26th ANNUAL

Sunday Sept. 20th 2009, Bronte Creek Park, Oakville, Ontario

Presented byThe Toronto Triumph Club

Souvenir Programme

Welcome . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Featured Anniversary MarquesMorgan-100 .Years . . . . . . . . . . . . . . . . . . . . . . .7-11Triumph .Herald-50 .Years . . . . . . . . . . . . . . . . . 12,13Mini-50 .Years . . . . . . . . . . . . . . . . . . . . . . . . . .14-17Sunbeam .Alpine-50 .Years . . . . . . . . . . . . . . . . 18,19Triumph .TR6-40 .Years . . . . . . . . . . . . . . . . . . . 20,21

Other MarquesTriumph .Stag . . . . . . . . . . . . . . . . . . . . . . . . . . . 22,23Austin .Healey . . . . . . . . . . . . . . . . . . . . . . . . . . 26,27Rolls-Royce .& .Bentley . . . . . . . . . . . . . . . . . .28-31MG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .32-35Jaguar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36-39BMC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Contributing ClubsMorgan .Sports .Car .Club .Of .Canada . . . . . . . . . 11Toronto .Triumph .Club . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13Sunbeam .Sportscar .Owners .Club .of .Canada . 19British .Sports .Car .Club .of .London . . . . . . . . . . . 21British .Saloon .Car .Club .of .Canada . . . . . . . . . . 23Austin .Healey .Club .of .Southern .Ontario . . . . . 27Rolls-Royce .Owners’ .Club . . . . . . . . . . . . . . . . . 31The .Ottawa .MG .Club . . . . . . . . . . . . . . . . . . . . . . 33M .G . .Car .Club .of .Toronto . . . . . . . . . . . . . . . . . . . 33Headwaters .British .Car .Club . . . . . . . . . . . . . . . 35Ontario .Jaguar .Owners’ .Association . . . . . . . . 39Georgian .Bay .British .Car .Club . . . . . . . . . . . . . . 42Bluewater .British .Car .Club . . . . . . . . . . . . . . . . . 45

C O N T E N T S

Thank you to all clubs who contributed content to the programme.

Cover Photo by David Fidler: 1970 .Morgan .4/4 .Owned .by .John .Roden, .Fonthill, .Ontario . .

Supplier of Kendall GT1 motor oilCelebrating over 100 years

Corporate .Sponsors

BRITISH CAR DAY

Guide Map 24/25

British Car Day Programme • September 20 2009 �

A Very Warm Welcome!

On behalf of the Toronto Triumph Club, I would like to welcome you to the 26th annual British Car Day - the largest one-day get together of British cars in North America!

You are holding our first ever ‘Souvenir Programme’. It is a gift from us to you, made possible by the generous support of our advertisers, sponsors and vendors and the hard work of our Ragtop editor, David Fidler and his team. Inside you will find articles about this year’s featured marques and many of the models on display, plus a handy show map on the centre pages 24 and 25.

We’ve introduced a special annual award this year, dedicated to our very wonderful friend, Charlie Conquergood, who sadly passed away in the spring. The Charlie Conquergood Memorial Award will be presented annually to a first place winner of one of the Triumph marque classes. With this award we want to keep alive the memory of a wonderful person who gave freely of himself to help when and wherever he could. Charlie’s numerous accomplishments included the design and layout of the British Car Day show field, which he personally supervised for as far back as I can remember.

I would like to thank our British Car Day committee for all their time and effort in organizing this great event, their names are listed below and also all the many volunteers without whom the show would not be possible.

Please upport our major sponsors, Crescent Oil, Lant Insurance and our many advertisers and vendors. BCD

Thank you all and have a great day!

Johan Aaltink – President, Toronto Triumph Club

Celebrating Over 100 Years in Business

CRESCENT OIL FEATURES

136 Cannon Street West, Hamilton905 527 2432 • Free Delivery • 1 800 263 6483

Kendall 20w50 Motor OilKendall GT-1 High Performance 20W-50 Motor Oil is for ed with addi onal zinc dialkyldithiophosphate (ZDDP) addi ve to provide enhanced wear protec on and oxida on resistance for use in the most demanding applica ons. It is par cularly recommended for use in turbocharged engines and in high-performance engines with , especially during the cri cal break-in period.

British Car Day Committee . Chairman: . Johan Aaltink . . Secretary: . Jack Willekes

. Volunteer .Coordinators: . Michael Hale Bill Alexander

. Volunteer .Support: . Tony Fox

. Sponsorship: . Frank Manning

. Vendors: . Allan Watt

. Park .Liaison: . Wayne McGill

. Computer .Services: . Vic Whitmore

. Event .Photographer: . Larry Llewellyn

British Car Day Programme . Editor .& .Publisher: . David Fidler 905 .829 .9340

. Art .Director: . Michael Cleland

. Advertising .Sales: . John Broomer . .416 .745 .8866 . . Allan Watt David Fidler

“British .Car .Day” .® .is .the .registered .trademark .of .the .Toronto .Triumph .Club .Inc . .This .programme .and .its .contents .may .not .be .reproduced .or .distributed .by .any .means .without .permission .of .the .TTC . .Most .articles .and .photography .contained .herein .have .been .supplied .by .various .car .clubs .and .are .credited .as .such, .where .appropriate . .This .material .remains .their .property .and .reproduction .is .expressly .forbidden, .except .by .permission .from .them .and .the .TTC .

Printed .by .Printwell .Offset, .Brampton, .Ontario . .Copyright .© .2009 .by .the .TTC .

British Car Day Programme • September 20 2009 �

1909-1938Although the first 4 wheel Morgan was introduced in 1936, the first Morgan ever was produced in prototype form in 1909, using a 7 hp Peugeot air cooled V-twin. Two single seat versions were exhibited at the 1910 Olympia Exhibition with JAP engines, an 8 hp twin and a 4 hp single. Just before WW1 a prototype four-wheeler with a Dorman 4-cylinder engine was made, but never put into production. In 1935, the scheme to make a four-wheeler was revived. Production of the famous Four Four (meaning four-cylinder four-wheel) began in 1936 and the engine used was a 1172 cc Coventry Climax with overhead inlet and side exhaust valves, producing 38 bhp. Price at the time was £195. 5s and it had a top speed of around 80 mph with a 0 to 60 mph time of 28.4 secs. To add to the 2-seater and 4-seater cars already available, Morgan introduced the drop head coupe and the Standard engine. This power unit was developed from the 9 hp side-valve engine and was linked to a Moss gearbox, mounted centrally in the chassis and connected to the 5:1 rear axle by a short propeller shaft.

1945 Production restarted after the war when, in July, the factory was given permission to build 50 3-wheelers and 75 4-wheelers, by the end of the year. They didn’t reach this figure! The Four Four they produced at the time was fitted with a 1267 cc Special Standard engine.

1950-59In 1947 the Standard Motor Co. announced their ‘One Engine Policy’, which meant that after 1949 the 1267 cc unit would not be available to Morgan. Morgan built a prototype car using the Vanguard 1.8 litre engine and introduced this car as the Plus Four. The engine eventually fitted was the 2088 cc Vanguard, producing 68 bhp. This gave a much needed performance boost and for this the frame was strengthened, the front suspension improved and Girling hydraulic brakes fitted. The car was an immediate success! The price for a

coupe-bodied version in 1951 was £565 plus £315. 7s. 9d tax. Nothing new about taxing the motorist! Acceleration from 0 to 60 mph was 17.9 secs, with a top speed of over 85 mph. The decision was taken to

cease production of the three-wheeler. By 1954, the radiator was hidden beneath the bodywork to improve aerodynamics and the Vanguard engine was replaced with the 1991 cc Triumph TR2 unit providing 90 bhp at 4800 rpm, 0 to 60 mph was now 13.3 secs and the top speed was just over 100 mph. In 1956, the Triumph TR2 engine in the Plus Four was replaced with the TR3 100 bhp unit. With their lightweight aluminum bodies these cars were extremely fast, capable of covering the standing quarter mile in 16 secs.

1960-69With the demise of the Ford 100E 1122 cc engine that was reintroduced in 1955, Morgan launched the 4/4 Series Three with the new 105E engine, from the Ford Anglia. The unit had a capacity of 997 cc and produced 39 bhp. In 1961, Morgan announced the introduction of the Plus 4 Super Sports using a specially tuned Triumph TR engine developing

IN THE HISTORY OF THE MORGAN

SIGNIFICANT EVENTS

The .Morgan .family

� September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 �

116 bhp at 5500 rpm, complete with a gas flowed head with 9 to 1 compression ratio, a special camshaft, fully balanced crankshaft assembly, rods and pistons, two double-choke Weber 42DCOE carburetors and a special inlet manifold feed, breathing through a four-branch dual pipe exhaust system - this gave the car a maximum speed of 115-118 mph. The 4/4 Series 3 was replaced by the Series 4, fitted with the more powerful Ford 109E engine of 1340 cc, from the Consul Classic.

In 1962, a Plus 4 Super Sports prepared by the Morgan Motor Co and Chris Lawrence and driven by he and Richard Shephard-Baron, won the 2 litre class at the 24 hour race at Le Mans. They covered a total distance of 2261 miles at an average speed of 94 mph.

The Plus 4 Plus was launched at the 1963 Earl’s Court Motor Show. Featuring a radically styled glass fibre body on a strengthened Plus 4 chassis, it was fitted with a Triumph TR4 engine of 2138 cc producing 105 bhp at 4750 rpm. It had a reported top speed of around 110 mph.

In 1966, the Triumph TR engine was nearing the end of its life and the Morgan Motor Co. started to look for a replacement. The Rover Motor Co. offered its forthcoming aluminum V8 engine and Maurice Owen joined Morgan to take charge of development of the new car, the Plus 8, which was introduced to the public at the 1968 Earls Court Motor Show. Fitted with the Buick derived Rover V8 of 3529 cc and producing 160 bhp at 5200 rpm, the car was a revelation. With a Moss

Gear 4-speed box it could reach 125 mph and hit 0 to 60 mph in 6.7 secs. A performance test at the time on MIRA’s timing straights gave 0 to 90 mph in 14.5 secs, the quarter mile post in 15.7 secs and reached 110 mph, 10 secs later! Interestingly, the 4.2 litre Jaguar E-type of the time took 15.1 secs to get to 90 mph, under the same test.

In 1968, the 4/4 Series Five, introduced in 1963 with a Ford 116E engine of 1498 cc, became the 4/4 1600 fitted with Fords Kent engine of 1599 cc capacity. A competition model was also available with the 1600 GT version of that engine.

1971-79 By 1971, all 4/4 cars are fitted with the Ford 1600GT engine previously fitted in the ‘competition model’ and in 1972, the Plus 8 was fitted with the Rover 4-speed, all-synchromesh gear box.

The Plus 8 got the Rover SDI engine and the 5-speed Rover gear box. The car width was increased to 62” to take the 6” x 14” wheels. The engine produced 155 bhp at 5250 revs.

1982-89In 1981, the 4/4 Twin Cam launched as an alternative model fitted with Fiat’s twin-cam 1600 engine. By 1982, the 4/4 was now fitted with a Ford CVH engine of 1597 cc taken from the Escort XR3 with modifications to fit a ‘north south’ installation and a Cortina gearbox. Power was 96 bhp at 6,000 rpm giving a 0 to 60 mph time of around 10.0 secs. In 1983, fuel injection became an option on the Plus 8. Power was now 190 bhp at 5280 rpm. The Plus 4 was re-launched in

1985, fitted with a Fiat 2.0 litre twin-cam fuel injected engine, 5 speed gearbox and Cobra style wire wheels. Maximum power was 122 bhp at 5300 rpm, with a maximum speed of around 112 mph. Price was just under £11,000. In 1988, the Plus 4 M16 was introduced with a Rover 2.0 litre M16 engine and Rover 5-speed gearbox. This engine increased the bhp to 140 at 6000 rpm. The fuel injected engine became a standard fitting on the Plus 8 in 1987 and by 1988 it was

fitted with the Rover 3.9 engine, as used in the Range Rover Vogue SE, producing 190 bhp at 4750 rpm, with maximum torque of 235 lb ft at 2600 rpm. The 4/4 was fitted with Ford’s 1600 fuel injected engine and 5-speed gearbox. The Plus 4 adopted the Plus 8’s wider chassis.

1992-99 The Plus 4’s M16 Rover engine was replaced with the T16 Rover engine. In 1993, the 4/4 was fitted with Ford’s 1800 Zetec engine and 5-speed gearbox. Power output was 114 bhp at 5750 rpm. This gave it a top speed of around 111 mph and a 0 to 60 mph time of about 7.8 secs. By 1994, the Plus 4 and Plus 8

were fitted with Rover’s improved R380 gearbox. The 4.6 litre engine for the Plus 8 became an option. Producing 220 bhp at 5000 rpm and increasing torque to 260 lb ft at 3600 rpm.

2000-2008The Aero 8 was launched at the Geneva Motor Show in 2000. Complete with a bespoke aluminum chassis, all independent suspension and powered by a 4.4 litre BMW V8 engine producing 286 bhp at 5500 rpm, this

was a radical departure from the traditionally built Morgans. Its

styling was controversial and it was definitely in the

“love it” or “hate it” category.

Performance was 0 to 60 mph in 4.8 secs, with a top speed of 151 mph. The new USA Specification Aero 8 was launched at the 2004 Los Angeles Motor Show. Now using the latest BMW M62 V8 engine it also had a wider body and a slightly modified rear end. With the demise of the Rover V8 engine, due to it being unable to meet current emission regulations, the final Plus 8s were built. In production for 36 years, the Plus 8 was Morgan’s largest selling model with around 6,000

being built.The Roadster was launched at the

British Motor Show, as a replacement for the Plus 8. Powered by Ford’s 3.0 litre V6 engine, as used in the Mondeo ST220, it produces 225 bhp with a claimed 0 to 60 mph figure of 4.9 secs and a top speed of 134 mph. The Plus 4 was re-launched using the latest 2.0 litre Ford Duratec engine. Producing some 145 bhp it, as MMC says, “perfectly bridges the gap between the 4/4 and the superb new Roadster”. In 2006, the new Aero 8 is launched. The most

striking change was the restyled front, which bore more than a passing

resemblance to the graceful lines of the AeroMax coupe that starred at the 2005 Salon de L’auto at Geneva. The all-aluminum super performer now sported more traditional Morgan

lines, whilst preserving its remarkable handling and performance. Powered by a BMW 4.4 litre V8 producing 325 bhp and 331 lb ft torque. 0 to 62 mph was under 4.5 secs. By 2006, a new 4-seater was launched. Long awaited by aficionados, the 4-seater made a welcome return with a raft of new specification options and for the first time in its 70-year history, engine choice.

The 4/4 Sport was announced in 2008, the year it celebrated its 72nd birthday, a world record for a continuous production run. It uses the 115 bhp 1.6 litre Ford Sigma engine and with an 800 kilogram all up weight, it gives 143 bhp/tonne. Performance is 0-62 mph in less than 8 secs with

CO2 emissions well below 140g/km. This model replaces the standard 4/4. Production of the AeroMax started 2 years after the car’s debut at the 2006 Geneva Autoshow. The Aero 8 is now fitted with the latest BMW 4.8 litre V8, giving a 13% power boost to 367 bhp. Performance is 0-62 mph in 4.2 secs with a top speed of 170 mph.

For the first time in a production Morgan, an automatic gearbox became an option. It utilizes ZF’s latest 6 HP26 six-speed and gives better performance than the manual box, due to its special lock up clutch, low power loss design and instant change characteristic. Other improvements include new instrumentation, a repositioned fuel tank for better weight distribution, significantly increased luggage space and larger air intakes and exits on the wings.

2009For the Centenary Year, Morgan announced the SuperSports Junior Pedal Car. This will be built alongside the normal range of cars at the factory and the 2/3rd scale car will appeal to the younger element of the Morgan fraternity. Suitable for 6-13 year olds, it requires energetic pedal power rather than petrol or hydrogen! BCDReproduced and condensed, with permission and thanks to the UK Morgan Sports Car Club (MSCC) website.

2009 .Morgan .4/4 .Sport

Aerosport2010 .AeroMax .& .2010 .pedal .car

Early .3 .Wheeler

10 September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 11

Did H.F.S. Morgan, way back in 1910 realize the DNA of his first trike creation would be the basis of generations of three-wheel and four wheel Morgan cars? The 4/4 model line rarely gets a great deal of attention, keeping on as the entry-level Morgan for many, many years. Despite its low-key appeal, sales of the 4/4 are doing fine and the demand is now wider than ever before.

The combination provided the durability of a coachbuilt car with the lightness required for a sports car. The car was an immediate success. Prior to the Four Four first appearing, Morgan was more famous for producing three wheeled vehicles and the car offered a touch of elegance. The early Forties saw further developments to the 4/4. A Ford

22 horsepower V8 Pilot engine was fitted to the Morgan chassis, but due to a taxation increase from 15 shillings to 25 shillings per horsepower, this project was abandoned at the prototype stage. The second experiment was to fit a car with an Anott supercharger. This vehicle, although only 1000 cc, was capable of over 80mph.

The Second World War interrupted production for a while, with P.H.G Morgan being called to arms, but shortly thereafter, the family business was back turning out cars. At the Earls’ Court Motor Show in 1950, the Morgan 4/4 was displaced by the new Plus 4. (The Plus meant ‘extra power’).

The Morgan Plus Four was introduced in 1952 and this model became the focus for the company’s

competition aspirations, leaving the 4/4 to appeal to those with more modest budgets. The drophead coupe is unique with its fixed A-post windscreen, taller suicide doors and added interior walnut trim. A top folds neatly into the bodywork and features detachable side windows. Heavier and more comfortable, better styling, but loses out in performance. Drophead coupe styling is much admired and often rare, sought after by some sports enthusiasts.

In 1954, the Morgan 4/4 was reintroduced as the Series Two. This was a car of similar design to the Plus 4, but fitted with a Ford engine and integral gearbox, the object being to provide

A FACTORY TOUR

a sports car of first-class performance and appearance, for the enthusiast with moderate means. It wasn’t until 1968 that the Plus Eight was introduced at Earls Court, and this really divided the Morgan brand into two distinct lines.

The 70s and 80s saw the 4/4 soldiering on with only minor modifications, on its way to becoming the world’s most enduring car model. 1992 saw the rather tired Ford engine updated with 16-valve Zetec technology, but it wasn’t until 2000 that the 4/4 model received a punchier 1.8-litre Ford Zetec powerplant. The 4/4 line was further diversified in 2003,

when the budget 4/4 Runabout model was introduced.

Despite claiming that Sir John Harvey-Jones’s findings that the company was in a mess, too labour intensive and keeping customers waiting, were just plain daft, Morgan has done much to modernize its operation. All cars are now ‘Type Approved’ and waiting lists have come down to around one year. The application process is still charmingly quaint. £250 will get your name onto the waiting list, despite the fact that you don’t need to name what model you want until later. BCD

THE MORGAN SPORTS CAR CLUB OF CANADAby Rod Wilkinson

In 1962, eighteen Morgan owners gathered in Toronto for their inaugural meeting, but the formation of a club did not take place until 1967, when by chance Doug Price met two Morgan enthusiasts – Ken Miles and Ian Campbell – near his Toronto home. The timing seemed right and a meeting was arranged at Alan Sands’ farm, attended by 12 Morgans. Thus the Toronto Morgan Owners’ Group was born. By 1968 some 25 cars had been traced, joint meetings were arranged with the Great Lakes Group in Detroit and an effort was made to form a group in Vancouver. The Club became an affiliate of the MSCC in

the UK, as have many other groups, forming a worldwide network of clubs and owners.

In 1994, the Toronto Morgan Owners Group officially changed its name to The Morgan Sports Car Club of Canada, to better reflect both its history and mandate. Today, the club has about 90 members and many friends. While

predominately a social club, with interests in touring and the preservation of the marque, some of our members have experience and participate in track meets, rally, hill climb and autocross competition, as the photo of Alan Lytle & Brian Lee (above) shows.

The Club meets on the first Sunday of every month at the

Queens Head pub in Burlington, Ontario. Everyone is welcome – owning a Morgan is not necessary. Enjoying the marque and good company are the only prerequisites.

Contact: John RodenPhone #: 905 892 6907Website:

morgansportscarclubofcanada.com

At least two of our club members have had the opportunity to tour the Morgan Plant. Some later photos, taken at the Malvern Plant by Wally Smith, accompany the following account by Les Bond.

“We drove up to Great Malvern from Swindon in Wiltshire taking about an hour and twenty minutes. Needing to ask directions twice, we were finally rewarded with the Morgan sign located in front of a collection of low buildings. You park around back, then find reception. There is no admission charge, but it is wise to phone ahead. Most of the buildings are side-by-side

and painted on the floor is a wide red path that leads you through the car assembly process. Workers are eager to chat and the atmosphere is one of purposeful, but

unhurried, construction. Visitors are surprised by the lack of noise except in the panel beating shop and there are no robots to be seen anywhere! The whole process can be viewed, excepting the paint shop. A memorable sight was a collection of BMW V8s sitting on pallets waiting to be fitted into Aero 8s.

Being British sports car

fans, most of us have hankered after a Morgan at one time or another, so it is a treat to watch them being built with old-world craftsmanship in a time slip that could be the 1940s.

A few years ago, Morgan Chairman Peter Morgan maintains that this is all part of the fascination, quoting his father, the company’s founder, who maintained that you should always “let demand run just a bit ahead of supply.” People want nothing more than something they can’t have, so the wait, the build-up, the anticipation, becomes part of the appeal. In this modern world, the Morgan may seem a bit primeval, but has a character

and the ability to paint a huge smile across the owner’s face in seconds.”

Happy Birthday Morgan 100 years old and still going strong!

Morgan: the first 100 Years

Factory .reception

Frame .shop

3 .Wheelers .& .Aero

Alan .Lytle .& .Brian .Lee .at .Prescott .in .1994

British Car Day Programme • September 20 2009 13

by Wayne McGill

Celebrating 50 years since

they first came off the

production line, Toronto

Triumph Club member

and Triumph afficiando,

Wayne McGill, looks

back to when his Triumph

Herald became part of the

family.

I first became aware of the Triumph Herald model in the mid 1960s when I saw a convertible near our home in Brampton, Ontario. A latent desire to own one rested with me for nearly 20 years, while I bought a brand new TR6 in 1973, met and married Debbie and we began our family. After Corrina and David were born, the TR6 was being used very little and most young families would have been practical, sold the sports car and acquired a station wagon and a dog. We bought the Volvo station wagon and acquired an Irish Setter, but didn’t sell the TR6!

At a TTC meeting in the mid 1980s a picture of a Triumph Herald convertible was passed

around. It was for sale in Bracebridge, Ontario. That weekend we traveled up Highway 11 in the Volvo and returned in two cars. The McGill family could now attend car shows by taking both Triumphs and life was good.

The arrivals of Samantha, Cynthia and Stephanie, began to challenge the two triumph solution and a Triumph 2000 or 2500 wagon was considered, but none could be found in Ontario that were worth restoring. Sometimes, we resorted to trailering the Herald to events, which some may say is wimping out. Using a mini van loaded with seven people and towing a car on a trailer with no brakes for 300 miles is not for wimps!

Over the past 20 plus years, the car has had many small changes and improvements, to make it safer and more enjoyable. Parts are easier to find now on the Internet and most items are readily available. Debbie still remembers a romantic trip to England where I bought new rocker panels and a complete stainless steel exhaust system. It came home on Air Canada in ski bags. A trip earlier this year to the Beaulieu autojumble resulted in the acquisition of a new old stock front valance panel. Now, when I rent a station wagon in England, Debbie just sighs. BCD

The Triumph Herald was introduced on April 2nd 1959, at the Albert Hall in London. Amid much literal fanfare, the press launch was one of the first lavish show business style car introductions. Standard Triumph had created the new car, which was designed by Michelotti in Italy, using the old style ‘body-on-frame’ type of construction. This was forced upon Standard Triumph by rival British Motor Corporation, who had purchased the body making company Pressed Steel and otherwise tied up the other large companies who were capable of manufacturing monocoque or unibody car shells. This turned out to have several advantages, both for Standard Triumph then, and for restorers today.

Manufacturing the car from many small sub-assemblies allowed multiple changes to be made and for multiple styles to be run on a single assembly line, all at the same time. The Herald was originally available as a two door sedan and a two door coupe. This gave way to the addition of a convertible, an estate car or station wagon and a van called the Courier. Later, six-cylinder engines were added to create the Vitesse (in the UK) and Sport 6 models (here), in the same configurations as the Herald.

Use of body-on-frame construction also allowed the car to be manufactured overseas in very small factories, with very little in the way of assembly line equipment. Cars were shipped in CKD (complete knocked down) crates and the frame was used as a jig, upon which the car could be built . Using this system, Heralds were built in Ireland, Australia, Rhodesia (modern day South Africa), India and other countries.

An even happier consequence of this was the inexpensive creation of the Spitfire - Standard Triumph was always short of development money and the early 1960s were no exception! The

engine, transmission and much of the running gear, including brakes and electrical components, were lifted directly from the Herald or were modified Herald items. Also of body-on-frame construction, the cars could be built concurrently on the same assembly line.

Other companies were not blind to the many features offered in the Herald design and construction. Bond of the UK made a series of coupes and convertibles based on the Herald, using such items as the doors, firewalls and mechanical components, mated to their own fiberglass body shells. The unique lightweight front suspension and rack and pinion steering was much sought after by specialist formula racecar manufacturers. It was simple and robust and had the additional advantage of allowing a tighter turning circle than a London Taxi. Heralds were easy to drive and

maneuver and quickly became favorites of driver training schools in the UK. A red & white “L” plate was a common sight on Heralds in the sixties, as an entire generation learned to drive in them.

All Heralds used a manual 4-speed transmission. Early cars were powered by a 948cc engine, which traced its roots back to before WWII, this was enlarged to 1147cc and finally 1296cc. Herald production ended in 1971 with the 13/60 model.

Affordable Classic!The Herald is well known as being a starter classic. It’s relatively cheap to buy and easy to repair or modify. For example, a competent mechanic can convert an early car to disc brakes, in less than a day. The roof of a sedan can be removed by undoing a handful of bolts. Overdrive can be added by shortening the drive shaft. Although Heralds were common in Canada in the sixties and early seventies, as with other cars of this era, they tended to rust and due to their inexpensive nature, they were quickly crushed when repair costs outweighed their value. Very few remain on Canadian roads today.

Happily, there are still significant numbers left in the United Kingdom and many are still being used on a daily basis. Parts are generally readily available at reasonable cost and there are a number of specialist businesses that cater to the Herald. BCD

Toronto Triumph Club and British Car Dayby Glen donaldson

The Toronto Triumph Club was founded in October 1982 when Bill & Nancy Gray (Of Gray Tool fame) gathered a small and very enthusiastic group, for a meeting in T.O. They had done this by spreading the word and leaving notes on car windshields, sticking flyers up in repair shops etc. - long before the Internet and Crackberries. The original concept of the club was a source of fun and fellowship - for social outings and drives. Plus the exchange of information and parts, as well as recommending shops for getting repairs done properly. The president of British Leyland Canada had even approached the new TTC to see if they could help move some new old parts stock.

The TTC grew on the strength and enthusiasm of its members and their desire to get out and have fun and use their old British sports cars. “All to Preserve and Drive the Triumph” has been our Club’s motto, because the hard working people who built our cars back in England, built them for driving and sporting pleasure.

The TTC and its members continued to build many events with their enthusiasm - Spring Fling, The Canadian Classic and of course British Car Day - now in it’s 26th year. The Father of the TTC’s first British Car Day is none other than our own Harold McQueen - an original owner of a 1960 TR3A. The first few years of British Car Day saw us gathering at the McQueen homestead in Kendal, Ontario - where every September about 125 to 150 British Cars would gather for a picnic, car games and fresh roasted corn.

In 1988 a brave group of TTC Members headed by Stu Beatty, now of Belleville - grew BCD into a bigger venue and took us to Bronte Creek Provincial Park - and the rest as they say is history and we now enjoy close to 1,000 cars per show, at what has become the largest North American, one-day, British Car show. Congrats to those who religiously pack up and make the pilgrimage to Bronte in September - without you we could not stage such a grand event.

Website: www.torontotriumph.com

Hark the Herald

Triumph Herald – 50 Yearsby Wayne McGill

12 September 20 2009 • British Car Day Programme

14 September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 1�

The Mini was launched in 1959, as the British Motor Corporation’s answer to bubble cars, which were beginning to infest the country’s roads. They appeared because of the Suez crisis of 1956, which had brought on petrol rationing. BMC boss Leonard Lord, who hated bubble cars, instructed his brilliant designer Alec Issigonis, who had previously designed the Morris Minor, to produce something that would drive the bubble car off the road. His brief was for a car that

would seat four, use an existing engine and be smaller than anything else the corporation currently made.

Innovative ideas To provide space for four people, Issigonis devoted 80 per cent of the car’s 10 foot length to passengers and luggage, which left him with little more than 18in to accommodate the engine and gearbox. But by turning the engine sideways, and mounting the gearbox beneath it in the oil sump, it could be squeezed in to drive the front wheels.

Issigonis favoured having most

of the car’s weight over

the front wheels for reasons of

stability and this, together with Alex Moulton’s clever rubber suspension and quick steering, gave the Mini its legendary agility. Many technical difficulties had to be overcome to make all this work. The Mini’s driveshafts used technology inspired by a submarine’s periscope mechanism, its hard-worked tyres had to be developed by Dunlop to last more than 5000 miles, and the oil companies set to work on an oil that could be shared by engine and gearbox - none easy tasks. But Issigonis and his team got there, and in record time.

Into production Just two years and one month after Lord had driven the Issigonis prototype

and given it the go-ahead, there were Minis coming off the production lines. It was launched in two versions - the Morris Mini Minor and the Austin Seven - in August 1959, to great reviews from the motoring press. But, though the Mini was cheap - almost as cheap as the crude Ford Popular, despite the newer car’s greater sophistication - people were put off by its complexity. It was only when personalities such as film star Peter Sellers, the Beatles and the Queen started driving Minis that it began to take off. Its popularity with racing drivers helped too.

The MINI brand turned 50 on 26 August 2009. Fifty years ago to the day, the British Motor Corporation (BMC) unveiled the result of its quest to design a new and revolutionary compact car. The very first sales brochures praised the Morris Mini-Minor’s “extraordinary future promise”. Fifty years later, we know that few vehicle concepts have survived as long or achieved such popularity. No other vehicle has ever spawned such a wide range of variants as the Mini. Over the next 40 years the Mini became an icon – a brand with a unique tradition and charm that appealed to all ages.

Following its acquisition of Rover in March 1994, the BMW Group decided to revive the Mini brand tradition and continue writing Mini’s history. The new

British Mini 1959 – 2000

Racing success A couple of years after it was launched, the Cooper version came along, and the racers soon discovered that the Mini was a winner, both on the track and in the forest. John Cooper drew up a specification for a production Cooper for BMC, and the hot Mini was born. It was not long before a Mini Cooper was the car to have - a bit like having a Golf GTI 10 years ago, or an Audi TT today. And the Mini won silverware by the ton, most famously on the Monte Carlo rally, which it won three times.

Symbol of the ‘60s Its success was such that it was manufactured in countries all around the world, including Italy, Spain, South Africa, Australia and Chile. It introduced a word to the language, and it became a symbol of modern ‘60s Britain. It also shared its name with a skirt. Despite the success, BMC developed it slowly. It didn’t get wind-up windows until nine years after it was launched and switchgear that you could actually reach, was only fitted from the mid ‘70s. Instead, BMC and British Leyland, as it became, busied itself with ‘badge engineering’ new models like the Riley Elf, Wolseley Hornet

and the Clubman, rather than developing the car properly. And, crime of crimes, the Cooper was dropped in 1971.

Which might explain... But the Mini kept selling, especially when the fuel crisis struck in 1973. It would be years before sales dwindled to the tiny level they were, when production stopped in 2000, demand largely sustained by enthusiasts – especially in Japan – aided by the re-introduction of the Cooper in 1990. When BMW owned Rover, there were more improvements. In 1997 changes were made – which were to be the last of any significance – to the engine, shifting the radiator to the front to quieten the car, and adding a driver’s airbag, seat-belt pretensioners and side impact beams to the standard equipment list. Features like this seem almost too modern for the Mini.

But that’s the point of this car - it has been bought by 5,387,862 people and loved (and hated) by millions more. It is the most brilliant car Britain has ever produced, and a car whose design has influenced that of every small car you see on the road today. BCDSource: Channel 4 Website - www.channel4.com

2001-2009New MINI

First .production .

Morris .Mini

Austin .Cooper .S .at .Mosport .2009 .(photo .by .Andrew .Grace)

Electric .MINI

British Car Day Programme • September 20 2009 1�

MINI was to create a unique premium brand with unmistakeable charisma and excellent product qualities in the compact segment – respecting its history, but at the same time meeting the needs of its present customers. The brand was successfully re-launched in 2001 and paid tribute to its earlier iconic status.

MINI sales have increased every year since 2002, with more than 232,000 vehicles sold in 2008. The United States was the single largest market for MINI cars last year. To-date almost 1.5 million vehicles have been sold worldwide since the “New MINI” was launched. This compact car is now sold in 80 countries around the world, with Brazil becoming its newest market in 2009.

The BMW Group has invested more than 380 million British pounds in the MINI plant in Oxford since

2001, as well as a further 100 million pounds in the Hams Hall and Swindon production facilities, which also form part of the MINI ‘Production Triangle’.The plant in Oxford is currently jointly manufacturing the MINI, MINI Clubman and MINI Convertible models. It is also producing the sporty

John Cooper Works models. Around

1.24 million of the 1.5 million MINI vehicles so far built in Oxford

were based on the traditional body design

of the standard hard-roofed two-door version. The Oxford plant has also produced some 179,000 MINI Convertibles, as well as 79,000 MINI Clubman. If these figures are added to sales of the classic Mini, the brand can claim to have sold 6.8 million vehicles worldwide.

2009 & beyondThe MINI 50 Camden and MINI 50 Mayfair birthday editions made their world debut at the IAA 2009. To mark its 50th birthday, the MINI presence will focus on the brand’s 50-year success story. With its MINI, MINI Clubman and MINI Convertible versions, the brand’s potential is far from exhausted. Ventures into other vehicle segments are another appealing prospect for its designers. While the MINI Crossover Concept may appear to be a typical example of the MINI design philosophy – it is also a new model version without historical roots that can take the brand to a whole new dimension. The market launch of the MINI Crossover is scheduled for 2010. BCD

Source: www.motoringfile.com

PDF saved for print, CMYK for 4 colour, all fonts embedded.

Trim size = 8. 375 x 10.875 Bleed = 8 .5625" x 11.0625

allan@vintagecarconnection.com

Receive $20 off anyappraisal with this coupon

OFF-SEASONSPECIAL!

CALL EMAIL WEB

LOOK FOR OUR BOOTHin the main vender row!

$20OFF

Antique Automobile Appraisals & Collector Classifieds

1-888-319-3321 www.vintagecarconnection.com

Owned and operated by British car enthusiast Allan Lewis.A member of the Toronto Triumph Club, MG Car Clubof Toronto, the GeorgianBay British Car Club and the Professional Associationof Vehicle Evaluators.

Serving the Greater Toronto Areaand Central Ontario including Muskoka.

Collector cars, classic cars, musclecars, hot rods, sports cars, exotics,kit cars, trucks, we've done it all!

Detailed reports for insurance purposes.

Pre-purchase inspections for local and foreign buyers.

Ontario Ministry of Finance appraisal forms for Ministry of Transportation vehicle transfers.

Redeem

ablefor any

type

ofvin

tage ca

r. Limit one per customer. ExpiresMarch

31st,2010.

MINI .Crossover .SUV

MINI .Coupe .concept .car

MINI .50th .anniversary .models

1� September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 1�

In 1935, the Rootes Group successfully fused the engineering expertise of Hillman and Humber, with the ailing but very marketable names of Sunbeam and Talbot, each with their enviable history of motor racing.

The Rootes Group was a family concern. At its helm as chairman was William (later Lord) “Billy” Rootes, with his younger brother, Sir Reginald, as financial advisor. Lord Rootes’ sons, Brian and Geoffrey, were in charge of sales and manufacture respectively, while Sir Reginald’s son Timothy was responsible for servicing. Lord Rootes seemed quite unmoved by sports cars or motor sport of any kind, and was content to let firms such as MG and Jaguar monopolize this area of the market. A company man called Norman Garrad would ultimately persuade Lord Rootes to change his mind about this. Garrad set about establishing the Rootes ‘Competitions Department’ in 1948 and the team became very successful.

With this success, Rootes were anxious to introduce a more sporting model into their range. Thus, when George Hartwell suggested producing a two-seater version of the Sunbeam Talbot, Lord Rootes readily agreed, deciding to call the car Sunbeam Alpine in honour of the Rootes Rally Team successes on the Alpine Rally. Introduced in 1953, it featured the same mechanics as the saloon, but utilized an open two-door bodyshell and had some inherent problems. Later, Lord Rootes concluded that if the company were to produce a custom-made sports car instead, it would find a ready market, especially in North America, where a larger proportion of that market existed, so he instructed that plans be drawn up for a new sports car.

In 1956, UK born Kenneth Howes was in charge of Ford’s styling centre in Detroit, Howes had invaluable experience in the use of colour, texture, and large quantity production techniques. On his return to Britain he joined the Rootes Group and took over the work of designing their new sports car.

Howes was able to develop his own ideas and a full-size wooden mock-up was built. He decided that the model would be painted a vivid red, a shade subsequently used on production cars, and known as

Carnival Red. By December 1957, the model had been mounted on an electrically operated turntable situated at the end of the Rootes design studios, in readiness for presentation to Lord Rootes and his brother, Sir Reginald. They were impressed and with the overall shape accepted, the engineers went to work. The subsequent tests and results showed a body strong enough to accept far more stresses than those imposed on it by the chosen engine, clutch and gearbox, which were the same as those fitted to the Sunbeam Rapier, but with one main difference. The 1494 cc engine boasted a new cylinder head made of cast aluminium, which allowed for a compression ratio of 9.2:1. Twin Zenith downdraught carburettors were mounted on an alloy manifold and the power output was

rated at 78 bhp at 5000 rpm. The final drive operated via a Rootes-made rear axle, and a Laycock de Normanville overdrive was available as an extra.

The appearance of the new Alpine was most impressive. The low bonnet line and extended rear wings gave a pleasant wedge shape and a well-balanced overall effect. Several features were outstanding on this new model. The two doors were particularly wide, allowing for easy access, and the soft

top stowage was unusually neat, the canvas resting behind three

metal flaps when not in use. This undoubtedly added to the clean lines of the car when the top was down. Wind-up windows were featured rather than the archaic sliding Perspex ones, often favoured by other manufacturers.

On the road the new car proved to have adequate acceleration, top speed and stopping ability. Autocar magazine commented that “In the Alpine the needs of the sporting motorist with a young family are met. It is attractive, safe, and unquestionably fast in spite of the emphasis put on long distance comfort. The world’s markets are overdue for such a car...”

To compete with the MGA, its main rival, Rootes introduced the Alpine Mk II at the 1960 Earls Court Motor Show. Minor alterations to the rear suspension included an increase in the width of the leaf springs and larger dampers. The engine size was increased to 1592 cc and this new 1.6 litre unit now produced 80 bhp and 94 lb/ft of torque at 3800 rpm, compared to the 89.5 lb/ft at 3400 rpm of the 1500 cc engine.

In November 1961, following Stirling Moss and Jack Brabham’s success in an Alpine at Riverside Raceway, California, Rootes agents in the western states of America sold their entire stock of Alpines and sales of the car in the

forthcoming year, were forecast to be £7 million. Over the years, different marques including a

GT version were introduced; culminating with the Mk V Alpine, in September 1965. Rootes finally terminated

production in January 1968 and relinquishing all ties with the sports car market.

The car always lacked performance. Engines from the Humber Hawk and the Daimler 2.5 litre V8 were proposed and considered. Alas, neither unit proved satisfactory and the idea was dropped. In the early sixties, Jack Brabham himself also realized that the only real way to increase the Alpine’s performance was to install a larger engine. To this end, he had several discussions with Rootes representatives, suggesting the installation of an American V8 engine. However, as Brabham remembers, “They were listening, but seemed embarrassed at the idea of an American engine in one of their cars.”

Then along came Carroll Shelby…and the Tiger was born. BCD

Information was collected from the book “TIGER, The Making of a Sports Car” by Mike Taylor, ISBN 0-85429-774-X.

Sunbeam Alpine’s 50th

Sunbeam Sportscar Owners Club of CanadaThe Club had its beginning in 1971, when a few Sunbeam owners and prospective owners got together to exchange lies and ideas about their cars. The first ‘drive-in’ took place in 1973 when five Sunbeams formed a convoy and successfully drove the 1.5 miles to the Scarborough Civic Centre in Toronto for a photo-session.

In 1978 we heard of the founding of the S.A.O.C. in the UK, and with this encouragement decided to form our own Club. The inaugural meeting was held on September 24, 1978 attended by some 25 owners and 14 cars.

Over the next few years, the Club increased in membership and we held our first International Meet in Toronto in 1980. It was a small affair but highly successful, as was our second International in 1981. The Club reached its highest level of membership during the early 1980s, but the subsequent economic recession coupled with the destroyed and deteriorating vehicles, reduced the membership to around 50 members.

In 1984 we joined with T.E.A.E. to produce “United 8” at Niagara Falls, N.Y. Our combined efforts produced an extremely successful event which set the standard for fun times and camaraderie. The wave of enthusiasm which followed “United 8” showed in our membership, which rebounded in the next few years to 90-100.

In 1988, the year of our 10th Anniversary, the Board of Directors formally registered and incorporated the Club. Federal Government approval, granting Letters Patent, were received in November 1988.

The Club welcomes all owners of any Sunbeam sports car produced in any year. The Club’s activities include: parts swaps, technical sessions, drive-ins, rallies, Club Nights, darts night and Annual General Meeting. We endorse and participate in Sunbeam activities sponsored by Sunbeam Clubs in Canada, the United States and overseas.

If you wish to join the club please visit our website at www.ssocc.com or send us a letter at Sunbeam Sportscar Owners Club of Canada

669 Front RoadPickering, Ontario, L1W 1N9

The .Alpine .on .steroids .

– . .a .V8 .Tiger

1967 .Sunbeam .Alpine .owned .by .SSOCC .member .Gary .Slayer

20 September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 21

The 1969 TR6 is considered by some to be a near perfect execution of design and engineering. The handsome two-seater is also considered the pinnacle of the Triumph line.

TR6 Debut

The Triumph Motor Company launched the Triumph TR6 in 1969; it was the most popular Triumph of the long-running TR series. It was based on the short-lived TR5 and TR250 models that introduced six-cylinder power to the TR series. The TR6’s inline 2.5-litre pushrod motor was a carry over from the TR250, along with most of its mechanicals. The TR5 and TR4 were nearly identical twins, but the TR6

broke the mold with sharper lines, as the bodywork had been restyled by Karmann in Germany. Major cosmetic changes consisted of moving the lights out to the edge of each fender and the “Kamm-style” flat rear end. The trim was also altered and an air dam was fitted below the bumper from 1973. The result was a whole new lean and mean image for the Triumph and proved popular with buyers, especially in North America where 90 percent of

the TR6’s total production of 94,619 was shipped.

Proving less popular with buyers was the loss of

power that resulted from the new

emission controls, which

became mandatory in North America on all new vehicles in the late 1960s. Triumph was forced to replace the TR6’s Lucas fuel-injection system with a pair of Zenith Stromberg side-draft carburetors. The result was an output of slightly more than 100 hp; a

significant reduction when compared to the home market’s rating of 152 hp. Performance suffered as well, with a 0-60 mph time of over 10 seconds, nearly two seconds slower than the fuel-injected version.

The TR6’s street performance didn’t set the world on fire, but its sleek, understated styling, four-wheel independent suspension and front disc brakes, adequate power and low profile earned high marks in the fun to drive department.

TR6 MechanicalsThe TR6 is powered by a 2498cc in-line

6-cylinder engine, with a 4-speed manual transmission. An

optional Laycock overdrive unit was a desirable feature, because it gave close-

gearing for aggressive driving, yet lower rpm

for the open road. The TR6 also featured

independent rear suspension, rack and pinion steering, 15”

x 5.5” wheels, pile carpet on floors and trunk, bucket seats and

lots of instrumentation. Braking was accomplished by discs at the front and drum brakes in the rear. A factory steel hard top was optional and a rare item for restorers. TR6 construction was the old-fashioned ‘body-on-frame’ style and the TR6 dashboard was wooden (veneered plywood).

By 1973, British Leyland was

forced to add two chunks of rubber attached to each of the TR6’s front and rear bumpers, to satisfy North American safety regulations. While they did protect from a mild bump, they interrupted the cars’ otherwise clean and graceful lines.

PerformanceThe TR6 wasn’t going to snap any heads back out of the gate, but it performed well at road races and did a respectable 8.20 seconds from a standstill to 60 mph. It could reach the quarter-mile mark at 16.3 seconds and a top speed at 119 mph, in fuel-injected form.

ProductionThe TR6 perhaps represented the best of the TR series, combining body variations and engineering improvements over two decades. Ultimately it was the best selling TR series with 94,619 produced during its seven-year run. The last TR6 rolled out of the Canley, England plant, in July 1976.

The car lives on, supported by a

huge community of enthusiasts, dealers and owners. Nearly all of the TR6’s major components are being

remanufactured, including body panels, interior upholstery and mechanicals, as well as new reproduction frames. There is almost no excuse not to have a driveable car.

In this 40th anniversary year of the TR6, our club in London is well represented. There are ten roadworthy TR6s, sporting spit and polish shines. One is currently in the reconstruction phase and a ”new” British racing green 1973 just joined our group in August. The 1975 TR6 pictured here has placed second at British Car Day in 2006 and 2007. BCD

TR6 - Forty Years of Triumph by caRolyn McGaW

Our Sports Car Club is Decidedly BritishIf you’re in the mood for a bit of ‘noggin’ (beer) and a ‘natter’ (chat) and love the distinctive shape and sound of British cars, you might consider joining the British Sports Car Club of London. Our group holds regular meetings the second Wednesday of the month at the RCAF club on Crumlin Road, London, since its inception in 1993.

We find that the club is a great way to share ideas and solve problems, like obtaining rare parts or the best mechanics. Membership dues are only $30.00 per year, a one-time initiation fee of $10.00 for new members, which includes decals and a pin depicting the club’s logo.

Our clubs collection of cars include makes such as MG, Triumph, Rover, Minis, Austin Healey, Jaguar, Lotus and Morgans. The social aspect of the club is important and we try to hold three or four convoy runs each summer, as well as attending local car events.

The second Saturday in June each year we hold our “Classic” car show, at Bellamere Winery. Please consider putting it on your club calendars of events for next year. This show raises funds for a special charity, chosen by the members.

Website: bsccl.blogspot.comLes McGaw – President triumphtr6@live.ca 519 485-3652Mailing address: 144 Bond St., Ingersoll, ON, N5C 3B1

1969 .TR6, .the .first .year .of .production

1975 .TR6, .almost .at .the .

end .of .production

22 September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 23

Considering the Triumph Stag was not imported into Canada you might be surprised to find there are currently 34 in Ontario alone (that we know about) and that is growing by 2 or 3 each year. However they did arrive in the US for three years, 1971 thru 1973, for a total of 2871 units with high hopes of being a successful grand-tourer. So, pretty well all the cars you see here came from south of the border with a couple of exceptions. With a V8 engine, four-wheel independent suspension, a choice of automatic or four speed overdrive transmissions, air conditioning, rack and pinion power steering, power windows, plus hard and soft tops, it is an ideal touring car, very comfortable and reasonably quick.

Cars were shipped into the USA for

three years even

though production

continued on through 1977 for sales in European and other markets, for a total worldwide sales of 25,939 units. The USA sales were curtailed due to severe quality and associated warranty problems experienced by Triumph with this model. The official company line said ‘emission problems’ was the cause.

The year 2010 will mark the fortieth birthday of the first model, launched in 1970, although it was not brought to the US until 1971. We plan to have a party of 40 cars for next year at the Bronte Park British Car Day in September 2010.

Interestingly, the name STAG came into the Triumph range through the

prototype code name, the company was in the habit of giving code names to prototypes

such as ‘Bullet’ and ‘Innsbruck’ and for

this

this particular model ‘Stag’. It was well liked by marketing and adopted as the model name when launched. The Stag came into existence almost by accident, due to the Italian coachbuilder and designer Michellotti. He obtained a Triumph 2000 sedan from the Triumph works to use as the basis for making a show car for one of the European car shows. The end result was so well liked by Triumph’s director of Engineering, Harry Webster, he insisted on taking the car back to the factory in Coventry for consideration by the Triumph board of directors, as a production Grand Tourer.

There is growing interest in the Stag, as families increase in size and no longer fit in the much loved MGBs, TR3s and TR6s. This is where increased interest in the Stag as a collector car, is beginning to appear, as it does have realistic rear seats with seat belts, it also offers additional security for family members, by having a built in structural roll bar. This makes it

an attractive alternative for top down Triumph motoring, with a configuration to suit a lot of different tastes and with automatic or manual transmission. Most owners coming from the traditional TRs of course want a four-

speed transmission. They might be surprised to find that the Stag is a great

tourer and well suited to the reliable Borg Warner

BW35 automatic 3-speed transmission. It

provides effortless driving through a range of road conditions, a correctly set up automatic will shift up and down effortlessly and reliably. BCD

TRIUMPH STAG (ALMOST 40) by Tony Fox

THE BRITISH SALOON CAR CLUB OF CANADAThis year the club celebrates it’s fifteenth year as an association for British cars, trucks and motorcycles, regardless of make or marque. Membership is approx. 460 for North America.

The club has a rich diversity of member’s vehicles, Wolseley, Riley, Hillman, Austin, Rover, and Morris, which ordinarily don’t have marque clubs and are not often seen in North America. Members come mostly from around Ontario, but the club extends across Canada and the USA.

The BSCCOC is made up of different chapters around Canada; each has its own agenda for summer driving events and picnics, which are family oriented. Winter times see monthly lunch or dinner meetings by chapter, as this is a time when the cars are put away secure from the salted roads of the northern hemisphere.

Club members benefit from six issues of our newsletter ‘The Oily Rag’, each year. The newsletter welcomes articles from members in each edition, as well as cars and parts for sale.

Website: www.bsccoc.ca Contact: Tony Fox – 905 632 0479

BROWSEOUR CATALOGUES

ON YOUR PCAll our Catalogues

& current Price Guidesavailable on one CD.

Small charge is made to cover burning & postage.

VISITORS WELCOMEWe are open:- MON – FRI; 8.30am to 5.30pm,

SAT; 8.30am to 1pm.

STAG . TR2-8 . SPITFIREGT6 . HERALD . VITESSEDOLOMITE . 2000/2500

ROVER SD1 . ROVER 75/45/25MGF/MGTF . MG ZT/ZS/ZRROVER 200/400/600/800

METRO/MINIMAESTRO/MONTEGO

RANGE ROVER CLASSIC/P38A/SERIES 3

DISCOVERY SERIES 1 & 2FREELANDER . DEFENDER

ROVER V8 ENGINES

AUTHORISED PARTS DISTRIBUTOROriginal Parts & Accessories

LAND ROVER

AUTHORISED PARTS DISTRIBUTOROriginal Parts & Accessories

F U L L R A N G E O F PA RT S & A C C E S S O R I E S

PARTS SALES & ENQUIRIES

Tel: 01144 1522 568000Trade Enquiries: 01144 1522 567111

Fax: 01144 1522 567600 E-mail: sales@rimmerbros.co.uk

www.rimmerbros.co.ukRimmer Bros. Triumph House, Sleaford Rd (A15),Bracebridge Heath, Lincoln, LN4 2NA. England.

A BRITISH COMPANY SUPPORTING BRITISH CARS

WANT A PROFESSIONAL PARTSSERVICE AT THE RIGHT PRICE?

COME TO THE EXPERTSWe stock MG Rover and Land Rover parts too.

75,000 SQ FT OF SPACE

SALES OFFICE

PARTS PICKED FROM 1000’S OF LOCATIONS

SALESCOUNTER& VISITORCENTRE

Great prices! Great service!

FREECATALOGUES

Rimmer Bros tick all the boxes:- ��Competitive prices ��Great customer service �� Efficient mail order anywhere ��World’s largest Triumph stock �� Free catalogues �� Trade enquiries welcome�� Easy to use website

Rimmer ad 'A' USA 08 9/7/08 14:12 Page 1

The .author’s .1971 .Stag

Stag .with .hardtop .fitted

24 September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 2�

Fish & Chips

PUBLIC PARKING LOT

PU

BLI

C E

NTR

AN

CE

PU

BLI

C E

NTR

AN

CE

PUBLIC EN

TRAN

CE

PATHW

AY

PATHWAY

OVER FLOW AREA

WALKWAY

WALKWAY

WALKWAY

WALKWAY

WALKWAY

British Saloon Car Club of Canada

WALKWAY

WALKWAYWALKWAY

WA

LKW

AY

Flea

Mar

ket/

Ven

do

r A

rea

FOOD &ICE CREAM

FOOD &ICE CREAM

WASHROOMS

ROW 24MOTORCYCLES

ROW 31

ROW 32

ROW 33

ROW 34

ROW 35

ROW 36

ROW 37

ROAD ROAD

CLUB BOOTHS BUSES/COMMERCIAL VEHICLES

BRUSH/TREES

REGISTRATION

SNACKS& DRINKS

Awards Presentation

Location

ROAD

ROAD CLOSED

TREE

S

TREE

STR

EES

TREE

STR

EES

TREE

S

TREE

S

TREE

S

TREE

S

RO

W 1

RO

W 2

RO

W 2

RO

W 2

RO

W 3

RO

W 3

RO

W 3

RO

W 4

RO

W 4

RO

W 6

RO

W 6

RO

W 7

RO

W 7

RO

W 8

RO

W 8

RO

W 9

RO

W 9

RO

W 9

RO

W 1

0

RO

W 1

1R

OW

11

RO

W 1

0R

OW

10

RO

W 4

RO

W 5

RO

W 5

RO

W 5

RO

W 1

RO

W 1

RO

W 2

1R

OW

21

RO

W 2

2R

OW

22

RO

W 2

3

TREE

S

TREES TREES

TREES

TREE

STR

EES

TREE

S

TREE

S

RB1

RB2

RB3

RB4

RB5

RC1

RB6

RB7

RB8

RB9

RA1

RA2

RA3

RA4

RA5

RA6

RA7

RA8

RA9

RA10

RA11

RA12

RA13

RA14

RA15

RA16

RA17

RA18

RB10

RB11

RB12

RB13

RB14

RB15

RB16

RB17

RB18

ROWA

ROWB

A

B

FOOD

FOOD

C

D

E E

G

F

H H I

J

K

L

M

N

O P

Q

R

S S T

U

V

W

X Y

Z

AA

BB

CC

DD

EE

FF

GG

HH

II

JJ

YY

KK

LL

LL

NN

NN

MM

MM

OO PP QQ RR SS

TT

WW

WW

WW

WW

XX

XX

UU

VV

N

VendorsLondon .Trading .Post . RA1,2British .Auto .Sport . RA3,4KDC .Ventures . RA5,6Macgregor .British .Car .Parts . RA7,8Crescent .Oil . RA9Transport .Books .@ .DRB .Motors . RA10,11The .Lift .Super .Store . RA12Vintage .Car .Connection . RA13Meguiars .(Citation) . RA14Maurice .Bramhall .& .Associates . RA15, .RB9BSMJ .Products .and .Services . RA16 .Leatherique .Canada . RA17British .Vehicle .Electric . RA18

Fraser .Woods .Collectibles . RB3Mini .Collectible .Wheels . RB4RFS .Products .(Auto .Glym) . RB5Armchair .Motorist . RB6Minigrid . RB7Irish .Link . RB9ATaza .Photo .Arts . RB10AModraphelia . RB10B .UK .2 .Canada .Pension .Transfers . RB10CHeritage .Associates .Distributors . RB11CS .Trading . RB12Mini .Mover . RB13Little .Britian .Motor .Company . RB14Mr .Mini . RB15

GPS .Digital .Photo .Images . Registration .AreaCozy .Cup .Café . Registration .Area

The .Wandering .Bean .Co . . Vendor .Area .SouthC&S .Catering . Vendor .Area .NorthSimply .British .Foods . Vendor .AreaAuto .Dream .Group . RC1

. . . . . . . . .Vendor .denotes .programme .advertiser

Sponsors

Show Vehicle LocationsMake Model/Years ClassAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CCAce . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CCAston Martin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BBAustin . . . . . . . . . . Sedans up to 1959 . . . . . . . . . . . .WWAustin . . . . . . . . . . Sedans 1960 & later . . . . . . . . . . . .XXAustin Healey . . . . . . . . . 3000 . . . . . . . . . . . . . . . . . . . CAustin Healey Roadster 100 & 3000 MK1 . . . . . . . . . . DAustin Healey . . . . . . . . .Sprite . . . . . . . . . . . . . . . . . . . FAustin Mini . . . . . . .Sliding Window . . . . . . . . . . . . . . . LBentley . . . . . . . . . . . . . .Coaches . . . . . . . . . . . . . . . . . JJBuses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VVCaterham . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EECobra . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CCDaimler . . . . . . . . . . . . . .SP250 . . . . . . . . . . . . . . . . . .HHDaimler . . . . . . . . . . . . .Coaches . . . . . . . . . . . . . . . . . JJDelorean . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . YYFord Anglia . . . . . Sedans up to 1959 . . . . . . . . . . . .WWFord Anglia . . . . . Sedans 1960 & later . . . . . . . . . . . .XXJaguar . . . . . . . . . .Sedans 1988-2009 . . . . . . . . . . . . . LLJaguar . . . . . . . . . .Sedans 1968-1987 . . . . . . . . . . . . MMJaguar . . . . . . . . . . . . . XK8 97-09 . . . . . . . . . . . . . . . NNJaguar . . . . . . . . . . .XK Sports 97-09 . . . . . . . . . . . . . NNJaguar . . . . . . . . . . . . . XJS 75-96 . . . . . . . . . . . . . . . OOJaguar . . . . . . . . . . .Sports Pre 1961 . . . . . . . . . . . . . . PPJaguar . . . . . . . . . . . . . . . . SS . . . . . . . . . . . . . . . . . . . PPJaguar . . . . . . . Sedans Pre XJ6 to 1968 . . . . . . . . . QQJaguar . . . . . . . . . E-Type 6cyl Series 1 . . . . . . . . . . . . RRJaguar . . . . . . . . . E-Type 6cyl Series 2 . . . . . . . . . . . . SSJensen . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . YLanchester . . . . . . . . . . .Coaches . . . . . . . . . . . . . . . . . JJLand Rover . . . . . . . . . Post 1975 . . . . . . . . . . . . . . . . . ALand Rover . . . . . . . . . .Pre 1975 . . . . . . . . . . . . . . . . . . BLotus . . . . . . . . . . . . . . . . Elan . . . . . . . . . . . . . . . . . .DDLotus . . . . . . . . . . . . . . . . Esprit . . . . . . . . . . . . . . . . . .DDLotus . . . . . . . . . . . . . . . Europa . . . . . . . . . . . . . . . . .DDLotus . . . . . . . . . . . . . . . .Seven . . . . . . . . . . . . . . . . . . EEMarcos . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HHMayflower . . . . . . . . . . .Coaches . . . . . . . . . . . . . . . . . JJMG . . . . . . . . . . . . . . . . . T-Series . . . . . . . . . . . . . . . . . . JMG . . . . . . . . . . . . . . . . Midget . . . . . . . . . . . . . . . . . . GMGA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . KMGB GT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMGB Roadster . . Rubber Bumper 75-81 . . . . . . . . . . . . EMGB Roadster . .Chrome Bumper 62-74 . . . . . . . . . . . . HMGC GT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMGC Roadster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMini . . . . . . . . . . . . .Sliding Window . . . . . . . . . . . . . . . LMini . . . . . . . . . . . . BMW early style . . . . . . . . . . . . . .MMINI . . . . . . . . . . . . .BMW new style . . . . . . . . . . . . . . .MMisc Coaches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . JJMisc Sports . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HHMorgan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IIMorris . . . . . . . . . Sedans up to 1959 . . . . . . . . . . . .WWMorris . . . . . . . . . Sedans 1960 & later . . . . . . . . . . . .XXMorris Mini . . . . . . .Sliding Window . . . . . . . . . . . . . . . LMotorcycles . . . . . . . . . All British . . . . . . . . . . . . . . . UUNash . . . . . . . . . . . Sedans up to 1959 . . . . . . . . . . . .WWNash . . . . . . . . . . . Sedans 1960 & later . . . . . . . . . . . .XXOther Sports Cars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CCProduction Sedans . . . up to 1959 . . . . . . . . . . . . . . .WWProduction Sedans . . 1960 & later . . . . . . . . . . . . . . .XXReliant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .HHRolls Royce . . . . . . . . .All Models . . . . . . . . . . . . . . . . KKRover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FFSunbeam . . . . . . . . . . . . .Alpine . . . . . . . . . . . . . . . . . GGSunbeam . . . . . . . . . . . . . Tiger . . . . . . . . . . . . . . . . . GGSunbeam . . . . . . . . . . . . .Talbot . . . . . . . . . . . . . . . . . GGSuper 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EETriumph . . . . . . . . . . . . . . .TR2 . . . . . . . . . . . . . . . . . . . . OTriumph . . . . . . . . . . . . . . .TR3 . . . . . . . . . . . . . . . . . . . . OTriumph . . . . . . . . . . . . . . TR3A . . . . . . . . . . . . . . . . . . . OTriumph . . . . . . . . . . . . . Herald . . . . . . . . . . . . . . . . . . PTriumph . . . . . . . . . . . . . . Other . . . . . . . . . . . . . . . . . . . PTriumph . . . . . . . . . . . . . TR250/5 . . . . . . . . . . . . . . . . . . QTriumph . . . . . . . . . . . . . . .TR4 . . . . . . . . . . . . . . . . . . . . QTriumph . . . . . TR6 Chrome Bumper 69-73 . . . . . . . . . . RTriumph . . . . . TR6 Rubber Bumper 74-76 . . . . . . . . . . STriumph . . . . . . . . . . . . . . .TR7 . . . . . . . . . . . . . . . . . . . . TTriumph . . . . . . . . . . . . . . .TR8 . . . . . . . . . . . . . . . . . . . . UTriumph . . . . . . . . . . . . . . .GT6 . . . . . . . . . . . . . . . . . . . . VTriumph . . . . . . . . . . . Spitfire to 73 . . . . . . . . . . . . . . . WTriumph . . . . . . . . . . . . . . Stag . . . . . . . . . . . . . . . . . . . XTriumph . . . . . . . . . Spitfire 74 & later . . . . . . . . . . . . . . ZTrucks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VVTVR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AA

Main EntranceFor Show Vehicles

Supplier of Kendall GT1 motor oilCelebrating over 100 years

Some of the Badges you will see at the show.

Feat

ure

d A

nn

iver

sary

Mar

qu

es

26 September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 2�

The Healey story began as the Second World War drew to a close. Donald M. Healey, already a well-known pre-war rally driver, had decided to make his own cars. He formed the Donald Healey Motor Co. Ltd., later to become Healey Cars Ltd.

He initially built cars using Riley engines and bodies built by coachbuilders such as Elliot and Westland. Nash Healeys were also being steadily turned out and in 1951 Donald was conceiving his new low-cost rugged sports car that the average man could afford. Hence, the beginning of the Healey 100 with the superbly designed body by Gerry Coker, which has stood the test of time and is still admired wherever it goes. The first Healey 100 was shown at the London Motor Show in 1952, sporting an attractive aluminum body.

Leonard Lord, the Chairman of the recently formed British Motor Corporation needed a sports car for his company. He so admired the Healey a deal was made with DMH for BMC to manufacture it and hence, the Austin Healey was born.

The marque progressed through the 100 series with a 4-cylinder engine, which gained many speed and other records, to the 100-six and 3000 series, with the 6-cylinder engine and disc brakes, wind up windows and other creature comforts, not previously found in the Healey range of cars. From 1963 only the Mk III body style was available and total production of this model was 41,534.

Although a number of privateers had campaigned the earlier models, the factory found they had an ideal rally car in the Austin Healey 3000. From 1960 to 1964 they achieved numerous successes in international and club

events, with works teams of Donald and Eric Morley and the popular Pat Moss and Ann Wisdom partnership. Other notable drivers were Bill Shepherd and John Gott - the chief constable of Northampton Police, and latterly Timo Makinen. Peter Riley, husband of Ann Wisdom, was also very successful with big Healeys. The big Healeys were too heavy for circuit racing, although they did take the team prize at Sebring in 1958, with special lightweight coupe bodied cars.

50TH ANNIVERSARY 2009 celebrates the 50th birthday of the Austin Healey 3000 Roadster, which was launched in 1959, with the engine enlarged to 2912cc, twin SUs and front

disc brakes fitted. The engine was gradually developed to give 150 bhp by the time production ceased in 1968.

This series of cars, known as the BN7 two-seater and BT7 four-seater, were first produced in March of 1959, running through to early 1961, beginning

at chassis 101 and finishing at chassis 13750. Engines were designated 29D and began at 29D-H-101. The body trimming, styling and colours carried on unchanged from the previous 100/Six models, including the later and better-evolved aluminum framed Perspex sidescreens.

The engines were now 2912cc displacement, up from the previous 2639cc and the stock models produced 124 bhp, up from 117bhp. The early 3000 model was fitted with a four-speed side shift gearbox with a Laycock 23% ratio overdrive as optional. The gearbox was later changed to a centre shift model. Wire wheels and a heater were also very popular options. A one-piece fiberglass hardtop was also available. The first few hundred production 3000s were actually still badged as 100/Six’s, as were the owner’s handbooks and workshop manuals.

Improvements were made in the engine with an increased compression ratio to 9.03:1 and twin 1-3/4” HD6

carburettors, together with the 12 port head and gross power output of 130 bhp @ 4750 RPM. The new car weighed in at 2,464 lbs. A 10” single plate Borg & Beck clutch replaced the old 9” clutch, and Girling 11-1/4” disc brakes were

fitted at the front.The 3000 model was made into a

comfortable long distance cruising car with the fitting of the 3.9:1 ratio rear axle and overdrive. BCD

AUSTIN HEALEY CLUB OF SOUTHERN ONTARIO (AHCSO)The AHCSO was started on August 7th, 1976, with some of the founding members still taking an important role in the Club. We are very active and have a varied program of events throughout the year, both social and technical.

The Club meets on the 2nd Wednesday of each month at Ned Devines Irish Pub, 575 Ontario Street South in Milton. Membership is $60.00 per year, which includes 11 issues of the Healey Marque, a Calendar, Membership Directory and 6 issues of The Resonator. We presently have a membership of 180, representing most models.

Contact: Bob Gergely Tel: 519-7402323 E-mail: bobgergely@hotmail.comWebsite: www.ahcso.com

AUSTIN HEALEY HISTORY

50TH ANNIVERSARY

by Wally HolMes, RicHaRd cHRysleR, scoTT MoRRis

Photos by bob slater

Photo by DaviD FiDler

2� September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 2�

by PeTeR neilson

Rolls-Royce cars have been made since 1904, and Bentleys since 1919. Although most of the cars you will see at British Car Day were made in the post-war period, there may be an occasional sighting of a pre-war car. They were made to last!

Rolls-Royce had its start in 1904 when Charles S. Rolls and Frederick Henry Royce met for lunch in Manchester, England and agreed to make and sell motorcars together. Royce was an experienced and perfectionist engineer of humble origins. Rolls was an aristocratic auto enthusiast, publicist and distributor who knew what the wealthy English purchaser wanted to buy. After a few earlier designs, in 1907 Royce produced the model now known as the Silver Ghost. It came to be known as “The Best Car in the World” and the company unashamedly marketed it as such. Anyone familiar with early automobiles knows that it really was markedly superior in smoothness, ease of operation and refinement of design.

The Silver Ghost remained in production until 1926 and established the Rolls-Royce reputation. It was superseded by the Phantom I and Phantom II. Both of these had large, in-line six engines. The subsequent Phantom III had a large V-12 and was the ultimate development of Rolls-Royce sophistication and complication.

Starting in 1923, Rolls-Royce also produced a series of “small horsepower” cars with a smaller six-cylinder engine. These cars (the 20,

20/25, 25/30 and Wraith) were more manageable for the owner-driver and developments of the small horsepower six were used until 1959.

Rolls-Royce also manufactured the Silver Ghost and Phantom I models in Springfield, Massachusetts in the USA. The Springfield Rolls-Royces were of equal quality to the English cars and some of the coachwork on them is stunning.

Production continued until the early 1930s, when the market for luxury automobiles in the United States withered away as a result of the Depression. English chassis continued to be imported in small numbers.

Bentley came into being in 1919 when Walter Owen Bentley turned to automobile production. He had been a distributor of French makes before World War I and had produced an aircraft engine design during the War. Afterward, he turned to designing an automobile. The Bentley car was distinctly sportier than the Rolls and achieved great success at the Le Mans 24 Hour race, in the 1920s. The models developed from the initial 3 litre, to the

4 ½, 6 and 8 litre models. Unfortunately, Bentley

was never very profitable and the company

was put up for sale in 1931 when its principal backer withdrew. The purchaser was Rolls-Royce. One explanation was that they were afraid of competition from the superlative Bentley 8 Litre. W.O. Bentley remained with the company until his employment contract ran out and he went over to Lagonda. Without any real contribution from Bentley, Rolls-Royce introduced its 3½ litre (and subsequently 4¼ litre) Bentleys, which it called the “Silent Sports Car”. Although very attractive and pleasant to drive, these “Derby” Bentleys certainly do not have the uncompromising vintage sporting character of the “Cricklewood”

Bentley (In the early James

Bond books, Bond drives a Bentley).

It is interesting to note that before World War II, neither Rolls-Royce nor Bentley produced bodies for their cars. They made the chassis and an independent coachbuilder would be commissioned to make the body. The result was a great variety of body styles, in which few were exactly alike.

After World War II, the company faced a great challenge in determining how to enter the post-war market. Economic conditions in the U.K. and Europe were difficult and the future of the high-end automobile market was extremely uncertain. The company’s first entry into the market was the

Mark VI Bentley, the first Rolls-Royce product with a standardized factory body. This model was followed by the Rolls-Royce Silver Wraith, for which coachbuilt bodies were still required

and the Silver Dawn Rolls-Royce and R Type Bentley. These all shared similar mechanics, including the

straight six-cylinder engine in 4¼ litre and later 4½ litre form. There should be some of these cars at British Car Day and it is interesting to look at them and see how they bridge the gap between pre-war and post-war design.

In 1955 the company introduced the Silver Cloud Rolls-Royce/S Type Bentley. For many these represent the classic Rolls-Royce appearance. They also represented the “merger” of the Rolls-Royce and Bentley; with the exception of a few Bentley Continental variants, the Rolls-Royce and Bentley were identical except for radiator shell and badges. The Silver Cloud/S used the ultimate development of

the Rolls-Royce six, while the Silver Cloud II/S2 introduced the new V8 in 1959. Rolls-Royce engineering can be remarkably conservative, a substantially developed version of the V8 is still used in the current Bentley Arnage. The servo-assisted four-wheel brake system introduced in 1926 was used until the end of the Silver Cloud III/S3 series in 1965. At the same time as the Cloud series, an extremely low-production limousine was available on the Phantom V and VI Rolls-Royce chassis, the last gasp of the independent coachbuilder.

A radical change came in 1965 with the introduction of the Rolls-Royce Silver Shadow/T Series Bentley. This car represented a radical step forward, both in body design and engineering. With monocoque construction and a complicated hydraulic braking and suspension levelling system, it was a sophisticated and modern design. It was also the best-selling model ever and with its Silver Wraith (long wheelbase)

ROLLS-ROYCE & BENTLEY1912 .Rolls .Royce .Silver .Ghost

1970 .Rolls-Royce .Silver .Shadow .and .1947 .Bentley .Mark .VI .Park .Ward .drophead

British Car Day Programme • September 20 2009 31

and other variants, remained in production until 1980. For many, this is the other “classic” Rolls-Royce design. It has aged well and it is surprising to realize that some of these cars are now more than 40 years old.

In 1980 the Silver Spirit/Silver Spur (long wheelbase) series was introduced. The body was more slab-sided and less curvaceous. The mechanics were a development of the Shadow’s and many changes were made during production, until 1998. The Bentley counterparts carried names like Mulsanne, Eight, Turbo R and Brooklands. Interestingly, from the mid 1980s onwards, Bentley began to take on new life as a different marque. With the introduction of the Mulsanne Turbo and later the Turbo R, Bentley started to recapture its more sporting spirit. By the end of this series, Bentley sales were significantly exceeding those of Rolls-Royce.

In 1998 Rolls-Royce introduce the new Silver Seraph (they were running out of ghostly or angelic names) and Arnage Bentley models. Although attractive in design, they disappointed some purists by having BMW engines. This demonstrated the problem of being a small company in a very sophisticated market. Rolls-Royce lacked the resources to develop both the drive train and the chassis/body, so they chose to buy the engine and related technology.

Shortly after the split of the two marques occurred, which now defines them. The company’s parent put it up for sale in order to maximize shareholder value, and the result was that the company and Bentley trademark were sold to Volkswagen. Unfortunately for Volkswagen, the Rolls-Royce trademark was only used under licence and belonged to the aircraft engine manufacturer Rolls-

Royce PLC (the reason for which is a whole other story), which chose to sell the trademark to BMW. During a five-year “truce” in which production continued as before, sort of, BMW developed a new Rolls-Royce, the Phantom, and built a new factory in which to produce it. This model, introduced in 2003, represents a bold and unapologetic reinterpretation of the Rolls-Royce brand, and includes both retro styling cues and forward-looking design. It is also a very large car, so a new “smaller” Rolls-Royce is due for introduction shortly.

Since its acquisition by VW, Bentley has continued with the Arnage while introducing the Continental GT and its Flying Spur and drophead variations. These have taken it into a different

(cheaper and younger) market

and much higher sales than Rolls or Bentley had

achieved before. At the same time, a replacement for the high-end Arnage is imminent.

Although the split of the marques was traumatic for traditionalists, representatives of both companies acknowledge that it is a good thing for both of them. Both are now supported by organizations with large engineering resources, which they needed. Both have been able to move toward a better interpretation of their own marque, without being constrained by having to use the same basic design. Both have healthy sales in excess of what they were achieving before the split. In a difficult market, their future success and the continuation of their traditions seem secure. BCD

Rolls-Royce Owners’ ClubThe Upper Canada Region of the Rolls-Royce Owners’ Club is the local region of the Rolls-Royce Owners’ Club, the North American based club for anyone interested in Rolls-Royce and Bentley automobiles. Our contact details for membership and other information is as follows:

Membership Secretaries: Bill and Renate Booth Telephone – (519) 578 8682 Email – renateconsideritsold@hotmail.comChairman: Peter G. Neilson Telephone – (416) 214 5431 Email – peter.neilson@shibleyrighton.com Web Site: www.rroc.orgThe Rolls-Royce Enthusiasts’ Club is a U.K. based club with an Upper

Canada section. The contact information is the same as above.Web site: www.rrec.co.uk

Celebrating 50 years of the 3000

marque1959-2009

Choose Autofarm for all your 3000 and other Austin Healey needs.

Offering top quality Healey parts imported directly from the UK.

Autofarm Ltd6521 Line 66, RR#1Monkton, Ontario

N0K 1P0519-356-2427

1959 .Rolls-Royce .Silver .Cloud .I

32 September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 33

MG was a British company that produced sports cars since 1924. M.G. originally stood for “Morris Garages”, a dealer of Morris cars, which began producing its own customized versions. Almost all “pure” MGs are two-seat open sports cars, but the brand has also been used to designate sportier versions of other models belonging to the same parent company.

There is some debate over when MG started. The company itself believes it is 1924, although the first cars bore both Morris and MG badges. Some disputing this believe that MG began trading in 1925.

From 1929 until 1980 the MG factory

was in Abingdon, Oxfordshire. As part of Morris,

(itself part of the Nuffield Organisation), MG was

absorbed into the British Motor Corporation in

1952 and then British Leyland in 1968. The factory was shut down as part of the ruthless program of cutbacks necessary to turn BL around, after the turbulent times of the 1970s.

There were various pre-war models built, not all of them sports cars. MG established a name for itself in the early days of the sport of international auto racing. Beginning before and continuing

after World War II, MG produced a line of cars known as the T-Series Midgets, which post-war, were exported worldwide, achieving better than expected success. These included the TC, TD and TF, all of which were based on the pre-war TB, with various degrees of updating. MG departed from its earlier line of Y-Type saloons and pre-war designs and released the MGA in 1955. The MGB was released in 1962 to satisfy demand for a more modern and comfortable sports car. In 1965 the fixed head coup (FHC) followed as the MGB GT. With continual updates, mostly to comply with increasingly stringent

You’ve probably seen the T-Shirt with the old saw “I’d rather be pushing an MG than driving a Triumph” and of course many of you reading this already own the corollary version of the same shirt! Good-natured ribbing, the special smell of these Little British Cars and the frequent smiles, nods, thumbs up and comments like “my uncle used to own one of those”, or “hey, I had one in college, what year is that one?” are familiar experiences when driving around in an MG.

The history of MG is well documented above, by our friends from OMGC. So what can MGCCT bring to this tribute that is Octagonal, the traditional shape of our marque?

OwnershipIt is said that an MG motorcar actually chooses its owner, not the other way around, sounds silly to personify a

machine like that doesn’t it? But you know these cars have feelings and if you treat your MG properly it will reward you with many miles of happy motoring. If you verbally abuse, curse, ride the clutch, grind the gears, let it get dirty, never change the oil, drive through the muck and generally mistreat your MG, you’ll pay for the transgression.

CamaraderieOnce you start to care about your MG, something happens…you actually start to care about other people’s cars as well. We flock together at car shows, ogling at either the ‘originality’ maintained in the concourse MGs or, depending on your penchant, either praising or cursing the modernization of examples. We listen to suggestions from others, we learn, we admire, we kid, but we do not touch. Nevertheless, we care. MGCCT and the Toronto Triumph Club

share their LBC enthusiasm and good-natured rivalry each year by alternately hosting a joint weekend get-away in May called “Spring Fling”.

TraditionIn 1930 a club was started by a group of MG enthusiasts, which soon came to be sanctioned by the then new MG Car Company Ltd. The name of this club was simply and appropriately the MG Car Club Ltd. The underlying mandate was to bring together owners to share activities with other enthusiasts. 25 years later, Mike Hunt and Bill Moffat (still members of our club) saw the need for a car club to co-ordinate many of the motorsport events of the day. An application for ‘Centre’ status was submitted to the M.G. Car Club in England and on June 13, 1955 permission was received and thus was born ‘The M.G. Car Club of Toronto Ltd.’

Accolades Members of the MGCCT have participated in British Car day for a

Marque of Friendship

MG - A Peek At The History THE OTTAWA MG CLUBIn the summer of 1987, after the chance meeting of a couple of MG enthusiasts, Hugo Leech and Jim Nunn, out for a drive in the Dows Lake area of Ottawa, the seeds of the Ottawa MG Club OMGC were sown.

During the next year or so a couple more introductions occurred at a local British Car repair shop, where MGB driver Dennis Campbell became known to the “Dow’s Lake duo”.

Then in the summer of 1989, Andrew Moss was heading for the same British Car repair shop in his MGB and saw an MG Midget pulled over to the side with the hood up. The owner had just purchased the car and didn’t know too much about it. Andrew informed him of his plan to go to a parts store, where he could pick up a new fan belt and return to help install it. But before Andrew could get on his way, a red MGB stopped to see what was going on. It was Jim Nunn. And after a bit of a chat about MGBs and the like, Jim confirmed his plan to start an MG Club and would look forward to having both Andrew and the Midget owner onboard.

Over one hundred people are on the club membership list today. The Events Calendar is full of fun things to do, for both drivers and navigators. As a member you can take advantage of discounts at local businesses (parts, services, storage).

From April thru November we meet monthly, on the third Thursday, at Louis’ Steakhouse on the Cyrville Road near Innes Road. And there are all kinds of activities during the summer months: rallies, outings, BBQs, tech and fun sessions! During the winter we have a Christmas party and indoor tech sessions and videos, in January thru March. Website: www.omgc.info.

number of years and have enjoyed presenting some class winners. These include, Jon Rosenthal, Ian Borders, Rick Drummond, Tom Tonks and more recently Jim Webb’s car took the rubber bumper B class award in 2007, followed in 2008 by Peter Mittler’s in first and Stu MacFarlane’s in third. The M.G. Car Club of Toronto has twice been awarded the prestigious Nuffield Cup, first in 1992 and again in 2005.

Generational changeOver the past 54 years, our club has evolved from being primarily involved in motorsports to a combination of rallying, touring and technical activities. The M.G. Car Club of Toronto is a

multi-model MG club. While most of our members drive MGBs, many own MGAs and MGCs and drive much older cars. Some are lucky enough to have T-types and a couple have pre-war MGs in their garage. We even have a 4 door 1957 MG ZB Magnette, owned by Jeremy and Keith Holdsworth.

Onward to the futureIn 1991 a brand new register was formed called the North American MGB Register – NAMGBR and in 1992 MGCCT hosted the first NAMGBR convention, in Peterborough, Ontario. Over 450 MGs attended from all over Canada and the USA. A select committee of 12 members spearheaded the coordination and that number swelled to 50 members when the convention started. The success of that show 19 years ago created many new and innovative features that are still in use at current conventions.

American emissions and safety standards, the MGB was produced until 1980. Between 1967 and 1969 a short-lived model called the MGC was released, which was based on the MGB body, but with a larger and heavier six-cylinder engine and somewhat worse handling.

MG also began producing the MG Midget in 1961. The Midget was a re-badged and slightly restyled second-generation Austin-Healey Sprite. As with the MGB, the Midget design was frequently modified until

production stopped in 1979.In the late ‘80s, Austin Rover Group

was renamed as the Rover Group and revived the two-seater with the MG RV8, then in 1995 introduced the all-new MGF (redesigned and relaunched as the TF, reviving an old MG name).

MG car production has been suspended since 7 April 2005, due to the receivership of the MG Rover group. BCD

Next StepsThe M.G. Car Club of Toronto has been selected by The North American MGB Register to host ‘MG 2010’, the 19th edition of NAMGBR’s annual convention, which will take place June 23-27, 2010 in Belleville, Ontario.

SuccessWe congratulate the Toronto Triumph Club for hosting their 26th British Car Day. The M.G. Car Club of Toronto is pleased to participate with our fellow enthusiasts.

So there you have eight Octagon snippets in honour of MG, the M.G. Car Club of Toronto and our combined enthusiasm for Little British Cars. Now let me see, where did I put that T-shirt?

Contact: Peter Mittler, MGccT Vice Chairman, MG 2010, (www.mg2010.com)

MGA .Roadster

by len FoRTin

MGB .GT

1949 .MGTC

by PeTeR MiTTleR

34 September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 3�

HEADWATERS BRITISH CAR CLUBThis may well be the newest club devoted to British car. By British Car Day 2009, we will be one year old.

We are named Headwaters since the Credit, Humber, Grand and Nottawasaga rivers all have their sources within a few miles of our club, which is centered in Orangeville. Families have joined us from as far away as Fergus, Kenilworth (near Mount Forest) and Newmarket. However, the majority of our members reside in Orangeville, Caledon, Shelburne, and Tottenham areas.

We accept all marques and thus are a British car club. As expected, at club events we see predominately MGs and Triumphs, with three Jaguars and so far one Austin Healey. A couple of members do have somewhat rarer cars, such as a Jensen Interceptor and a 1917 Wolseley.

Many of our members are involved in other larger clubs, whose events are sometimes far away and difficult to attend. We concentrate on short, local trips in the beautiful countryside formed by the Niagara escarpment, as it winds its way across central Ontario. So far this year we have had runs to Acton, Brampton, St.Jacobs, Creemore, Tottenham and by the time this is printed we will have had our first over-night run to Collingwood.

We currently have 27 paid member families, with another 30 receiving our news and trip information. Several of these have their cars under restoration.

Contacts: - Norm Redpath - president unclenorm45@gmail.com Tom Hodgson - vice president tchodgson@rogers.comWebsite: www.headwatersbritishcarclub.org

MORE MG ANNIVERSARIESFebruary 1959 marked the launch of the MG Magnette Mark III. This was the first MG to have a body designed by Pinin Farina of Turin. The car was to be an up-market version of the Austin A60 and the Morris Oxford. Unlike many small sports cars from MG, this was a big, boxy saloon. The twin carburetors did give it a top speed of 85 mph, although some drivers felt that the steering and suspension were inadequate for high-speed travel. For most, it was a well-appointed, very comfortable cruiser. The walnut dashboard was nicely centered with a partial octagon speedometer. Since it offered little to the typical MG enthusiast, few have been saved for collectors.

July 1959 saw the introduction of the MGA 1600. The new twin-cam version of the MGA introduced earlier was having some reliability issues. John Thornly, Abingdon’s managing director at the time said, “ We wanted to update the MGA 1500 as it was getting a bit stale after four years in production. We tried changing the front and rear, but neither worked well so we opted for what the customers wanted - a car with improved performance.” Thus, the bottom end of the twin-cam was converted back to a pushrod engine of 1588cc displacement. Braking was improved by the introduction of Lockheed front disc brakes. Power output at 5,500 rpm was now 78 hp almost 10% better than the earlier pushrod model.

by ToM HodGson Hbcc

1959 saw one of the great moments in MG history when Phil Hill drove EX181 to a speed of 254.18 mph on the Bonville salt flats. EX181 also known as “the roaring raindrop” had an engine

based on the MGA twin-cam, but with supercharging added. Power output was now close to 300 hp. Much attention was paid to achieving the smoothest streamlining possible. Some of the records set at the time, in the 1,500 and 2,000 cc classes, stood for many years. BCD

www.transportbooks.com

Transport BooksCars, bikes, boats and planes…

trucks, tractors, tanks and trains.

Our 35th year!

Canada's largest selection of motoring books &

motorsport videos. Import car books a specialty: historical, pictorial & technical.

Mon-Sat 10am-5pm - free parking – free mailing list

16 Elrose Avenue Toronto, Ontario M9M 2H6 Canada(416)744-7675 (800)665-2665 info@transportbooks.com

English .MGA .1600

MG .Magnette .MK .III

Phil .Hill’s .“Roaring .Raindrop”

36 September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 3�

Jaguar was started by the young Bill Lyons in Blackpool, in September 1922, as the Swallow Sidecar Company. From manufacturing sidecars, the company soon graduated to building bodies for the Austin Seven chassis.

Jaguar moved to Coventry in 1929 and started building a series of tourers

This is the newest addition to the Potter’s “stable”, a 1962 Jaguar Mk X (10) with a 3.8 litre inline 6-cylinder engine. The 3.8L version of this car was produced from October 1961 to September 1964. A total of 3,848 left hand drive cars were made, mostly for export to North America. Of these cars, only a very small number remain. This particular car was purchased new in New York City in 1962 by Perry Como, but spent most of its early life in Florida.

CAPTIVATING CATS

1962 Jaguar Mk 10

and saloons, under the SS marque. During the 50s and 60s Jaguar gained

a reputation for exciting vehicles. The sports cars included the XK-120 through XK-150, the racing C-Types and D-Types and culminated in the iconic E-Type (XKE). The luxury car market was served by the Mark V through Mark X, and the Mark II, S-Type and 420 small saloons, before

the release of the excellent XJ saloon in 1968, just one year before Sir William Lyons retired.

Jaguars are still being built in the Midlands today, despite having an Indian owner (Tata), with the thoroughly modern XF and XJ luxury cars leading us into the future. BCD

To the best of all research it remained in Florida until 1999 (3 owners) after which it moved to Colorado until 2002, then Milwaukee until 2005 and now in Ontario. It has undergone 4 years of restoration with nearly every nut and bolt either replaced or examined. The Mk X was the largest car ever built by Jaguar, having a wheel base of 10’, overall length of 16’ 10’’, width of 6’ 4’’ and weighs in at over 4000 lbs. It represented a completely new concept

for Jaguar and unlike the Mk IX, was built using full monocoque construction. It used a wider version of the new independent rear suspension, as fitted to the E-type and was also fitted with the same engine. In spite of its size, it had a top speed of 120 mph and could outperform many of the smaller sports cars in its day.

I bought this car from an ad on eBay and yes, it was mentioned that the car was Perry Como’s! I went to pickup

by alan bRand - oJoa

George .Cox, .Nelson .Burkhart, .John .Taglione .(OJOA .President), .Michael .Woodman, .Rob .Hutchison, .with .Charles .Ormston’s .XK120 .at .a .checkpoint .for .the .2009 .OJOA .Spring .Rally .

Gil .Melo’s .Concours .winning .1965 .E-Type .Coupe .- .99 .960 .points .at .the .2009 .OJOA .Concours .D’Elégance

The .first .model .to .carry .the .Jaguar .name, .this .1936 .sedan .was .driven .to .the .Kingston .Boot .‘n’ .Bonnet .show .by .its .80 .year .old .original .lady .owner .– .one .of .only .3 .imported .to .Canada .– .photo by Colin Traquair.

Jaguar .Concept .Car

Under .the .bonnet .of .a .1970 .E-Type .coupe .– .photo by David Fidler

Hugh .Dow’s .D-Type .Replica, .at .the .2009 .OJOA .Concours .D’Elégance

Mk .II .3 .8L .at .Kingston .Boot .‘n’ .Bonnet .Show .– .photo by Andrew Grace

by dR. Rick PoTTeR

British Car Day Programme • September 20 2009 3�

Ontario Jaguar Owners’ Association (OJOA) The OJOA was formed in December 1959 as an automobile club whose purpose was to stimulate and encourage interest in the preservation, ownership and operation of Jaguar automobiles. Over the years the OJOA has grown to provide a means for exchange of information, technical and otherwise, to encourage interest in automobile sport and competitive events in Ontario, to provide social occasions for its members, and to foster interest in the Jaguar and Daimler automobiles. The OJOA is an affiliate club of the Jaguar Clubs of North America (JCNA). Today the club lists over 260 Jaguar enthusiasts on its membership roster.

The club’s activities include: • Regular monthly meetings• Annual JCNA sanctioned Concours D’Elégance• Annual JCNA sanctioned Slalom• Runs to points of interest around Ontario with luncheon at destination• Attendance and picnics at various events• Fun type road rallies• Bi-monthly OJOA and JCNA magazinesContact: Alan Brand 519-372-1364 mail@alanbrand.comWebsite: www.OJOA.org

the car in Milwaukee 4 years ago. When I drove into my driveway with it, the first comment was “what have you done and why did you buy that!” It looked very sad at that time and I have spent the past 4 years restoring the car. I did all the work myself, with the exception of some minor body work and the paint. The body of the car was in remarkably good shape. The engine was a different story. When I removed the gas line to the carbs, rust fell out! I completely restored the engine and removed the rear suspension to restore the brakes etc. All of the mechanicals and electrical were done by myself at home. At this point our club’s 2009 “Classic” has been its only public viewing and it proved to be a successful one at that, placing first in the Jaguar marque.

Rick and Betty Potter have been members of the British Sports Car Club of London for a number of years and are also the owners of a 1952 MGTD. See page 21 for BSCC of London details.

JOHN SIMOESManaging Director

www.gentrylane.com

gentrylane@on.aibn.com

770 Dupont Street, Toronto, Ontario - M6G 1Z6

Tel: 416-535-9900

Fax: 416-535-8152

Cell: 647-221-8381

British Car Day Programme • September 20 2009 41

2009 has many milestones for British cars and one significant series was the Pinin Farina designed models, produced by the British Motor Corporation. Not so well known today in North America, they were significant in Great Britain and around the world, in their time.

This year marks the 50th anniversary of the Farina range, other than the Austin A40, which was launched in 1958. The two major ranges were launched in 1959 for Austin and Wolseley and the remainder, MG, Riley and Morris, had a single model range.

For Austin, the smallest was the A40 two-door sedan with a ‘Countryman’ version (station wagon), which had a tailgate and fold down rear seat.

had twin SUs, to add a little spice to the performance. All had the BMC four-speed transmission, which by now had reverted to a floor change, from previous column gear

change. An option for these cars was the ‘Manumatic’ transmission, where a vacuum servo assisted the clutch to give a gearshift without the use of the clutch pedal, once on the move. Activation was made as soon as you gripped the gearshift knob; this

had the effect of disengaging the clutch to permit changing gears.

The second range of cars for Austin and Wolseley were the Westminster and 6/99 respectively. These were upscale and larger cars with the very nice Austin ‘C’ Series 6-cylinder engine. Transmissions were either four-speed manual or automatic. These big saloons were popular with police forces, because of their speed and roominess. They were better appointed than the mid range models and of the two, the Wolseley was the most luxurious. Although the Cambridge and Oxford saloons had an estate (station wagon) version, the larger range never did, other than a few which were custom built, mostly for the British Royal Family. There is a club in the UK devoted to the Farina models - the Cambridge Oxford Owners club. BCD

BMC Farina modelsby Tony Fox – bRiTisH saloon caR club

. Brian .Burrell’s . . Austin .A40

Chris .Roger’s .Wolseley

The bread and butter lines were the Cambridge for Austin, Oxford for Morris, Magnette for MG, Riley had the 4/68 and Wolseley the 15/60. All in this range were based on the same platform, a common policy with car companies today, but a new concept at that time. In fact, BMC were criticized for ‘badge engineering’, but today this is the norm.

All shared the Austin ‘B’ Series engine, in different states of tune. Austin, Morris and Wolseley had a single SU carburetor, MG and Riley Mike .Mohabir’s .Riley

42 September 20 2009 • British Car Day Programme British Car Day Programme • September 20 2009 43

Austin HealeyProduction of Donald Healey’s sports car with an Austin engine began in 1952 and lasted until 1972 when the 20-year agreement between Healey and Austin came to an end.

The Austin-Healey 100 was built between 1953 and 1959, moving from a four to a six-cylinder engine on the way. Subsequently, the 3000 was built from 1959 to 1967. The smaller Sprite ran from the ‘Bugeye’ of 1958-1960, to the ‘Spridget’ of 1961-1971.

Healeys are very popular competition cars, with a strong racing background.

British FordAfter opening an assembly plant in Manchester in 1910, Ford began building cars in Dagenham, Essex in 1931. The early American influenced cars gave way to decidedly British models: the 1960 Anglia 105-E (of Harry Potter fame), the 1961 Consul Classic, the 1962 Ford Cortina, and the 1968 Ford Escort. In many cases the everyday models were available in more sporting versions, benefiting from the ‘bullet-proof’ Kent engines. Ford had great rally

and race success, often with the Lotus Cortina variant.

Today, Ford continues to make a range of exciting small modern cars that we don’t see in North America, including the Ka, and the Fiesta.

LotusColin Chapman started Lotus in 1952, after building his first Austin 7 based car in 1948.

Well known for being lightweight and having excellent handling, perhaps the most famous model is the Lotus 7, first built in 1957 and still being built today by various specialist companies. Who doesn’t remember the thrill of watching the opening credits of ‘The Prisoner’

with former ‘Danger Man’ Patrick McGoohan driving his Lotus Seven, KAR 120C?

Georgian Bay British Car ClubThe GBBCC is dedicated to “The Preservation and Enjoyment of British Cars”. Established on February 13, 2006, the Club is open to owners of any British car and to others who share our common interest in them, even if they do not presently own one.

There are many car clubs in Ontario, but they are not conveniently located for people living in the Georgian Bay area. Our intent is to complement existing clubs and to encourage participation in each other’s events where possible. Our membership ranges from Southampton to Barrie to Orangeville.

We strongly encourage the participation of our spouses and children, so that Club events are fun for everyone.

We hold monthly meetings at Kelsey’s in Collingwood, with guest speakers on various topics. We enjoy two cruise nights per month in season, and get together for road trips, auto shows, social gatherings and to work on projects, etc.

Website: www.gbbcc.com

Other famous models include the Elan, the Europa, Esprit and the Elite.

Lotus ran a Formula 1 team from 1958 to 1994, featuring such driving greats as Sir Stirling Moss, Jim Clark, Jochen Rindt, and Emerson Fittipaldi. They recorded 79 race wins in this period and seven Constructor’s Championships.

Modern day Lotus is owned by a Malaysian company, Proton. The current models include the Elise and the Exige. Lotus are currently working on development of electric vehicles.

TVR TVR is a British sports car; which was hand built in Blackpool, England (also the original home of Jaguar Cars, see page 36 - Ed). The TVR company was

started in 1947 by TreVoR Wilkinson – hence the name. The company has gone through quite a few owners and bankruptcies since that time.

At one time, TVR was England’s largest (English owned) producer of sports cars, making exotic cars that were great value for money (being much faster and less expensive than Porsches, for example).

Then, in the early 21st century, the company was sold by owner Peter Wheeler to a young Russian business man, who eventually closed the plant and sold the remains of the company to a couple of American entrepreneurs. They have promised to restart production; however, we have seen little action as of early 2009. BCD

Bill Rogers, Vice PresidentGeorgian Bay British Car Club

Maurice Bramhall & AssociatesValuations and Appraisals of Fine Automobiles

416-822-0096

1-866-532-3630

email mauriceb@look.cawww.a-professional-appraisal.ca

23 Markwood LaneThornhill, Ontario L4J 7A6Phone: 416-580-7327Web: www.wheelwax.caEmail: info@wheelwax.ca

SY LANGER

ULTIMATETRANSPORTATIONPRODUCTS

DIY Power Bleeder forBrakes/Clutches

Manufacturer ApprovedConvertible Care

Langka - ProfessionalPaint Chip Repair

Car Care

50 Blacktoft Dr. Scarborough,Ontario, M1B 2M6647-393-4856tlcappraisal@sympatico.ca

www.BritishWiring.com

British Wiring Inc. BW

Toll Free: 866-461-9050Fax: 610-845-3518email: BritishWiring@Ameritech.net

P.O. Box 185617 Walnut St.

Bally, PA 19503

Suppliers of Wiring Harnesses, Wire, Terminals & Sundriesfor British Classic Cars and Motorcycles

2007 .Lotus .Elise .- .Michael .Woodman

. . . . . . . . . .1960 .Austin .Healey .BT7 .- .Dick .Clark

1972 .Ford .Escort .Mk .1 .- .Tim .Knight

by alan bRand

Black .- .1994 .TVR .Griffith .– .Rover .4280cc .V8Blue .- .1990 .TVR .S2 .– .Ford .2900cc .V6Yellow .- .1974 .TVR .2500M .– .Triumph .2500cc .straight .6 .

British Car Day Programme • September 20 2009 4�

TORONTO (416)410-9465HAMILTON (905)575-0490OAKVILLE (905)847-0838

2412 SOUTH SERVICE ROAD WEST, OAKVILLE, ON L6L 5M9

web:www.peninsulaimports.comemail:mail@peninsulaimports.com

PENINSULA IMPORT AUTO PARTS

F R E E B R I T I S H P A R T S F LY E R S

a l s o a v a i l a b l e f o r d o w n l o a d a t w w w . p e n i n s u l a i m p o r t s . c o m

PARTS AND SERVICE FOR ALL BRITISH AND EUROPEAN CARS

PROFESSIONAL CAR CARE SERVICE FROM CLASSICS TO ULTRA MODERN AUTO PARTS AND PERFORMANCE ACCESSORIES

NEW AND PRE-OWNED VEHICLES

KNOWLEDGEABLE PARTS AND SERVICE DEPARTMENT

South Service Rd. West

Bronte Rd.

QEW

North Service Rd. West

Wye

crof

t Rd.

PeninsulaImports

AutoParts

Bluewater British Car ClubThe following are the rarer cars that are owned by members of our club:

1967 Lotus Elan Series 3 Coupe. Lotus produced the Elan from January 1963 through to 1973 and made just under 10,000 of them. They were produced in both roadster and coupe form. The Elan has a fiberglass body, supported by a central wishbone chassis. The front suspension is McPherson struts. The rear is also an

independent suspension design called Chapman suspension, after Colin Chapman the owner of Lotus and designer of the Elan. The engine is a 1558 cc 4-cylinder with a double overhead cam cross-flow head. Fuel is fed through twin Weber 40DCOE18 carburetors. The same gentleman has owned the car shown, for over 30 years.

1964 Ford Anglia. The 105E model Anglia was introduced in 1959. Its American-influenced styling included a sweeping nose line, and a full-width slanted grille in between prominent ‘eye’ headlamps. The new styling was matched by a new 997cc overhead-valve straight 4 engine. You often

see this car with the family of three, happily cruising and enjoying club events. The same type was used in the Harry Potter movies as a ‘flying’ car!

1977 Lotus Esprit S1. A 1977 Lotus Esprit S1 was purchased by one of our members in 2004 on eBay and has spent the last

several years being restored. It is a Federal model, but is being restored with many of the British features in

mind, such as the bumpers and the side view mirrors

(actual car not shown, archive photo - Ed)

1983 Delorean DMC-12. This Delorean was built in late 1982

(September) after the receivers took over the Delorean plant in Northern Ireland. It is one of 100 cars built for export to Canada. The odometer and speedometer are both in kilometers. The vehicle had 5,000 original kilometers (3000 miles) on it when purchased in July of 2005. (actual car not shown, archive photo - Ed) BCD

by MaRk Jones

Club notesThe Bluewater British Car Club is based in Sarnia and is run solely by volunteers, to promote interest in and help foster the preservation of vintage British motor cars. Membership is open to anyone with an interest in British motor cars.

The Club was formed in January 1995, to fill the need for a multi-marque club in south-western Ontario and Michigan. Our members’ cars include MG (T to B), Healey, Triumph, Lotus, and Jaguar, to name just a few.

Our monthly meeting is on the second Wednesday at “Stokes by the Bay” restaurant (485 Harbour Rd., Sarnia) at 7:30 pm. Guests to our meetings are always welcome. The Club also publishes a monthly newsletter called The Spanner and hosts events throughout the year. These vary from driving events, tech sessions and tours, to dinners and plays.Club contact information is available on our website: www.bluewaterbritishcarclub.ca.

BRITISHCAR DAY

www.torontotriumph.com/bcdBCD 2010, Bronte Creek Provincial Park.

We hope you enjoyed British Car Day 2009!On behalf of the Toronto Triumph Club, our sponsors, advertisers and vendors,

thank you for your patronage and support!

See you in 2010Sunday, September 1�th

Quality Parts & AccessoriesQuality Parts & AccessoriesFully illustrated catalogs with the parts you need. Specify your make and model to get a FREE catalog.

Fast Service, Simple Ordering and Convenient, Quick Delivery.

Fully IllustratedFREE Catalogs

Fully IllustratedFREE Catalogs

Shop Online ... Fast, Simple & Safe

www.VictoriaBritish.com24HoursA Day

7Days

A Week

FREE CATALOGSWorld’s Most Complete British Car Parts CatalogsWorld’s Most Complete British Car Parts Catalogs

FREE CATALOGS

1-800-255-0088

MGAMGB, MGCMidget

100-4, 100-6, 3000Sprite

TR2, TR3, TR4, TR4ATR250, TR6TR7, TR8GT6, Spitfire

Alpine Tiger

www.VictoriaBritish.com“Keep’em On The Road™”

Orders - Catalog Request -Status