working

paddle steamers left, and conducts 50’s style excursions in the Bristol Channel in the summer. Depart

points Penarth, and visits are Ilfracombe and Lundy Island. The itinerary, is depart Penarth 0930. If you

would like to come, please let me know, and I will make the booking with the operating company on the

Club’s behalf. MH

September

Saturday 10th – Eaton Bishop summer fete – no entry fee. Held in large private garden. Vintage cars,

Austins and others, military vehicles, fete type games, BBQ, teas, beer etc etc

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Friday 16th, Saturday 17th and Sunday 18th September - Stoke Prior Steam Rally at Bromsgrove,

Worcestershire B60 4LF. Open to all Vintage, Classic and Special Interest Vehicles & Motorcycles. If you

require more information or are interested in going entry forms can be printed from the website,

(www.shakespearesrally.com).

Sunday 18th - Prescott Breakfast Club 09.30 for a N&N and breakfast at Prescott.

Tuesday 20th— The second 2016 Shed Night - 7.30 pm at Eversley House. A chance to learn about your

Seven. Kindly hosted by Stuart and Lyn Howard and features a talk kindly given by Eddie Loader on an aspect

of A7 maintenance or repair.

Tuesday 27th - Monthly Meet, Richmond Club, 7.30 pm. “Austin 7 Maintenance”. A talk by Eddie Loader.

October

Sunday 16th - Prescott Breakfast Club 09.30 for a N&N and breakfast at Prescott.

Tuesday 25th - Monthly Meet, Richmond Club, 7.30 pm. “All about jewellery” with Karen Owens.

November

Friday 11th—Mulled Wine and Mince Pies. Eversley House 7.30 for 8.00 pm. An evening very kindly hosted

by Stuart and Lyn Howard at their home. Featuring great fun, great company, mulled wine, nibbles, and

HA7C’s famous mince pies for your delectation. There will be a raffle, so please bring something along for

the raffle, and help it go with a swing.

Sunday 27th – HA7C Annual Christmas Lunch at the Bunch of Carrots, Hampton Bishop, Hereford. 12.30

for 1.00 pm.

Tuesday 29th - Monthly Meet, Richmond Club, 7.30 pm. A talk by Ron Sadler “My life, including Motor

Racing”.

December - There are no meetings this month

Michael Harcourt … gpandmh@sky.com

Tail Lights

The answer to the March quiz –

The question asked - what were the next two characters in the following series? O T T F F …… and the

answer is clearly S S (i.e. six and seven). Thank you all for the overwhelming response to this – However, the

winner is Glen Sanger who e-mailed the correct answer within seconds of me publishing the March

Newsletter. He will be rewarded accordingly!

No Quiz in this edition I’m afraid - to give the postman a rest from carrying all those postcards!

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Health & safety

Continuing our theme of health and safety matters …

We understand our Secretary is currently researching heat pumps

and thought this photo’ might help with his installation plans …..

When they were young

Here we have a photo’ that is believed to show a very young Brian

Wooster.

The give-away is the tooling – it’s the same axe, saw and bayonet he still

uses today to work on his Austin Sevens.

Strange number plate though!

And finally

A gentleman from the Hereford A7 Club had been reading an article about fathers & sons and distant

memories came flooding back of the time he took his son out for his first pint.

Off they went to their local, just around the corner from the house. First he bought the lad a Fosters, but he

didn't like it – so had to drink it himself. Then he got him a Carling Black Label but he didn't that either, so

again he had to drink it himself.

It was the same story with the 1664 Lager, the local bitter, the Premium Dry Cider and the gin.

By the time they got down to the whisky - dad could hardly push the pram back home.

Committee contact details -

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Chairman – Derek Choppen ...........................................Tel 01989740583

Mob 07769352945

derekchoppen@yahoo.co.uk

Secretary - Mike Ward ...................................................Tel 01600-890902

Mob 07939-539926

m.ward789@btinternet.com

Treasurer - Ron Sadler ................................................ Tel 01981-250365

Mob 07775-753412

rsadler6@aol.com

Events Co-ordinator - Michael Harcourt ......................Tel 01600-891345

Mob 07836-225723

gpandmh@sky.com

Technical Advisor - Eddie Loader ................................ Tel 01432-356841

Mob 07817-361921

Crankhandle Editor – Bob Garrett ............................... Tel 01497 831310

Mob 07900-496073

fatcontroller.bob@btinternet.com

HA7C Website Address: www.herefordaustin7club.co.uk

Please note that the views expressed in the HA7C Newsletter are not necessarily those of the Club, Committee or Editor.

HA7C Newsletter May 2016