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Volume 42 /1 MARCH 2016 CONTENTS Page

Editorial 2

Chairman’s Chat 2

Registrars Report 4

Sabrina Editors Report 7

Samca 2015 Report 9

Nationals 2016 12

Regional Reports 15

Bloemfontein 15

Border 16

Cape Town 17

Johannesburg 18

KZN 19

Port Elizabeth 20

Pretoria 21

Improved TR6 Chassis 23

Hail, Hail 26

Decembers’ Mystery Car 27

What Car is This? 30

Century Classic Car Run 30

LED Lights 32

A TR3 with Tragic History 33

For Sale 36

Wanted 36

TR6 Station Wagon 37

Mystery Car 39

Jaguar and Standard 40

Triumph & Morgan 40

If I Win the Lotto 46

Christmas Quiz 48

So you Don’t get Lost 48

Web Sites 50

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EDITORIAL

Well here we are in 2016 & already a quarter of the year has gone. I trust that you all enjoyed the Festive Season and have recovered

from any hangovers that may have resulted. Those of you going to Hartenbos in May have hopefully sorted out your Triumphs so I look forward to seeing you there. Some of you will probably be aware that this is my last Sabrina as Editor and I am therefore finding this Editorial a bit strange. I have long held the view that when an activity ceases to be interesting/exciting then it is time to give it up. Sad to say this is the main reason for my standing down, nothing to do with health but let’s say loss of enthusiasm caused by Sabrina becoming a job.

Since stepping into the position at the 2008 National gathering the last eight years have been interesting. They have helped me to get to know many of our members around the Country and I thank them for their support. I sincerely hope that you will continue to support your new Editor by submitting a bag full of articles I have also been privileged to get to know Triumph enthusiasts around the World, their support with articles has helped to make Sabrina what it is. If you are wondering about the inclusion of some historical articles it was purely because other than Dennis Cook I had nothing sent to me. So to ensure a not too thin issue I delved into old Sabrina's” I cannot leave without clarifying one issue and that relates to the costs of Sabrina and going Electronic. I will not go into details here but recommend that you read the Editors Report, on page 6 to be tabled at the Nationals Totsiens Eric

CHAIRMAN'S CHAT

When you read this the Hartenbos National gathering arranged by the Cape Town centre will be around the corner and it is never too late to attend…. You still have the opportunity to come and have fun with your Triumph friends and make new ones at the event.

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There will be enough to do and plenty of free times to catch up with the people you haven’t seen in years. I am looking forward to the event and am sure that so is everyone that registered. The Cape Town centre went all out to make this a gathering to remember.

The prices of cars have increased tremendously over the last couple of years and the values of our Triumphs also. The challenge that we sit with is that with the exchange rate Rand versus Pound & Euro, as well as the quality of our cars, there are a number of our cars that are leaving our shores heading for the UK and Europe. It is very satisfying to see our Triumphs on display at a car show, Concours or even just at an outing and members of the public can’t get enough to look at our cars and to chat with the owners about them. I would like to see the same happening in years to come and encourage you to look after your beloved Triumph and to keep going for as long as possible… I would also like to thank each and everyone that are currently doing or have done something in the past for the Triumph Sports Car Club of South Africa. This is a labour of love and we don’t get paid to do it, but spend many hours, kilometres travelling at our own cost, using our own resources such as computers, printers, phones etc. for the club and to keep the club running smoothly. Two people that are doing much work which I would like to mention and thank especially Eric Fletcher for the work he did as editor of Sabrina. Thank you Eric, we appreciate all the long hours you are spending on your computer and phone to ensure that we get our quarterly magazine on time every time. I would also like to thank Rene de Villiers for taking care of the club administration. Rene is ensuring that we are abreast of what’s happening in the motoring fraternity as well as from an administrative position where he looks at the constitution, minutes of the BGM, notices, etc. Thank you Rene for all the hard work and know that we surely appreciate it. I would also like to thank you, our members for your participation in your club events and have heard many testimonies from other clubs about how the Triumph Sports Car club members are always there to arrange special events and participate in other show days etc. It is the little gestures like these that make the Triumph Sports Car Club of South Africa the best classic car club in South Africa. Until next time, God bless and keep your Triumph shining……. Triumphant Regards, Gerhard

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I am very happy to announce that the magic figure of 1 100 Triumphs that has been eluding us in the register has finally been reached. Yep, we now have the details of 1 110 cars recorded.

REGISTRAR'S REPORT

This issue of Sabrina appears to be last one under the editorship of Eric Fletcher. I do not know in what format future issues will appear and therefore it perhaps is a good time to publish a summary or analysis of the current holdings in the register as at February 2016. Triumph model/variation

Number Type/group totals Percentage of Total

TR2 47 TR3 86 TR3A 91 Sidescreens 224 20,18 TR4 18 TR4A 34 TR5 12 Michelottis 64 5,76 TR6 74 Karmanns 74 6,66 TR7 151 TR8 5 Modern TRs 156 14,05 Total TR

518 46,66

Spitfire Mk1 68 Spit Mk2 59 Spit Mk3 167 Spit Mk4 26 Spit 1500 9 Total Spitfire

329 29,63

GT6 Mk1 16 GT6 Mk2 5 GT6 Mk3 16 Total GT6

37 3,33

Herald all models 40 Vitesse all models 9 Total Herald based

49 4,41

Stag Mk1 & Mk2 27 2,43

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Triumph model/variation

Number Type/group totals

Percentage of total

Triumph 2000 saloon Mk1

28

Triumph 2000 Mk2

16

Triumph 2500 PI 9 Triumph Chicane TC Mk1

34

Triumph Chicane TC Mk2

39 Large saloon 126

11,35

Triumph 1300 &1500 FWD

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Triumph Dolomite/Sprint 2 Triumph Toledo 1 Small saloon

12 1,08

Roadster 1800 & 2000 5 Town & Country saloon 2 Mayflower 2 Super 7 3 Oldies

12 1,08

All models 1110 100,00 I often receive requests to look up and report on the details of certain Triumphs but when members give me a registration number only, I cannot assist them because registration numbers are not listed in the register at all. Registration numbers hardly remain with cars and change as cars get sold and move around. Since I bought my TR4A in Port Elizabeth in 1972 for example, I had to change the Uitenhage (CCN) plates to Port Elizabeth (CB) plates and to Alice (CFD) plates again when I moved there in 1975. Moving to Pretoria in the Transvaal in 1980 I had to get those yellow plates with a T at the end, and after we became part of Gauteng in 1994 the plates had to change again to a new number with a GP suffix. In the time of my ownership the car therefore had five different registration numbers. I am sure there are many other cases of cars collecting registration numbers as they are getting older.

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Up to 1980 Triumphs used commission numbers and after that year

were identified by a VIN (vehicle identification number). Because these numbers remain with the car, the details of cars in our register are accessed by either a commission number or a VIN. Some people refer to these numbers as chassis numbers, but strictly speaking, that is not correct because some Triumphs (Spitfire, GT6, Herald, and Vitesse especially), have numbers stamped on their chassis that differs from the commission number or VIN. This caused confusion in some cases and that is why I requested some of our TSCC centres to replace the reference to 'chassis number' on their application or membership forms to 'commission number' or 'VIN'. Unfortunately my request has not been successful in all cases.

Since a vehicle's identification number is unique to a particular vehicle it should never be duplicated. Unfortunately with vehicle identity theft and the concomitant changing of identification numbers through criminal activity and fraud, serious problems have befallen some innocent and unsuspecting law-abiding citizens through this practice. With this in mind, and because members' car identification details are confidential, I have requested the register details of the cars in our club and other Triumph owners, to be removed from being published on the world wide web, as was the case in the TSCC of SA website.

It appears as if this move was not welcomed by everyone in the club who feel that members should have access to car details in the register at all times.

It is absolutely correct that members should have access, but not at the risk that their confidential car details may fall prey to criminals. The details of many cars that do not belong to club members are also accessed in the register and I often had to give owners the assurance that their car details will be treated confidentially before they agreed to make it available to me. The only way that we can assure the safety of our car identity numbers in the public domain such as the worldwide web under the present system without a proper security access measure (password control), is to publish it without commission, VIN or engine numbers.

It has also been rumoured that the registrar does not make listings in the register available to fellow club members and that it could be that he maintains the register for his own personal pleasure. Nothing is further from the truth than that. Whenever a bona fide club member approached me for car details in the register I have always helped the person. I have even supplied complete registers such as the Sidescreen TR Register for example. Those members with good memories may remember that I made groups of registers (Sidescreen, Michelotti, TR7, GT6, etc., etc) available for publication in Sabrina in consecutive issues between 2007 and 2011 until all registers were covered.

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At the nationals in Plettenberg Bay in 2012 I supplied a full hard copy

edition of the complete register to each centre chairperson with the request that they circulate it among their members in order to check for updates and accuracy of car details. That exercise cost me a pretty penny out of pocket but I will be prepared to make a new register edition available on the same basis in future provided I can get financial assistance.

In closing I wish to thank Eric as editor for his support in publishing all my reports over the years. In that way he made it possible for me to communicate register matters with club members on a continued and regular basis. As he is now on the brink of stepping down as editor I wish him a well earned rest because I know that he has fought a very lonely battle in regularly trying to generate and supply meaningful content to Sabrina despite many pleas for contributions from members falling on deaf ears.

Thank you Eric, I salute you! Nols

SABRINA EDITOR'S REPORT

In 2008 I took up the Editorship of our National magazine Sabrina. In my first Editorial in the June 2008 edition I said “Essentially I aim to use the pages of Sabrina to increase communication between members, regions and media and Internationally on matters Triumph”. I believe that Internationally I have achieved my aim in that Sabrina regularly features articles from the UK, Continental Europe and the USA. In return they publish our articles. A case in point is the wonderful 2014 TR7 birthday celebration, this featured not only in clubs and magazines worldwide ,but also in a Commercial Triumph DVD with our own Nols narrating. Oh yes and I believe it was even on YouTube. As to increasing communication between members and Regions only you can be the Judge. Our Chairman, Gerhard, stated in his June 2008 “Chairman's Chat”, "The challenge that we face is increasing costs and no one knows what the price of fuel will be in 2010”. The cost for Sabrina has remained constant for many years. It was to my mind never the intention that Sabrina should make a profit but as the costs enumerated below show, Sabrina, despite being the clubs largest area of costs, has probably been its largest producer of profit.

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Also it should be borne in mind that the cost to members includes the cost of all magazines printed (including those for overseas , honoury members and the spare copies), plus the postage costs for those being mailed overseas. In arriving at income both Ed and I had the same problem and that is the amount paid in my members who for example only paid for Sabrina late in the year and then only for maybe two copies instead of 4. 2013 2014 2015 No Members 267 267 275 Overseas 10 10 10 Spare 5 5 5 Average Pages 58 58 48 Av Cost/Member

114.5 115.85 105.8

Cost 28,853 28,993 29,094 Income 30,745 29,371 32,280 Advert Income 0 600 2750 Total Income 30,745 29,971 35,030 Profit/Loss 1,892 978 5,936 You will no doubt question the large profit that Sabrina made in 2015. Excluding the Advertising the main reason was the lower printing costs because of the lower number of pages per copy. Thus printing cost per member decreased from an average of R20.86 over 2013 & 2014 to R17.86 for 2015. This issue only contains some articles from the past because of virtually no input from member. When one considers that because of cost variances caused by the number of members paying for Sabrina vary month on month and the purchase of bulk envelopes results in those bought for any issue adding to those left over from the previous issue , makes for a most complex costing exercise.

Over the years I have used Post Office supplied pre-paid envelopes purchased from them in boxes of 250 these have increased in price every year. Come last November none of the 5 PO’s that I tried had any. So it was off to Makro for envelopes ( only boxes of 500) and stamps from the PO. This actually cost marginally more than the prepaid envelopes.

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The move to producing Sabrina Electronically will be a big one and may I at this point state quite categorically that I have never been against an Electronic version, in fact despite my asking for assistance from our members and sadly receiving none, it was one of my daughters who put me on to the ISSUU facility for producing electronic magazines. ISSUU is used by a multitude of magazine. It produces an electronic magazine that is paginated, indexed and instead of dragging from page to page it lets you turn over pages, book style. It will allow Sabrina to be restricted to our members only. The maximum cost looks like $360 pa although this is a 12 month estimate so could be less.

You will note that I have not inserted a closing date for the June Sabrina because that is up to our new editor. Likewise he/she must sort out their own cost framework. For example I did not charge the club for Address Labels, their printing, printing ink or internet time. The new Editor will undoubtedly follow his /her own ideas. For this reason I do not think that the BGM can impose costs on him (or her) as is included in one of the agenda proposals. Similarly I believe he or she will have to find their feet producing a hard copy before embarking on an electronic version. So patience is advised. All that is left is to wish the new Editor happy editing and to all of you please support him/her with your articles. Eric

Approximately 30 motoring Clubs are affiliated to SAMCA countrywide, representing approximately 4 500 individual Club members. The Triumph Sports Car Club of South Africa was a founder member of SAMCA, and as a matter of interest a copy of the SAMCA founding document is attached hereto.

SAMCA REPORT FOR 2015

The effectiveness of lobbying activities of transportation interests in the country in its widest sense, on a combined basis, had, over the past few years showed a steady decline, and for all practical purposes has, at present come to a standstill. Whilst the National Department of Transport (NDoT) will still entertain individual approaches from specific industry players as and when specific issues arise, it has done away with the combined mass-industry meetings of the past due to the fact that these had become unwieldy.

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These meetings were attended by representatives of, inter alia, The AA; SABS; The Testing Stations Association ; SANABA, (which is an association representing special and emergency vehicles such as fire engines and ambulances); NAAMSA; The Truck and Trailer Association; Representatives from the nine Provinces; and many others, including, of course, representatives from NDot itself.

Meetings of 40 or 50 or more people were not uncommon, and with conflicting interests on the table these meetings were getting nowhere. SAMCA has, as a result, deputised its Chairman to approach the Retail Motor Industry (RMI) a well-known and prestigious body in the motoring world with a view to aligning itself with that body and to obtain some form of general representation with or on said body.

News from NDoT is that the AARTO demerit points system is still slated for introduction on 1st April 2016, the basic intention being that repeated traffic offences would lead to the loss of one’s driver’s licence. Whether its introduction will actually take place remains to be seen, and, if introduced, administrative problems can be expected. Other NDoT news is that periodic testing for road worthiness of vehicles has been put on the back burner until such time as fraudulent practices at testing stations can be eradicated.

The SAMCA affiliation fee as of 1 January 2016 is R12,50 per Club member. Of this, SAMCA spends R8,00 per member for the R5million public liability insurance policy it has in place to cover Club officials should a claim be lodged by a member of the public. It pays an affiliation fee of R1,00 per member to Motor Sport South Africa (MSA), and retains R3,50 per member in SAMCA proper.

It was noted that more and more classic car “experts” were coming into the market and that their presence, combined with the weakening value of the South African Rand resulted in classic car prices generally, and especially those of exotic cars, increasing at an alarming rate. Club members were cautioned to take effective steps to safeguard their cars, and to make sure that their cars were adequately insured. René de Villiers SAMCA Representative .

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WARNING ESTIMATED INSURANCE VALUES 2016

The values shown below are NOT the latest official valuations. John Dobbins is reporting landed spare prices as much as 50% higher than the same item landed this time last year. It follows that any major repair will also increase in cost. He is particularly concerned about any one travelling to this year's Nationals and having an accident and then finding themselves underinsured.

The values shown are the 2014/2015 values increased by 25% in order to draw your attention to the possible effect of increased cost. Points 5 10 15 20 25 /

Bronze Silver Gold

Roadster

69 138 206 275 344 412 480

TR2 – 6

63 125 187 250 312 375 437

TR8 & Stag

50 100 150 200 312 300 350

TR7 Soft Top + GT6

25 30 94 125 156 187 218

TR7 Hard Top + Spitfire

25 50 75 100 125 120 175

Vitesse + Dolomite

20 25 56 75 95 112 130

Saloons

15 30 38 50 75 90 105

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NATIONAL GATHERING MAY 2016

The Cape Town centre is looking forward to hosting you at the 2016 National Gathering in Hartenbos from 2-7 May 2016. At the end of January the total numbers of registrations were 55 Cars: Cape Town 13; KZN 13, Jhb 19; Pretoria 8; PE 9; Free State 1; Border 1. Because we have to finalise budgets and costs with our sponsors, there will be only 60 goody bags available. Those who register after the number of 60 will receive all of the benefits except the goody bag.

The 2 sleeper units in our designated area are all booked, but there is plenty of accommodation available nearby or share a 4/6 sleeper with a friend. Booking: When booking you will deal with the Marketing department and not their general reservations desk at Hartenbos and each individual must make their own reservations for accommodation. When booking please quote booking Number 305233 – in name of Dennis Cook -and the unit number that you require. Our reservation is from 2- 7 May; 5 nights at low season rates. When booking Hartenbos will need your ID number and physical address for their records; if you make a reservation by email, please include this information. Tel: +27 (44) 601-7200 (ask for marketing Dept – Laurette ). email : laurettek@atkv.org.za or Karen Phipson -marketing manager; e mail : KarenP@atkv.org.za . They will send you an invoice with bank details for EFT payment or, when you complete the form you can give your credit card details for the payment. A deposit of 50% is required to secure your booking, with the balance payable in January 2016. All bookings are done with the resort as the Nationals organisers are not able to assist in accommodation matters. Costs of the National Gathering: The reservation form is attached in Sabrina. We have been able to secure significant sponsorship so we offer an all-inclusive package for attendance with 1 car for 1 person for R900 and for a couple with 1 car R1250. This includes all events, a shirt and cap for the Driver, bumper badge and dashboard plaque. You will also be able to enjoy wine at the welcome function and Gala Evening courtesy of our sponsors. Because the Gathering is being heavily subsidised we are not able to give rebates for any events/functions not taken in.

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TRIUMPH SPORTS CAR CLUB of SA

HARTENBOS National Gathering 2016 1/2 May - 7 May 2016 – REGISTRATION FORM

SURNAME:…………………………………………… .FIRST NAME……………………………………… PARTNER :……………………………………………..FIRST NAME ……………………………………… POSTAL ADDRESS:…………………………………………………………………………………………… ……………………………………………………………………………CODE……………………………… TELEPHONE : Home ………………………………….. Mobile: …………………………………………… CLUB CENTRE :………………………………………… TSCC Membership No : ……………… E MAIL : …………………………………………………………………………………………………………... Accompanying Children: Number and Ages: ………………………………………………………………… HARTENBOS UNIT No. BOOKED: SPECIAL DIETARY REQUIREMENTS : ……………………………….................................................. DATE OF ARRIVAL…………………………..DATE OF DEPARTURE…………………………………….. DETAILS of TRIUMPHS ATTENDING CONCOURS: D’ELEGANCE : MODEL…………………………YEAR………………REG.NO………………………. D’ETAT : MODEL…………………………YEAR………………REG.NO……………………… NOT SHOWING: MODEL .………………………..YEAR…..………….REG.NO……………………… ATTENDING – please tick the box Knysna Motor show 1 May Welcome party 2 May Gala Evening

Shirt Size : Member Please advise if you will be sharing accommodation: Sharing with…………………………………………………………Unit No. ……………………. Signature……………………………………………………………..Date………………………

For office use: Acc No………… Paid : …………..

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REGIONAL REPORTS

Bloemfontein

Happy new year all of you! A bit late seeing two months have already come and gone and the year is well on its way. Anyway I hope that 2016 will treat you all very well, and that all your wishes and dreams will come true.

Our year started off with a bit more activity than usual, two noggins and a breakfast run to Maselspoort. There were six cars and twelve members. 2 TR7s, 1 TR6, 1 Spitfire, 1 Chicane and 1 MGTF. We had leisurely run out to Masies, and enjoyed a hearty breakfast in the restaurant. We then moved out onto the riverbank, and sat in the shade and swapped stories for about an hour, after which we made our way home in our own time.

For our next event we are looking at going on a river cruise up the Modder river. It takes about two hours and breakfast is supplied en route. Something like a “booze cruise” with coffee instead of booze!

You may remember my weather report in the June edition of Sabrina where I queried what was ahead because of the unusual weather pattern? Well here in Bloem we are still suffering from the drought, and the highest temperatures ever recorded. We have serious water restrictions and may only wash our cars once a month – and that from one bucket of water. Not so good for the paintwork, especially because we are having dust storms almost every day. Also our rainfall is far short of the norm, and our dams are all still very low. A very serious situation...

At my time of writing the 2016 Nationals are only ten weeks away, and we are still sorting our things out to get there. Anyway we are looking forward to getting there and sharing in that wonderful fellowship which is created by our Triumphs! That is all for now – see you soon! Happy motoring. God bless Alan

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Hi all,

Border

With the New Year well underway, we are all feeling the February heat here in East London; well not so much the heat but the humidity, so other than the monthly Noggins with our MG friends we have had one outing thus far in 2016 on February 7th. A Sunday brunch run to the Village Bistro setting off from Gonubie Point at 11am after necking down some Bucks Fizz…

Planning for the Border representation at the Nationals is in full swing; we will have attendance from Johno Williams (TR7 drop-top), Gavin Turner (TR6) and Geoff Kriel (TR3). Geoff’s rebuilt TR3 is looking spectacular and if my TR7 V8 drop-top is ready in time then hopefully we will be able to make the trip also. After my last Sabrina submission (for a National’s evening (or rather 30mins) of entertainment) I am pleased to share that Gav, Geoff and Johno are feverously preparing for their repeat performance of the Full Monty but are having difficulty purchasing the red leather thongs; so if anyone knows where they can buy these kindly drop Geoff an email at horizongsk@vodamail.co.za . ;-)

By the way, if anyone is looking for any TR7 spares then I have a number I am looking to part with as I clear-up after my rebuild, up for sale is the following:

1. 1x TR7 (1981) boot lid in excellent condition 2. 4x front assembled wheel struts 3. 1x drop top canopy frame 4. Various instrumentation bits n pieces 5. 1x TR7 front windscreen (if Johno changes his mind about buying it) 6. Other stuff I am not sure of but will be pulling out to catalogue and

photograph. If anyone is interested to see some pics of these then feel free to drop me an email to philmorris1@gmail.com.

One final note is that myself and my family will be looking to move to Australia sometime this year, so plans are underway on this front also. Following our attendance at the KZN Nationals it would be great to catch up up with those of you who are also attending the 2016 Nationals, if indeed we can make it ourselves… if not then may I wish you all a very happy, safe and prosperous future. All the best… Phil Morris.

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Cape Town

Some of the past issues of Sabrina have not contained a centre report from Cape Town. The reason is that we believe that the centre reports are a waste of paper because they are out of date, mostly interesting but, more especially, because we now receive the other centre reports each month and can read them on the centre websites. In addition the newsletters of our centre are available on our website to anyone interested to read what is happening in Cape Town. All of this is great stuff because it enables any member to read about the other centres.

Since Eric, however, has informed me that he will be stepping down as editor after the March edition of Sabrina we thought it fit to submit a report for Cape Town. Firstly, although we may have had differences over the issue of Sabrina, the committee of the Cape Town centre wish to express their grateful thanks for the tremendous task that he has so ably and diligently performed for many years. It is sad that he will be stepping down but we hope that the BGM will introduce a new era for the club Journal.

Following on the last survey requested by the National Chairman on the matter of Sabrina quite a number of our members added a response that had not been requested which is that they no longer wish to receive Sabrina. At our AGM in November it was therefore decided that those who don’t wish to receive Sabrina will pay a lower annual subscription rate. About 25% have elected no longer to receive Sabrina. The majority, however, have paid in the hope that something positive will at last come out of the BGM in May.

The motoring calendar always seemed, in the past, to end with the AGM in November and start again with the annual classic car and bike show in late January at stately Timour Hall, where the International Police Academy raises money for charity by charging public entrance to view a two day classic car and bike show. Some years ago this changed with the introduction of a January breakfast run organised by Tom Dougan, a former centre chairman and his January 2016 run was along the beautiful coastal drive from Gordon’s Bay to Betties Bay- a route that many will remember from the 2006 National Gathering- where we enjoyed breakfast and a view of the superb African Penguin colony.

Another addition to the calendar is a classic car show organised by a shopping centre in Tyger Valley in the first week of December that attracted a different selection of cars with a good turnout of Triumphs.

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The show known as “Beers and Gears” with craft brewers

showcasing their products along with classic cars is themed to attract the petrol heads. Whilst we sweltered in an area of greenbelt almost the void of trees, it has the potential to become a popular show in the future.

Like most clubs the committee racks brains to come up with interesting venues and events to attract the members and inspired by some of the wives, our Valentine’s day picnic on Sunday 14 February will see us motoring through the Winelands to a beautiful private estate in Franschhoek. The venue is organised by James Hibbs who has a beautifully restored black TR3A that belonged to his father since it was almost new. March will see the 13th running of our popular British Sports car tour which not only brings enthusiasts from other clubs together but also raises money for the Red Cross Children’s Hospital.

On the car front there are a number of interesting additions to the club. Dark horse of the year, Danie Barkhuizen, who has long owned a red TR3 that was one of John Roets’ early rebuilds revealed only recently that he had purchased a TR3A in 2014 from the estate of the late Bennit Joubert; a car rebuilt by Ben Gerber, and which many will remember as having been exhibited for the first time at the 1998 National Gathering. The car has only done some 4000 miles since that rebuild and we are happy that it has ended up in such good hands.

Our de-tribalised USA helicopter pilot , Dale Jacobs has finally sorted out the gremlins on his green TR4, and has joined us on a couple of runs. Other new cars are a pretty Spitfire Mk3 in the hands of Jean-Christophe Godet ( a car purchased from Mike Koch in PE) and a TR3A with new member Frank Olivier that came from Route 101 classics complete with a vanguard engine that was leaking the Evans waterless coolant into the block.

Finally we are hard at work on final arrangements and sponsorship for the national gathering and we look forward to meeting many of our old friends and making some new ones in Hartenbos. Cheers – Dennis and Team

We had a very encouraging attendance for our January Noggin, not always the case in past years. Was it membership renewals or was it the boerewors rolls, I ask myself?

Johannesburg

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We did request Electronic Fund Transfer for the renewals and Eddie for once didn’t look too busy writing out receipts so it must have been the food! The proof in the pudding might be proved as we’re doing the same for February.

By all accounts, our Glenburn Lodge Picnic was most enjoyable although the turnout was comparatively fair. It was a weekend of good soaking rain but thankfully, the event was not affected in any way.

I would like to have reported on a committee meeting to our Johannesburg members this month. Regretfully this hasn’t materialised since we have three key members away on extended holidays. This is the reason why we haven’t elaborated on the event calendar. Best Regards, Mike.

KZN

Despite the heavens opening just before our Noggin in January, we had a good turn out and Bruce Piggot battled the elements in true Triumphant fashion arriving in his TR3A, admittedly with the hood up. He said at times he felt he was ‘surfing’ travelling through walls of water on his way down the hill from Waterfall.

Our Vice Chairman, Dave van de Westhuizen, delivered an impromptu techno talk. The person Dave had invited to talk, at the last minute, could not attend. Well done Dave, these talks are both interesting and amusing, even the not so technical females enjoy them!

Sunday 17th January saw 26 Club members in TRs, Chicanes, Spitfires and a variety of plastics head into the cane fields north of Ballito. For fun we took the old road through Tongaat and due to recent rains, the rolling cane fields were looking lush.

Philip Haarhoff organised the run to the Rain Farm Lodge and what a beautiful place it was. The Rain Farm is a well known wedding venue and not surprisingly so with its stunning chapel and bell tower. Tables for the club were set up outside in a separate area where we all enjoyed the most sumptuous breakfast, not quite the feast we felt we should be tucking into this time of the year, but we did and thoroughly enjoyed every mouthful.

The Rain Farm has a small game farm and what fun to look out over the hills to see giraffe silhouetted against the skyline. Philip’s four year old son, Owen, went on his first game drive, along with some other members, which was thoroughly enjoyed by all.

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A very successful AGM was held on the 9th February, 26 members

attended including 6 from the South Coast. Their commitment to the club is much appreciated especially the journey home after the meeting. The existing Committee was re elected for the coming year. At the meeting it was unanimously decided that Marie and Mervyn Cronje, who are now unable to attend club functions due to ill health, be appointed honorary members. They were with KZN for 11 years and completed in four Nationals when with us.

The February run entitled “Sand between the Toes” organised by Rosemary and Darryl Hurter, attracted 25 members and 4 visitors and what a stunning breakfast we had, sitting virtually on the beach at the Scottburgh Caravan Park restaurant. The sun shone and a cooling breeze from the sea helped to keep the heat down.

We wish you all a fun filled year driving your Triumphs. God Bless, Val Bowden

Port Elizabeth Hi folks of the triumph Sports Car Club of South Africa

I must start with the comment that there is nothing much to report because of the fact that since November, (the event for November 2015 was cancelled because of "inclement weather"). The only major event has been our Christmas party and was followed by a "sabbatical" at the end of the year.

There was an event on Wednesday 25 November 2015, but this was organized by the MG Car Club, (to which the P.E. Triumph Club was invited), and could only be attended by our pensioner members as it was a "midweek" event, (with only two Triumphs taking part).

Our Christmas party took place at the German Club in Lorraine, on 28 November 2015 (at the same venue as was the case the year before), ably organized by Triumph P E Club members, (Deon and Amelia de Kock).

This was combined with our Awards evening so various prizes were dished out.

In our local newsletter, our Editor, (Carl Butlion), congratulated the prize winners.

Heinz and Paula Koncki came all the way from George to attend as did Johan and Santa Marais from Jeffrey's Bay.

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Prizes were awarded as follows:

Concours car of the Day – Deon de Kock Most travelled Triumph – Milé Vermaak Clubman of the Year – Carl Butlion Clubwoman of the Year – Milé Vermaak Ambassador's Trophy – John Ryan Bruce Puttergill Shield – Mike Butlion Chairman's Trophy – Carl Butlion Most Enthusiastic Woman of the Year – Janet Rademan Vaalste Japie Award – Beyers Vermaak Most Improved Triumph – Heinz Koncki Car of the Day, Builder's Express – Deon de Kock The results of our Gold Medal Awards were: Deon de Kock (TR4) Mike Butlion (TR6) Amelia de Kock (Spitfire 4 Mk 1) Mandy van Jaarsvedt (TR7) Michael Koch (Spitfire Mk 3) The food was first class and there was lots of time to chat about things Triumph.

There was no event in January or to date of this report except that Beyers Vermaak, Heinz and Paula Koncki, Harold and Antoinette Heunis, Roger Sutton, Stuart Jones and Marchant Taylor attended the George Car Show on 13/14 February 2016.

I have heard it was the biggest event that they have had to date. Cheers Jon

Let me kick off with an apology. In the December Sabrina I said that because of the few Sidescreens in Pretoria it was agreed at our AGM that the Sidescreen house would join the Spitfire House. This was incorrect, in fact the Sidescreen House has been incorporated with the Michelotti House.

Pretoria

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The first Sunday in December was the annual Christmas Lunch. This is a joint Pretoria/Johannesburg event , the organisation of which alternates between the two clubs. This year was the turn of Pretoria and we chose to go to the beautiful Kloofzicht resort nestling under Zwartkop in the “Cradle of Mankind” . Some 50 of us enjoyed the lunch, the fun Christmas gifts. Most of us were so relaxed that it was gone 1600hrs when we departed. For our first Noggin of the year Guy invited Eddie Tarnow who is a section head at the National Metrology Institute of SA. At first sight of his topic of standards I think that most of us sat prepared for an evening of jargon and boredom. In fact Eddie’ was quite fascinating and his talk appeared to be quickly ended.

He compared Rolls Royce 1947 production specifications with those of a BMW today. To do this he showed actual Rolls Royce internal bulletins and drawings. Many RR manufacturing drawings did not even have the material specs ,hardness, roundness etc let alone all of its dimensions. Essentially it showed that compared with BMW you could not buy a RR part off the shelf even in 1947. This was because no part was interchangeable they were made by a qualified “fitter’ who “fettles each piece until it fits”. Compare this with BMW’s robot fitting rear windows that results in a fit , car after car, that cannot be matched by a human. If ever your branch gets the opportunity to hear Eddie then grab it with both hands.

On Sunday January 24th we joined Johannesburg for a bring and Braai at Glenburn Lodge. This is virtually next door to Kloofzicht in the “Cradle of Mankind”.

Our Annual Valentines lunch complete with a Rose for each lady was enjoyed by everyone who attended. Held outdoors at Idle Winds Lodge, we all sat outside surrounded by verdant bushes and flowering trees.

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A pleasant surprise, that everyone commented on was not just the quality of the food but with a choice of three main dishes the meal was served to every one at table and not the usual cold( by the time you get served) buffet. Sadly we were only twenty with only two couples from Johannesburg. For our February Noggin we had an old favourite, a jigsaw puzzle competition with the houses competing for points. See you at the Nationals. Eric

IMPROVED TR6 CHASSIS

I found this article on the British V8 web site. It contains much detail and many photographs so I have edited it quite severely. Unfortunately the “Fast Cars” advert is completely embedded so I could not either edit or delete it. Ed

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Fast Cars Offers New and Improved Chassis for Triumph TR6 as published in BritishV8 Magazine, Volume XVII Issue 1, July 2009 by: Curtis Jacobson

Fast Cars has begun selling replacement TR6 chassis that include entirely redesigned suspensions with coil-over shock absorbers and Wilwood disc brakes, front and rear. The core of the chassis design is a tubular frame that easily surpasses the original TR6 frame in both strength and rigidity.

Original TR6 bodies will bolt right on, using existing body mounting points. (With some modifications, this chassis can be used under other bodies as well.). A lightweight but tough Ford 8" rear axle is standard equipment.

The Frame

Fast Cars' new TR6 frame is primarily constructed of mild steel "box" tubing. A handful of cross-members and braces have round cross-sections, but they're the exceptions that prove the rule. The practical advantage of this is that it will always be easy to modify or repair the frame, and specifically it will be easy to install various brackets and accessories. Installing a body can be tricky. Fast Cars will also be happy to provide assistance at this stage of your project.

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The Front Suspension

The first priority of the front suspension design was to minimize un-sprung weight. Whereas any weight reduction will make a car quicker, reduction of un-sprung weight particularly improves ride quality. To this end, the front suspension features fabricated 4130N spindles, aluminium alloy (6061) hubs, and Timken tapered roller bearings. The spindle assemblies weigh just 5 pounds 2 ounces each (without brakes). The brakes are 11.75" Wilwood vented discs with robust four-pot Wilwood "Dynalite" aluminum brake calipers. Nylatron GS bushes are used at the suspension pivots. Another design priority was to further improve ride quality and handling through better placement of the lower spring mounting point. The lightweight QA1 aluminium-bodied coil-over shocks are mounted quite far out at the lower end, so the springs compress relatively far for any given wheel displacement. This increases piston travel for any given bump, which is advantageous. The coil-over shock absorbers also facilitate very simple ride height and corner weight adjustment. One of the distinctive characteristic of front suspensions is light, precise steering. This is partly attributable to suspension geometry. It's also partly because of the steering rack which is custom made. The steering requires an intermediate shaft and u-joints to connect to the TR6 steering column.

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The Rear Suspension

The TR6 chassis comes with a Ford 8" live axle, Wilwood disc brakes, and a custom "three-link" coil-over rear suspension. The nomenclature here can be a little confusing, so to be clear: a three-link rear suspension is actually composed of four links, plus two coil-over shock absorbers.

The three links that extend forward locate the axle forward-to-back and restrict its rotation (e.g. pinion angle). The two bottom links run forward from brackets underneath the axle, parallel with each other. This is a nice feature because it simplifies suspension alignment. The third link runs forward from the top of the differential housing. The fourth link is a Panhard rod; it locates the axle side-to-side.

Those of us in Gauteng will be fully aware of our recent heavy Hail storms and in particular the one in January. This one was so bad that you probably read about it in your local newspapers. It was certainly featured in our local TV newscasts. It took all the leaves off my trees even the evergreens.

HAIL, HAIL

As luck would have it Megan was out in her 7 and caught the full brunt.

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So much for the 7’s sunroof, but everyone asks what about body damage? There was not a single dent in the body work , because our Triumphs are made of steel and not metal foil like today's “plastics”. All is well and her 7 now sports a brand new ( local ) double duck sunroof . It pays to be insured.

DECEMBER'S MYSTERY CAR

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Are you sitting down? Then I’ll begin. Decembers’ mystery car was the proposed Healey 3500 & Healey 2000.(note no mention of Austin). A What? Yes, you read correctly Healey 3500 with Triumph DNA. Septembers’ 2015 “Classic & Sports Car” contained a feature article on the people who made the De Lorean car happen. It contained an inset by the De Lorean Motor Company (DMC) purchasing director , Barrie Wills, on how it was decided that in order to save DMC , they needed a second car and thereby spread the company overheads. This coincided with BL announcing the end of the TR7 & TR8, with the Solihull plant being used for the Rover SD1. As part of the proposed deal BL would not allow any mention of Triumph or TR this led to negotiations with Geoff Healey and deal was agreed to whereby DMC would build and sell the revamped cars as Healey’s.

While reading this it jogged a memory of having read something of

this elsewhere. Lo and behold on referring to my copy of David Knowles masterpiece “Triumph TR7 the Untold Story” there on pages 227 to 230 was the story entitled “The De Lorean Connection”. Fascinating , but what more could I find on the internet? I discovered that there was a De Lorean Museum site and so I E-Mailed them for more info on the Healey “Triumphs”.

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Imagine my surprise when the following day I received an E-Mail from

the last CEO of the De Lorean Motor Company Barrie Wills. So here is what Barrie kindly sent me.

“James Espey has passed me your email address. I'm pleased you have shown interest in my book,” John Z, the DeLorean & Me.” As the last chief executive of DeLorean in receivership, I was part of a threesome, known by the press of the time as The UK Consortium. We did indeed do a deal in principle with BL to take over manufacture of the TR7 (Healey 2000) and TR8 (Healey 3500) to be built at the plant in Dunmurry, Northern Ireland, alongside the DMC-12 (Healey Gullwing). We gave the concept the code name i-car - way before Steve Jobs. What a shame we didn't register it but, even if we had, it would have lapsed. I've informed Apple's president and CEO as his company is rumoured to be developing a car, we beat them to it! Here is the relevant extract from the book: The Restyle It took several weeks of phone calls, meetings and much correspondence with Bob [Neville, director of finance of Austin-Rover] before we were able to agree to all BL’s requests for minor changes to our requirements. During this time we had managed to get a freelance stylist and former Reliant apprentice by the name of Ed Peppall - later to work for McLaren Cars - to produce a series of sketches based upon TR7/8, with Guigiaro’s detested side creases removed from both sides, new bumpers front and rear, revised bonnet air intakes and new but nondescript logos.

With little effort needed, we also managed to persuade the co-operative Essex-based model maker IDAT, which supplied much of Lotus’ work of that nature and had made many of our interior trim models, to produce a small scale model of the car based on Ed’s sketches. Both Ed and IDAT were sworn to secrecy. If you want to read more, ahead of the publication of my book on 21

October, I refer you to “Triumph TR7 - the untold story,” by my friend David Knowles, published by Crowood, ISBN 978 1 86126 891 4. Pages 227-230 tell the story I recounted to David in 2006. This is expanded upon at length in my book. There is a major

difference to my account of the way in which it all failed, resulting from the subsequent 30-year rule for disclosure of government papers becoming due and my January 2014 meeting with James Prior, now Baron Prior of Brampton in the County of Suffolk. That's all put right in my book. Two pictures are attached, Ed Peppall's renderings and IDAT's model. I hope that helps before you buy the book. If I can assist any more - without giving the whole story away just jet - let me know.

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Best regards”

Sadly due to Margaret Thatcher preventing any further financial assistance to DMC both it and the proposed Healey’s came to an end. I would rather have a DMC/Healey TR7 or TR8 than the current situation of some horror (like the current Mini) ever being produced by BMW. Eric

WHAT CAR IS THIS?

Name the Make. Name the Model. Give the engine size Where was it made & when? Does it have Triumph DNA? As my last mystery car I thought this piece of fun would intrigue you. It even has a strong South African connection. Since the June Sabrina will not be mine you will find the answer on page 37 of this issue.

CENTURY CLASSIC CAR RUN PROVES TO BE A TRIUMPH

By Dennis Cook The Triumph Sports Car club, Cape Town, recently staged an innovative motoring event, called the Century Classic car run; open to any owner of a car where the combined age of the car and driver had to equal or exceed 100 years. The idea was born while trying to find ways to raise funds for the 2016 National Gathering. The Century run was from Century City to Killarney circuit via Durbanville- a distance of 100 km and the number of entrants was limited to 100. It was fully subscribed although a few cars did not turn up at the start, but some 200 people enjoyed lunch and the prize giving at Killarney circuit.

The organisers were pleased to find that, thanks to good publicity, quite a number of cars were entered by people who do not belong to any motor club, and a really eclectic assortment of classic cars was seen at the Century City start, ranging from a few veterans to 70’s modern classics.

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Crossley and Webb, purveyors of fine classic cars sponsored the

event together with Century City and provided each entrant with a commerative cap as well as competitor numbers and stickers for the cars.

The run ended at Killarney circuit where the WPMC had opened the circuit for the competitors to do a couple of parade laps and had provided refreshments and an enjoyable lunch in their clubhouse.

The Crankhandle club of Cape Town showed that they were a force to be reckoned with when it came to scooping awards and prizes. The top awards were made to : Highest combined age of driver and car: John Brewster, 85 years old driving the CHC 1902 Wolseley; total 198 years Greatest age difference where the driver is younger than the car: Rob Middelmann, 72 years old driving a 1912 EMF 30 Roadster- 31 years A special award: Peter Hyslop, 87 years old driving his beautifully restored 87 year old Falcon-Knight , totalling 174 years. All competitors received certificates to commemorate the run. Platinum certificates (175-199 years): John Brewster and Rob Middelman Gold certificate (150-174 years) : Peter Hyslop 28 Silver certificates: (125-149 years)were awarded and the remainder of the 96 entries was in the Bronze category (100-124 years). A raffle was held during lunch to raise money for the Red Cross children’s hospital and some R2,500 was collected for this deserving charity . Chairman’s choice of cars, a subjective choice, was the ex Tromp van Diggelen Jaguar SS100 and a 1964 Mustang convertible. The Triumph Sports Car club intends making this an annual event on the motoring calendar, as it is seen as a great way to foster camaraderie between lovers of classic cars from all walks of life. Crossley and Webb’s Bryan Webb said that they would definitely be sponsors of next year’s event, so if you missed it, you will have a chance again next year. A wonderful original idea and “hats off to Cape Town” Ed

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LED LIGHTS In Decembers’ Sabrina I described the installation of LED bulbs to the rear of my TR8. Now for the fitting of LEDs to the 8’s instrument panel. There are two parts here, the well known bulbs that illuminate the Instrument panel itself and the mystery bulbs that illuminate the heater/air controls beside the radio.

Now you will need the following for the instrument panel :- 4 x Red 74-R LED wedge base 9-148 VDC 100° Beam Angle 1 x Blue 74-B LED wedge base 9-148 VDC 100° Beam Angle 1 x Amber 74-A LED wedge base 9-148 VDC 100° Beam Angle 2 x Green 74-G LED wedge base 9-148 VDC 100° Beam Angle 4 x Green W LED G90° Beam Angle The 4 x Green W LED G90’s illuminate the instrument panel while the others illuminate the individual warning lights. The 4 x Green W LED G90’s replace the GLB504s. The 8 wedge base 74’s replace the GLB206s.

One of you is going to say that there are 5 Red warning lights starting

for the top one being for ignition. Correct but the ignition light bulb must stay as a filament bulb because it is in the ignition circuit and an LED bulb is not man enough for that circuit. Change it an LED and your car will not start.

At last I have an instrument panel warning lights that can be seen in daylight .

So now we tackle the mystery lights for the heater/air controls. Why Mystery ? Simply because you will not find them in a Workshop Manual, a Rimmers or Moss Catalogue or even a Haynes Manual.

First is to locate them. They are behind the horizontal bar (above the radio and below the air vents) that has the TR7/40th plaque on it as seen in the photograph.

This is located by two Phillips screws accessed via two holes on its underside. You will need a longish screwdriver since they are not in the underside of the bar but in the piece of the dashboard between the horizontal bar and the air vents.

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DO NOT extract these screws just loosen them until you able

to slide the bar out horizontally away from the dashboard You will now clearly see and be able to replace the 4 bulbs that illuminate the heater/ air controls. They are mounted horizontally in black plastic tubes. The bulbs are bayonet types and the tube holders are spring loaded. Now you will need 4 x Green LED G90° Beam Angle but bay one type. Before replacing the bar clean off the plastic insets through which the light passes. Slide the bar back into place an tighten the screws. The Wedge Shop in the USA currently is offering an LED kit for the instrument panel at $7.99 Eric Fletcher A TR3 WITH A TRAGIC HISTORY

A TR3 with an interesting history has ended up in Cape Town with classic sports car collector Derek Hulse, who presented it recently to a meeting of the Crankhandle club. This car ; TS 13927 came off the Motor Assemblies assembly line in October 1956 was bought new in early 1957 by 26 year old Neil Oosthuizen, a farmer from Prince Alfred who used it as daily transport until he caught the racing bug.

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He raced the car several times until whilst competing in the Clubmans’ Class of the False Bay 100, but on January 1st 1958, racing at Gunner’s Circle, he lost control of the car on the approach to the railway crossing resulting in the car rolling over and throwing Neil out he was struck by the rolling car with fatal consequences.

The Cape Times motoring correspondent reported: “about 2000 people watched horror struck as Neil Oosthuizen, a young farmer from Prince Albert was killed when his fast Triumph sports car left the circuit and spun through the air in the Clubman’s handicap event early in the afternoon. Oosthuizen was flung from the car which struck him on the side of the head, smashing his crash helmet and inflicting a wound from which he died soon after in hospital”. The report continues that “Oosthuizen started racing last year and soon made a name for himself in Cape meetings with his flashing red and tan Triumph both as a driver and sportsman”. His younger brother who was a member of the pit crew broke down when you heard of his brother’s death and left later by car to drive 300 miles through Wednesday night to take the news to the family in Prince Albert.

That younger brother was Theo Oosthuizen; sometime member of the TSCC. I first met Theo around 1979 when he came up to Cape Town looking for parts from the Club spares that he required to restore the car. His brother’s TR3 had been stored more than 20 years in a barn on the farm. Theo had, at one stage, removed the chassis from the body as he had planned to build on it a streamlined aluminium body; thankfully a project that was never completed. A couple of years later I visited Theo on his farm accompanied by Rob Ingleby who was then the chairman of the Cape Town centre.

It was amazing to see the TR3 which, apart from the damage inflicted by the crash, was otherwise absolutely original and unmolested. Unfortunately as a result of being stored in a barn, rats had eaten their way through much of the upholstery and the carpets. Theo was an interesting, if not to say eccentric, character who showed us his newly restored Citroen light 15, a special built around an

early Morris 8 and a number of other cars under covered storage.

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On the farm was a graveyard where he was accumulating dozens of

American cars from the 30s and 40s found in the Karoo, which he planned to restore.

I lost touch with Theo while I was working overseas but met up again with him when he brought the then newly restored TR3 to the 2000 National Gathering at Gariep Dam. Theo had, some years before, decided to restore and improve the car and carried out some amazing work on the body, all done at the farm, and introduced modifications including replacing the original steering with a rack and pinion; replaced the generator with an alternator, fitted a thermostatically controlled cooling fan (with a manual over-ride switch) and repositioned the battery in the boot.

In his indomitable way, he kept a battery case in the battery box in

the engine compartment, giving it a lift up the lid for the storage of tools. The most remarkable of the work that he did was to modify the sides of the body and re-profile the doors in order to reduce the amount of wind buffeting that one typically gets with the Sidescreen TR. It has been so skilfully carried out that one has to look twice to see why it is different from the usual TR3, and looks like it could have been part of the original design; at the same time he had fitted door external handles.

Derek Hulse reported that he next saw the car in 2001 at the Piper Week race meeting at Killarney where Theo had entered it in the marque car handicap race in which Derek was racing his MGA . Shortly after this meeting following his return to the farm at Klaarstroom Theo suffered a severe stroke which resulted in him and his wife, Annetjie moving to George to be closer to medical care. After the car had (again) been standing for many years Theo’s wife decided to dispose of the Triumph so Derek with a friend, Phillip, who is a nephew of Theo, bought the Triumph and collected it from George on a trailer. Whilst Theo’s wife was going through the process of transferring the car, regrettably a bag with her possessions and all the history documentation of the Triumph were stolen . Derek has since done quite a bit of work to the car, including fitting wider rims courtesy of one of our CT members. I understand that, whilst very frail, Theo is still in George and we wish him strength. Dennis Cook

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FOR SALE 1. 1 x Triumph Chicane 2.5 long block & head without accessories. 1 x TR6 head complete Contact Brian Minaar on 083 4880 342. 2. TR 2/3 Low port head (skimmed & Valves done) complete with inlet manifold & SU’s . Asking R 10,000. Contact Gert Botes on 083 259 3050 or gert@cossni.co.za 3. 1 x TR7 Engine R500 1 x TR2/3 Gearbox R 300 1 x TR2/3 Gearbox with overdrive R1,000 1 x Factory metal hard top in very good condition but needs

refurbishing. Roof lining is still in, so is the rear screen rubber but the "Perspex/ Carbon Fibre" screen needs to be replaced which can be done at any of those suppliers.

Offers on R5000. Contact Beyers Vermaak on 072 413 2246 or beyersvermaak@gmail.com

WANTED 1. Heinz Koncki is looking for a “TRIUMPH CLUB of SOUTHERN AFRICA” Grill badge. Can be either Red/Black or Blue/White. Contact Heinz on 079 625 0240 or h.koncki@gmail.com 2. Fred Keller is looking for a Spitfire MK 1-3 Hard top. Contact Fred on 072 045 5941

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FEATURED – THE TR6 ESTATE!

Rudi Venter sent Guy Snelling a photo of a TR6 Estate Car. Guy googled it and came up with information that he used in the Pretoria Herald. Intrigued I queried my contacts at TRAction and TRDriver and things started to come together. The car had appeared at one of the TRRegisters International weekends in Malvern. In answer to my Queries Andrew Poynter unearthed a TRDriver magazine that featured this TR6 Estate on its front cover and hence he was able to send me the article by Chris Turner reproduced below.

It’s unusual to find a modified classic car that could easily have been put into production by its original manufacturer. Recently I was able to look at the beautiful pale blue TR6 estate that’s has been built by German TR-enthusiast Bernd Hagemeir.

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This is a conversion that looks exactly like a factory-built project and every-thing about it seems as though it was meant to be on the car.

Firstly, the roof is all metal. As the original factory-supplied hardtop was made from steel, this was the item used to obtain the perfect contours where it joins the head-rail at the top of the windscreen. The hardtop was subsequently cut above the area of the B post and the rear part of the hardtop used to create the roofline. To join the

front and the rear pieces back together, Bernd used a sheet of steel and shaped it with the original swages so that it now forms the main part of the roof.

The original boot lid was cut just above the locking mechanism, the result being a hatchback that shuts just like an original TR6. The rear window and frame was cut from the donor hard top and, after welding, used to form the tail gate. The roof conversion has resulted in a very rigid car, and something that makes it feel very solid on the road.

This conversion has created an expanse of level load space, helped

by the re positioning of the fuel tank. This is now situated underneath the floor, and the treatment of the fuel filler is another example of the fine attention to detail seen on this car. Now moved from the centre of the rear deck, it lies hidden behind a hinged flap in the rear nearside wing in the manner of most modern cars. However, the workmanship is so well executed it looks as if it were an original design feature of the car.

Turning an iconic two-door sports car into an estate may have caused problems around the rear windows, but Bernd has overcome this by using an old fashioned technique to mount them in metal surrounds. The windows are held in place by the use of rubber Claytonrite, a material often used to fit classic car windscreens.

Inside the vehicle has been trimmed in the same style as an original TR6, and naturally the boot area has been carpeted to a very exacting standard. Justifiably, Bernd is exceedingly proud of his car and spent a very long time showing me the small detail touches that he’s added to suit his requirements. Thank you Bernd, for permitting me to write about your unique TR, and thank you to TR6 owner Keith Warren for his help with the article.

These additional notes come from Guy Snelling. A customised fuel tank was fitted into the spare wheel well. The body was then sprayed Karmann Blue, as his wife had wanted a blue Karmann Ghia.

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After that new carpets were fitted, but the seats were covered in a “wonderfully soft leather from a discarded living room couch that had belonged to Berndts’ parents. Unfortunately the new, outrageously expensive seat foam pad had the elasticity and resilience from a 3-week-old cow dung!”

Another project for Heinz.? THE MYSTERY CAR

Triumph’s elegant Herald was styled by Italian Giovanni Michelotti and launched in April 1959, priced at £495 in saloon form.

The car modelled, WOY 660, was built on August 24th 1959 and dispatched on 3rd September to Mr Frank Carr, of the influential Triumph dealer-ship ‘Carr’s Auto Sales’, for his personal use.

Carr was a good friend of Standard-Triumph’s Managing Director

Alick Dick, and had previously sold Dick his yacht ‘Herald’. The yacht’s moniker inspired the naming of Triumph’s new model

range, so, without this car’s first owner, the Herald may have been launched with its development project name, ZOBO.

Most Histories refer to the Herald being launched at the Earls Court motor show which is incorrect. It was actually launched at a private presentation at the Royal Albert Hall on April 2nd 1959. But what on earth has this got to do with a pocket watch you ask? Look closely and you will see that the watch is a Wesclox ZOBO. First produced in the USA & Canada in the 1930’s they were the recommended time piece for South African Gold mine officials in the 1950’ and 60’s. Totally impervious to conditions underground and if you broke it they were readily available and remarkably cheap. Now the ZOBO watch predates the Triumph ZOBO by over 20 years , so from where did Triumph get the name ZOBO ? I leave you with this historical puzzle. Eric

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JAGUAR & STANDARD Some where most of us know something about the Standard Motor Company supplying engines for early SSs’ Jaguar. But what are the facts? Courtesy of “Hemmings Sports & Exotic Car” here are the facts.

Pictured is a 1934 SS1, its chassis was designed and manufactured by the Standard Motor Company. In 1933 SS commissioned a new chassis, once again from Standard and in 1934 buyers were offered two engine options from Standard – the base 2,143cc straight six or for only £5 extra the 2,663 cc engine. This latter engine was also used in the SS 90 a two seater Roadster launched in 1935 and led to the 1937 SS 100 still using the Standard 2,663 cc engine but with converted from side valve to overhead valve by the use of a new cylinder head designed by William Heynes and Harry Weslake. In 1938 this engine was enlarged to 3.5 litres. Eric Fletcher

TRIUMPH and MORGAN and their SYMBIOTIC RELATIONSHIP. I trus t that you will forgive me in us ing an artic le that I think is one of my better attempt. It featured in the J une 2009 S abrina and has muc h T riumph and how I met the P rotea. E d In the March issue of Sabrina, I reviewed the recent definitive work on Morgan “Morgan 100 years” & stated that I would hold over more detail until this issue. It was while reading this fascinating book there was a definite relationship between Morgan & Triumph that was worthy of enlargement. Imagine my surprise when I received an E-Mail from David Patten who attached an article on the history of Morgan & some fascinating

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photographs. This article therefore is a collaborative one resulting from my additions and comments to David’s. There can be no discussion about Morgan before one is introduced tits birthplace Malvern. The town is actually made up of two; lets say villages, namely Malvern Links & Great Malvern. They lie along the road from Worcester to Ledbury and gradually ascend the Malvern Hill. This in Welsh terms is a mountain since in rising steeply to 350m above sea level is well over the standard of 1000ft set by the Welsh. It is a beautiful agricultural area in fact the annual 3 Counties Agricultural Fair is held there. It is therefore as far away from the Industrial Midlands as one can get and the last place that you would expect to find a thriving Internationally renowned motor manufacturer. HFS Morgan came from a family of Vicars & his father was curate of a Parish close to Malvern. He was obviously very broad-minded as he encouraged and financed HFS’s endeavors. Educated at Marlborough & the Crystal Palace Engineering College he joined the Great Western Railway. In 1906 he opened a garage in Malvern Link as an agent for Darracq & Wolsley.

At some stage he decided to design & build a motorbike and in 1908 bought a two-cylinder 7hp Peugeot engine. It is here that our story really begins because HFS decided to build a 3-wheel cycle car using the Peugeot engine and so the first Morgan was born 100 years ago. Initially this was not intended for production; however demand for his car saw the Morgan Motor Company founded in 1910.

Initial finance came from his father who laid down the principle that Morgan abide by even today” finance everything from your own pocket, never borrow”. Despite being shown to great acclaim at the 1910 Olympia Motor Cycle Show orders were minimal.

HFS decided that this was due to having only a single seat & no competition references, 1911 saw the new two seater and the beginning of what was to become a wonderful sporting history. By 1913 the competition success played a big part in Morgan sales in France,USA ,Russia, India & S America. By 1933 Morgan was still using JAP motorcycle engines and introduced a 4 cylinder Ford to the tourer range.

In December 1935 Morgan announced their first 4 wheeler and debuted at the 1936 London Motor Show. The Morgan 4-4 prototype had been fitted with a Ford 8 engine, however on production they were powered by the more sprightly Coventry Climax Motors, which, being similar to the motor used in the Triumph Gloria, were actually produced for Morgan under licence by Triumph. (The first Triumph Connection).

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The Coventry Climax motor had a 1122cc capacity developing 34bhp

at 4,500rpm with a 63mm bore and long 90mm stroke, four inline cylinders and a pushrod and rocker system operating overhead inlet valves and side exhaust valves. Capacity was later reduced to 1098cc to comply with the 1100cc ceiling for racing. The motor had a Solex carburettor with a metal cap rather than an air filter, an AC mechanical fuel pump, and cooling by means of thermo-syphonic action. (No thermostat, fan or water pump!!!)

By late 1938 the Triumph Company was having problems and

Morgan, concerned that they might loose their engine supply, negotiated a deal with the Standard Motor Company to produce a suitable motor. (Standard and Triumph were separate companies until 1945). The product of this deal was the 1267cc Standard Special Motor first introduced in 1939, offered as an option until supply of the Coventry Climax Motor ran out. Only 1,428 of the 4/4 series cars were built over the period 1936 to 1950 and it is not clear how many of these were fitted with the Standard Special Motor.

In May 1939 Morgan delivered a Triumphant statement. Their 4-wheel car the 4-4 would no longer use the Coventry Climax engine but was to be powered by a specially produced Standard Motor Company engine.

Production ceased during WWII and portions of the Morgan factory were leased to The Standard Motor and Flight Refueling Companies, with at one stage a complete Hanley Page bomber being stored in the Carpenters’ Shop!!! The production analysis of the 4-4 and 4/4 series 1 is as follows; Standard cars 1,307 Rolling Chassis for specials 113 Le Mans and TT Replicas 8 TOTAL 1,428 In 1950 the Plus 4 (standing for extra power) was introduced and the 4/4 was discontinued, only to be reintroduced four years later. The Plus 4 was initially powered by a Standard Vanguard Motor (derived from the Ferguson Tractor) followed by the TR2, TR3, TR3A and TR4 Motors with their various modifications and improvements.

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The initial Standard Vanguard Motor was a 2088cc which was then replaced by the tuned and down sleeved TR2 Motor, reducing capacity for competition purposes to 1991cc. There was an overlap in the fitment of these motors with their buyers able to select their choice at a price.

In 1952, Sir John Black, in his quest to develop a competitive sports car, which then ultimately led to the

production of the TR2, as a short cut, actually attempted to purchase the Morgan Motor Company but fortunately was declined.

The production figures analysed by engine for all Plus 4 models is as follows; Vanguard Flat Radiator (1950 – 1953) 656 Vanguard Interim & Cowled Radiator (1953 – 1958) 143 TR2 (1954 to 1956) 344 TR3 / 3A (1956 – 1964) 1,808 TR4 / 4A (1962 – 1969) 1,582 Plus 4 Lawrencetune (non super sport) 9 PLUS 4 Competition 42 TOTAL 4,584 The Original 4-4 Morgan’s were produced from 1936 to 1939, the post war 4/4’s from 1946 to 1950 and the Plus 4’s from 1950 to 1969, with the last 3 wheeler being made in 1951.

It is remarkable that little is made by Triumph of the glorious competition results of these MORGAN- TRIUMPHS, surely if we can have McLaren Mercedes we can have MORGAN –TRIUMPHS. The competition results are far too many to list here include 1951 &1952 RAC Rally Team Prize1956 RAC Rally 3rd, 1959 Silverstone 6hr 1st.

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All with Triumph engines ! The Lawrence Tune +4 Super Sports were actually commissioned by Peter Morgan in 1960 and their results in Europe are legend even beating the 2 litre Nurburgring lap record of Porsche and a first in class at the 62 Le Mans.

The Lawrencetune +4 Supersports powered by Triumph at Le Mans 1962,

How about the El Gran Premio Nacional de Panama which was one by a lone +4 SS from TR4's, E Types, Porsches & Healey’s.

The TR4 was in the best condition having only broken its exhaust, the TR3 wasn’t in the best of health, the E type had only 3 tyres & no brakes, the 2nd placed Healy had no front suspension & the Morgan had no rear wheel bearings.

I was in the late 60’s at Varsity in Cornwall and was a regular competitor in my TR3. (Ed) At this time many of the TR’s had been upgraded to Lawrence Tune spec producing 140BHP. The Morgan’s despite having the same power were hampered particularly on Hillclimbs by their balky Moss Gearbox. One of the regular competitors even carrying a 4lb hammer next to him as a gear change assistant

Many looked around for a solution and found it in the Daimler V8 engine and gearbox taken from scrapped Daimler Conquests and SP250’s. Now Peter Morgan was also a competitor and could often be seen closely examining these conversions. I am sure led him to establishing the Rover connection and using the Rover V8 in the Morgan +8, which was introduced in mid 1968. However perhaps a bigger spur was the impending end of the road for the TR engine. He would have liked to continue with Triumph’s new TR5 6 cylinder unit but it would not fit into a Morgan.

Thus once again Triumph symbiotic relationship continued to

influence Morgan. This was to be played in reverse with the advent of Triumphs TR7- V8 and finally the TR8 using the same engine as the Morgan + 8. Now the story doesn’t end there are more Triumph and Morgan connections hidden away beneath the surface.

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For a start, guess where the TR Register holds their Annual

International Weekend, why but at Malvern’s 3 Counties Showground. This year the date is 24th-26th of July and Morgan factory is always open to visitors.

When my twin daughters were in the UK in about 1999 my Boet took them around which caused the one to remark “ these cars are made of wood” but a stranger connection involves Megan who drives a 1981 TR7 hardtop, her second name is Kira which is also the name of Charles Morgan’s wife.

Incidentally Bill Sales and I visited Morgan last year and were both highly impressed during what turns out to be a three and a half hour tour. Highly recommended.

Now how did David Patten suddenly connect with Morgan ?

Simply because he was recently privileged to drive Mike Jones’s 1952 Morgan Plus 4, and remarked “a truly remarkable experience which provided a new dimension to my experience of 50’s motoring, previously limited to that of my TR2. This hand built car with its classic drivers view over the traditionally high bonnet and mudguards just oozes character and gives a true feel of days gone by, which sparked my interest to find out more about this Marque.”

Finally the rear cover shows your editor in his first Triumph engined car a Morgan +4. But have you noticed the colour? It is the same as Alan Grant’s Protea Triumph, Ecurie Tomahaw Red being a colour concocted by Red Whitehouse and Pierre du Plessis. Possibly without Eric’s Morgan Alan’s Protea may not be around today. Why not? The Morgan was sold to him by Red Whitehouse to help fund his purchase of the Protea. It resulted in my helping Red with the Protea, in particular drilling the “lightening “ holes in the chassis. So the symbiotic relationship continues. David Pennant & Eric Fletcher Acknowledgements Famous Car Factories by Bengt Ason Holm Original Morgan by John Worrall and Liz Turner Morgan 100 years by Charles Morgan & Gregory Houston Bowden

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IF I WIN THE LOTTO What would you want if you won big on the LOTTO? Me I would opt for a Ginerva. This story also featured in the June 2009 Sabrina but it is a great one to end on. Ed

The TR5 Ginerva

Well that is the TR6 but what on earth is a Ginerva? Not many of you will have heard of the TR5 Ginerva , well it was only by courtesy of Francois Borzellino (TR5 Register in France) that I was introduced to the following. A little prior to the

opening of the 1967 Geneva Show that Michelotti got ready to present his new TR Stag on the Michelotti stand. However Standard Triumph decided otherwise and used their official Triumph stand to launch the Stag. This left Michelotti with a stand but no exhibit perhaps in a fit of pique, he decided to present an evolution of the TR5 which he hoped would become the future TR6. With only 15 days to go before the show he press-ganged employees, friends and family to produce the prototype which he named TR5 Ginerva. Having completed the design drawings the Triumph factory gave him a 2litre 6 cylinder engine and the protype number X760. That the Ginerva was actually displayed and ran is testimony to Michelotti’s drive but sadly to no avail. Immediately after the show Triumph awarded the TR6 brief to Karmann. Happily the TR5 Ginerva was left in Michelotti’s ownership as a unique piece of motoring history.

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Specification Chassis X760 1967 based on TR5 EngineProtype Triumph 6 cyl 2l No MB7326HE with Lucas fuel injection No WA524B/WA3129 & engraved No 2967. 125 BHP with top speed of 200kmGearboTR5 4 speed with Laycock Normamville overdrive. Body 2 seater Roadster Mass 1280kg all up

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THE CHRISTMAS QUIZ To put you out of your misery here are the answers to the Christmas Quiz. TSCC SA entered a team of Triumphs in a 24 Hour Classic Car race. Five members of the Club (Heinz, Guy , Dennis, Marius, Dave) entered each in their own Triumph. From the clues can you match the members with their cars, ( TR3,TR4,TR6, Spitfire, TR8) say which Region (Pretoria, Johannesburg, KZN, Bloemfontein, Cape Town) the live and how many hours did each car complete?

1. The TR6 completed 2 l hours more than the car belonging to Marius who hails from Pretoria.

2. Dave’s TR3 achieved les than 20 hrs unlike the Triumph based in Bloemfontein that had plenty of practice space.

3. The Triumph from Johannesburg lasted more hours than Guy while Heinz’s Triumph was not the most successful.

4. The Spitfire lasted for 18 hours. 5. The Triumph based in Cape Town which is not the TR6 lasted for 20

hours. 6. KZN is the home of the TR4 and its owner

NAME TRIUMPH REGION HOURS Heinz TR8 Cape Town 20 Guy TR4 KZN 14 Dennis TR6 Border 22 Marius Spitfire Pretoria 18 Dave TR3 Joburg 16

SO YOU DON’T GET LOST Just so you don’t get lost finding Hartenbos the following map comes to you courtesy of the Royal Automobile Club of South Africa Eighth Edition of the Clubs’ Route Book 1936. ED

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WEB SITES

With regions now starting to have their own Web Sites and hopefully regularly update them.

This page will list all the local ones plus any worthwhile international ones.

OUR NATIONAL WEB SITE www.triumphclubsa.com

KZN www.tscckzn.co.za

Cape Town www.capetriumph.za.org

PE www.tsccpe.co.za

Pretoria www.pretoriatriumphclub.co.za

JHB www.triumphclub-joburg.co.za

TR Register (Highly Professional) www.tr-register.co.uk

TR Drivers Club www.trdrivers.com

The best TR7/TR8 Forum (The easiest to use) www.forumtr7.com

Stag Owners Club www.stag.org.uk

Club Triumph www.clubtriumph.org.uk

Triumph Sports 6 Club www.tscc.org.uk

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