Archived News Articles


Log Books    Return to TOP

Fri 10 November 2017
From the Historic Plates Registrar

In a recent announcement the RMS has stated that the Log Book Trial scheme is to be extended for another two years. A survey conducted by the RMS showed 100 % approval of the scheme by participating clubs, but the RMS is nowhere near ready to make it permanent. Approval has to be sought from other departments plus no decision has been made to the size and style the actual log book will take. So at this stage we continue on as we have for the last two years.

One decision they have made is that a Maintenance Run is considered private use and therefore you must fill out the log book when doing one.

Also, to help our Club comply with Historic Vehicle Conditional Registration requirements, there is a new form to fill out when registering your vehicle with this club as the primary club for the first time. This form is a declaration as to the vehicles compliance with Historic Registration requirements and is available from the Club Vehicle Inspectors or the Club Registrar.

John Snape Historic Plates Registrar


My Story - Roads Less Travelled - By Elwyn Jordan    Return to TOP

Fri 07 July 2017
Story and Photos by Elwyn Jordan

I’ve always enjoyed exploring back-roads that I haven’t been on before. This penchant to take “the road-less-travelled,” and not be deterred by what might be considered challenging road-conditions, probably comes from where I used to live.

I grew up at Wongawilli, west of Dapto in the foothills of the mountain, with our house one of the furthest up the hill. The roads near our house were all dirt, really not much more than tracks maintained by the residents. When it rained they would get very muddy and cars would frequently get bogged. Leaving home was okay, because it was all downhill, but coming back was more difficult because it meant driving uphill through the mud. Speed helped give the car momentum to get through the muddier sections, and being young and enthusiastic, I developed the ability to drive rally-style up these roads to our home. The trickiest bit was the last section up to our house: a straight, steep track with a left kink at the bottom. Just up from that left kink at the bottom a drainage ditch ran under the road. Getting up this steep track required speed, but negotiating the left kink at speed would cause the car to slide: so if I’d aimed at the road the car would’ve slid
off into the ditch. My technique was to steer towards a spot off to the left, keep the foot down as it went sideways, and cross the ditch in a controlled slide. Then straighten up and hope it got to the top. Mostly it did. My rally-flick at the bottom always worked, but I did occasionally consider what would happen if I
missed: dropping a wheel into the ditch would’ve ripped the suspension off, or caused the car to roll. But I was young and confident: as most car-loving blokes are in their teens and early twenties.

So the point is, if I had to do that just to get home, then driving down some dirt back-road was no threat; it was actually enjoyable. And back then, (in the late 1960s and early 1970s) there were still a lot of dirt roads around, so it wasn’t unusual to encounter some dirt once you left the major roads. Now, don’t get me wrong, I didn’t go out looking for challenging dirt back-roads to drive, but if a road I hadn’t been on before presented itself, I wasn’t averse to exploring it. These early exploits were mostly in Morris Majors, but I’ll move on to cars that relate to our club; the first being a 1968 Triumph 2000.

I remember enjoying some dirt roads around Young, where my grandparents lived. There were quite a few dirt roads around that area to enjoy. I remember once driving back to Cowra from Wyangalla Dam, using the shorter route – which was dirt in those days – rather than the longer more commonly-used tarred road. The road had been recently graded and the surface was very smooth but also very loose. It was good fun sliding it sideways through the corners, powering through on opposite-lock. Well, it was fun for a while anyway; until the fear of pranging it overcame my enthusiasm, and I slowed down. Or was it the constant, “Elwyn! Stop it!!” coming from the passenger seat that discouraged me?

In later years, the Triumph I still own saw action on some “roads-less-travelled”. The road from Canyonleigh out to Tugalong wasn’t too challenging, in fact it was reasonably smooth at the start, although could get rough and corrugated further in. But it did provide a good photo-opportunity for the Triumph travelling at speed on a dirt road. This was in the late 1970s.

Jan took the photo. I dropped her off with the camera, drove up the road, turned around and came speeding back past her. See how the dust is all billowing up behind? Well, when the car passed her ... let’s just say she wasn’t happy when she got back in the car!

On one occasion I continued on Canyonleigh Rd, heading south towards Goulburn then turning off onto a littleused dirt track that ended up at a small bridge. On the other side of the bridge was a grassy paddock, beyond which I could see a tarred road. The bridge looked pretty dodgy, but I didn’t fancy going all the way back, so I decided to go across.

The bridge was a rough timber construction, not much wider than the car, with planks running the length of it for wheel-tracks. Jan got out: she claimed it was to act as a guide, but really it was not wanting to be in the car when the bridge collapsed and it fell into the creek! But we made it.

On the other side there were just two wheel tracks through the grass; and when we emerged through that and onto the bitumen road there was a sign facing back from where we’d come saying, “No Through Road”. Not surprisingly!

A couple of years ago I followed approximately the same route – possibly even the same road – and although still dirt, and a bit rough in places, it was all proper road with a proper bridge that led out onto the highway somewhere north of Marulan.

The Triumph is not an ideal car to tackle rough tracks, as it’s fairly low with a reasonably long wheelbase; but I did tackle two other challenging roads in it. One was Mt Scanzi Rd, out of Kangaroo Valley. Continuing straight ahead leads to Tallowa Dam, but turning left (which, for a while at least, is still Mt. Scanzi Rd) led onto a back road through the bush that was rough and narrow and included a couple of creek-crossings. Eventually we came out, thankfully unscathed, on Illaroo Rd at Nowra.

Katoomba provided another challenging road. I’m not sure exactly where this was, but we headed out along a dirt road from Katoomba, across a narrow ridge and ended up at the foot of a very steep hill that was marked “4WD Only.” The surface looked reasonable, so I took the Jeremy Clarkson approach of, “How hard can it be?” and
headed up. The main challenge at that stage was the steepness of the road. A small 4-cylinder wouldn’t have made it, but a twin-carb 6-cylinder with good low-end
torque was good enough to pull the car up, although it was working hard to do it! After the hill the road flattened out but became increasingly rough, with big ruts and washaways. Okay, that was proper 4WD country, so time to turn around and go back. The big hill presented a different challenge going down: extremely steep (look
closely at the photo and you can see how steeply the road drops away), had a loose surface, and only a low rusty Armco guard-rail between the road and a huge
drop. All those years of driving up and down muddy roads to where I lived had taught me the number one rule in situations like this – don’t touch the brakes! (Or if
you do, make it very, very gentle). Lock a wheel here and gravity would take its course and you’re just a passenger as it potentially plummets over the side. We made it down safely: to the disapproving looks of people gathered at the bottom, who obviously thought I was an idiot for taking a normal road car along that 4WD track!

I didn’t get quite that adventurous again, but often took dirt back roads instead of main highways, and drove along dirt roads in the country to see where they’d lead. I remember once going from Orange to Dubbo, and instead of taking the highway, I swung the Triumph off onto a dirt road. Probably, looking at the map now, Burrendong Way. It wasn’t too bad, but got a bit rough in places. And of course the Triumph ended up covered in dust again.

Now, I must stress that this wasn’t something I went looking to do every weekend: and especially in my near-new Triumph, I didn’t go exploring dirt back-roads very often. But every now and then, when an interesting road presented itself, I’d get the wheels onto the dirt again. Perhaps surprisingly, it gained very few stone-chips.

Of course all that was many years ago now. I still have a liking for dirt roads and “taking the road less travelled”, but am less adventurous these days, and more concerned about stone-chips and other damage, so I mostly stick to the tar.

Although I still go along the occasional dirt road. The photo here was taken recently when I took our Toyota Camry along the Belmore Falls road, south-west of Robertson. That used to be very rough, and the previous time I drove it there were big ruts and washaways, but I’d heard it was better, so I went for a drive. It was
a reasonable dirt road, still with the water-crossing at the Falls. So the enjoyment of “the road less-travelled” is still there.

  • Jan took the photo, I dropped her off with the camera.
    Jan took the photo, I dropped her off with the camera.
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    Jordan 3.jpg
  • Katoomba provided another challenging road.
    Katoomba provided another challenging road.
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    Jordan 5.jpg

From The Committee    Return to TOP

Tue 14 March 2017
Alan McMillan - For the Committee

With the realisation that the fees for 2017-18 need to be set at the Young Get Together on 1st April 2017, the committee has been working on a recommendation to take to the members at this meeting.

We see three issues that need to be addressed:
• The inevitability of offering an electronic magazine at some point.
• The realisation that many members prefer a printed magazine.
• The rising costs of a printed magazine, particularly postage.

We have therefore decided to take the following recommendation to the members at Young:
• The fees to be left at $60.00 for all members.
• All members to receive a black and white magazine with a full colour cover now folded and
posted in a DL envelope for $1.00 (currently $2.00 in a C4 envelope).
• All members to now have access to a secure online magazine to view and/or download in full

This proposal would allow members to actually experience both an online and printed magazine for a year.

We undertake to fully inform members about the access to the online magazine and to give them an ample forum to express their thoughts on the matter.

Then in 2018-19 members, now fully familiar with both magazine formats, could decide on a new fee structure, perhaps two different prices based on the magazine choice each member makes.


Gosford Classic Car Museum    Return to TOP

Mon 13 March 2017
Robert Bensley

This new privately owned car museum opened in mid-2016 located in the old Bunnings Warehouse site at West Gosford. It houses around 450 vehicles undercover plus a surprisingly large ‘for sale’ section of cars said to be surplus to museum requirements.

I understand the museum was established by former car dealer Tony Denny and it is claimed to be the largest car museum in the southern hemisphere. As its name implies, the exhibits are mostly from the classic era with a few vintage. There are also some motorcycles, trucks, military vehicles and one fire engine.

Ferrari lovers will be in heaven as there are claimed to be 35 on display. I didn’t count them but I don’t doubt the figure. The more affordable marques are also well covered and there is even a special section for cars made in the former Iron Curtain countries.

There are no Standards on display but Triumph sports cars are well represented with a 2000 Roadster, Stag and TRs 2, 3A, 4, 6 and 8.

With the exception of a few listed as in 'as found' condition, the exhibits are in excellent condition in original colours and condition as I remember them from new. Below are a few more unusual ones which caught my eye:

• Wolseley 24/80 originally purchased new by Dame Patty Menzies
• Air cooled V8 rear engined Tatra
• Falcon GTHO Phase 3 in original ‘barn find’ condition with purchase papers showing it was bought by an RAAF serviceman in WA for $5900. (Why didn’t I buy one back then!)
• Pink Cadillac convertible large enough to have its own postcode
• E-type Jaguar last owned by a 90 year old man and once owned by Bob Jane

The for sale section had enough cars to start your own museum if you feel a need to lighten your wallet. They also look in very good condition and among them was one Triumph, a white GT6 Mk2 for $24,000 plus on road costs. If a P76 is more to your liking, a blue Targa Florio limited edition model can be had for a cool $35,000.

The museum is located at 13 Stockyard Place West Gosford (just off Mann St) and at the time of writing is open Wednesdays to Sundays 9am to 5pm. Entry is $20 with a discount for pension card holders. There is no discount for Seniors Card holders.

It is well worth a visit.

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    Museum2 c.jpg
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    Museum1 c.jpg
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    Museum3 gt6 c.jpg
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News About Modified Vehicle Scheme And 60 Day Log Book Scheme    Return to TOP

Wed 11 January 2017
From the Historic Plates Registrar

As of Monday 19th December the new Classic Vehicle Scheme, for the club registration of modified vehicles, comes into operation. For Clubs to use the new scheme they must be a member of one of the seven associations affiliated with the ACMC. As our club is not a member of any of these associations we will not be able to make use of this new scheme. No doubt this will be discussed at a future committee meeting.

The existing Historic Conditional Scheme, which we are now using, will not change in any way. With this scheme vehicles must be as close to original condition as possible, with no alterations except for safety features such as seat belts and turn indicators or period accessories and options. It is expected that when the present Log Book Trial period finishes next October the scheme will become permanent.

As of Monday 19th December the fine for not using the Log Book correctly will be $400 and the loss of 4 points.

If you are using your club registered vehicle for private use you must fill in the log book before you begin to use it on any given day. Private use is anything other than a club event. For all club events you must notify the Club Registrar that you intend to use the vehicle so its use can be entered in the Club Day Book. Police are beginning to check club registered vehicles for correct log book and club use.

While the existing Historic Conditional Scheme is not changing, and therefore the facility to do a maintenance run without notifying anyone still applies, it is recommended that you fill in the log book as if something happens the Police or Coroner might not be of the same opinion.

John Snape Historic Plates Registrar


D - Region Representative's Report    Return to TOP

Tue 13 September 2016
Paul Ballard

It may come as little surprise to many of you to discover that this looks like being my “Swan Song”. It has not taken a lot of thought to make the difficult decision that I really don’t have the time to give the Job my very best; and so it is time to find somebody else to take over. I expect your New Committee will be looking for Volunteers, and would encourage everybody to give this (and any other) jobs serious consideration. Meanwhile, I’m going to take the opportunity of offering both a little reflection and some thoughts for the future.

My first real experience with Standard and Triumph Cars came with a 1954 Spacemaster, which suffered from the worst of every possible fault (we thought it had probably been round the clock two or three times) but, with a “few” running repairs, got my mate Geoffrey and I to Central Australia and return; and was then patched up, repainted and sold at a profit.

So impressed was I that, shortly afterwards, I purchased an early Vanguard 6; which proved to be highly reliable and a joy to drive. The only time I remember it letting me down was in Western Queensland when, driving for ages at somewhere near full throttle, the generator fell off (but was reattached using bits that were in the tool box. Time (and about 80,000 miles) went by, and whilst the idea of the New Model (Triumph 2000) appealed no end, the Bank Manager (no, not one by the name of McMillan!) indicated a lack of interest; so I moved to a Peugeot 404 (much cheaper after the Franc was devalued) and then (horror of horrors) an Austin Tasman.

Moving up in the World, cars were provided with my Job and, as a single parent with two horse-mad Daughters, all I needed to own was something to tow a float and cart “stuff”; with these needs best satisfied by second-hand utes (a Valiant followed by a Falcon).

But the “Triumph 2000” wish never really disappeared, so when I was browsing around for a car for one of the Girls to learn to drive on, I “noticed” a Blue 2000 in a fairly sorry state for sale in a back street of Liverpool, and bought it for $800. Following a bit of work, it came to life as the Car for School (75km away), University, and much recreational travel for her. A few years later, I swapped it for the XC Falcon Ute I had been keeping for the occasion and brought it to Cootamundra. Shortly afterwards, Janet and I were married, and I convinced her to sell her Modern Car and use the Triumph as “Daily Driver”.

Since then, of course, we have also acquired the Spitfire, Renown and Vanguard 6; but it was the Blue 2000 that I took to Motorfest in Sydney just after the STCC was formed; and displayed it in front of St. Mary’s Cathedral (with the Cootamundra Antique Motor Club Banner tied to the Cathedral fence – that being the last year of such things, as club banners on fences were banned from then on!). But meanwhile, a Club that had been allocated spaces across the road from us happened to be the STCC; and one Alan McMillan didn’t take long to wander over and introduce himself and the Club (which I think I was happy to join – not sure whether or not I was given a choice!).

And so to the Future – There is no doubt that time is catching up and I keep getting older and busier; so I think the car numbers are going to have to reduce! But I still hope to keep a Standard and/or a Triumph (or two) well into the future, and look forward to a continuing long association with you all. Beyond that? That’s like asking a politician to promise what’s next!


A New Member For 'b' Region    Return to TOP

Tue 13 September 2016
By Greg Campbell

A couple of months back Grahame and Colleen Glenn of Pampoolah joined STCC and by way of the address they reside in ‘B’ Region. I tracked Grahame down when they first joined to get their story and again, like Warwick and Margaret Schofield, I found him not at home but in the caravan up around Cairns enjoying the warmer weather.

I had an interesting conversation with Grahame and he told me a bit of his history in relation to old cars and what possessed him to join STCC. Grahame says that he and Colleen have been involved in old cars for 40 years, they have four children and eight grandchildren. I have also found out through a friend of mine who is also known to Grahame that the Glenn’s were very into the car club events but as the children got older, their demands grew greater and the parents’ interests dwindled into second place. At this time Grahame and Colleen had a 1937 Vauxhall 14 sedan and a 1955 Vauxhall Velox. About 15 years ago they sold the Vauxhalls and purchased a 1938 Chrysler Plymouth which was their Club car.

Ten years ago retirement arrived and Grahame and Colleen moved to the Manning Valley, purchased a couple of acres and built a new home. Away from the daily grind of being involved with the Government Architect in the building side of things life settled down, they joined the Taree Historic Auto Club which is fairly active. Two years ago the Plymouth went to a new home and Grahame purchased their current car, a 1972 Triumph 2000, from David Kelvin another STCC member. Grahame is happy that it is an original car with a documented history. Grahame has the car on Club Plates and also on the Log Book system which allows for use at any time but Grahame says he doesn’t want to overdo it as he likes it as it is. They are looking forward to the 13th Annual Rally at Armidale to meet other members and I am sure other members will make them welcome and enjoy their company.

  • 1972 Triumph 2000
    1972 Triumph 2000

National Motoring Heritage Day Berry - 15th May 2016    Return to TOP

Sat 13 August 2016
Report by: Elwyn Jordan

The National Motoring Heritage Day at Berry is one of my favourite classic car events of the year. The concept is great – a national day where all clubs get their cars out for a run or show. Hosted by the Shoalhaven Historic Vehicle Club, the Berry display is claimed to be the biggest show for this day in the country! This year there were over 450 cars on display. And about a dozen motorbikes.

With 2016 being the last year of local production for Ford and Holden, the theme of the show this year was a salute to those two iconic brands. Both brands were very well represented – Fords going from a fabulous looking T-Model (but it wasn’t black!) up to late model Mustangs. Holdens ranged from the original FX up to late model Commodores. But it wasn’t just Ford and Holden: there were cars from most other makes there too. Perhaps the most unusual was a Stanley Steamer. I don’t think I’ve ever seen one of those before. Other rare cars included a Renault Caravelle, a pillarless Mercedes limousine, a 1948 Wolseley 10 (of which it was claimed there were only 6 registered in the country), and an amazing home-on-wheels built on the back of an A Model Ford.

There was a good selection of makes such as Jaguar, Bentley, Wolseley, Mercedes, Peugeot and many others – including Triumphs, of course! A line-up of Minis would have justified them being one of the featured makes!

Also on show were a variety of historic racing cars. It was good to see a range of genuine Vintage (pre-1930) cars on display. These included Ford, Lancia, Sunbeam, Vauxhall, Dodge, Chev, and more. The kids’ favourite, Chitty Chitty Bang Bang, was there again too.

Some cars had been magnificently restored: really beautiful to see! Others were in more unrestored original condition, which were great too – great to see how they have endured the years so well.

I parked my Triumph in my local club’s designated area, between a 1966 Rover 2000 and a 1968 Holden. I grabbed the camera and went walking around looking at all the cars on show – and photographing a lot of them! (If you’re on Facebook, check out my “Elwyn’s World Of Classic Cars” page for an album of photos I took on the day).

Of special interest to me – and to those reading this – were the Standards and Triumphs. Well, actually not many Standards I have to say, but there were quite a few Triumphs. There was a good range of sports cars, including TR2, TR3, TR4, TR5, and TR6. The TR6 was a US-spec one, with carbies instead of fuel-injection. The motor looked resplendent with chromed rocker-cover and air-filters. A magnificently restored beige-coloured TR3A was a standout for me also.

Sedans were pretty well-represented too, with 2000, 2500TC and 2500PI all in attendance. A Mk1 2000 finished in a gleaming metallic-blue paint with mini-lite style wheels I thought was a beautiful looking car: not standard colour (or wheels) of course, but looked great! (I’ve seen this before and spoken to the owner). I only saw one Stag, but there were a couple of Spitfires, and Arthur Moorhouse’s Mayflower ute. So our favourite marques (or one of them anyway!) was well represented.

It was another great day at the Berry Display. Congratulations to the Shoalhaven club for once again putting on a magnificent day!

  • National Motoring Heritage Dayt Berry_01.jpg
    National Motoring Heritage Dayt Berry_01.jpg
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    National Motoring Heritage Dayt Berry_02.jpg
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    National Motoring Heritage Dayt Berry_03.jpg
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    National Motoring Heritage Dayt Berry_04.jpg
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    National Motoring Heritage Dayt Berry_05.jpg
  • National Motoring Heritage Day Berry - 15th May 2016 - National Motoring Heritage Dayt Berry_01.jpg
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  • National Motoring Heritage Day Berry - 15th May 2016 - National Motoring Heritage Dayt Berry_05.jpg

Region C - Reps Report    Return to TOP

Fri 12 August 2016
This rep has been fairly busy of late but so far so good.

It has been good to see the newer members joining in the club activities. At our Picnic Day at Richmond we had 5 new/about to join, members which, I believe, helped to make the day the success that it was. The new members were Paul Little and wife Narelle, Norman Kerr and wife Maria, Paul Tapp, Norbet Nieuwenhuizen and wife Eileen, and also Laurie Haynes and wife Gail.

Paul Little obviously thought that we were a mob that had fun, so much so that he decided to come on the Barossa tour. Unfortunately Paul’s Narelle could not join him due to family commitments, but then fortunately, he was accompanied by his father and mother in law, Ken and Daphne, who enjoyed themselves and were a great addition to the tour. Also, Norman and Maria Kerr and Laurie and Gail Haynes have registered for our get-together at Orange and like the rest of us, will be looking for a good weekend!

Speaking of new members, I was recently contacted by Doug and Christine Ross who live in Kumbia, QLD (somewhere near Kingaroy) but are regular visitors to Lake Macquarie. They have purchased a Standard Family 10, which is at Dora Creek at the minute and it is expected to be mobile soon; welcome Doug and Christine.

It is appropriate to mention the little Lewis saga on the Barossa tour when the Frog did a universal joint at our destination in the town of Nuriootpa. This was a self-inflicted problem as my mechanical skills failed to remember that these parts need a greasing from time to time. With much appreciated help and good luck (Rob Norris had one hidden in the boot of the 2500 courtesy of Bill Chapman from whom he had purchased the car), the problem was solved. This necessitated a bit of hammering and banging in the BBQ area of the motel, which did not seem to disturb other guests (it was about 10.00pm). We were mobile again the next morning once we found a garage to inject some grease into both uni joints. My sincere thanks to all who helped!!

Gnomeo, our little Standard 8, has been unwell since it did the water pump on a trip to Sydney for the Australia Day car display back in 2015. Ended up having to have the head done but after putting it back together still would not start. In this process I found out that the engine which we thought was an early Herald/late Standard 10 was in fact a Herald 1200; I did wonder, when it was going, why it went so well and now I know. The job now looks like a complete pull down so the front end and engine is out but waiting further attention.

2017 is a year that Pam and I are planning to be away for at least 6 months and for this and other reasons, including I have been doing the Regional Rep job tooo long, I will not be accepting nomination as the Region C Rep. I encourage you to consider this role as it is rewarding and enables good participation in the club’s affairs. Wherever possible I will be happy to assist and be a part of a “sub-committee” if considered helpful. It is time for someone else to have a go!!

Trying to keep the Standard going - Vic Lewis

  • The Frog did a universal joint at our destination in the town of Nuriootpa.
    The Frog did a universal joint at our destination in the town of Nuriootpa.
  • Gnomeo, our little Standard 8, has been unwell.
    Gnomeo, our little Standard 8, has been unwell.

B - Region Report    Return to TOP

Wed 15 June 2016
Greg Campbell 21 April 2016

Having just received a couple of emails reminding me of the 3 R’s – Region Reps Reports - for the magazine I wasted no time getting this together. What has happening in ‘B’ Region recently, the answer is not much more than any other time. We have however, had a couple of new members to the Club that reside in the Region.

I contacted Warwick and Margaret Schofield who have acquired a Standard 10 and through Warwick Budd have joined up. I thought I would ring them at home at the bottom of the 1st Moonbi Hill but instead found Warwick at the bottom of an opal shaft at Grawin near Lightning Ridge. Well not exactly, Warwick had been working the dig all day on a jack hammer and had resurfaced for the evening meal and a well-earned rest.

I had what I would call a very engaging and interesting conversation with Warwick who had worked with the Government until retirement, then owned the Motel at the Ridge working it with Margaret. Whilst there they had various car clubs arrive on tours of the Ridge, which is something for the back of the book. They had also been involved in the chook industry in the Moonbi area.

Getting back to the Standard 10, Warwick tells me that he has a mate who has a vintage caravan but tows it with a Hilux tray-back Ute so in his effort to help out he started looking for an appropriate 50’s tow vehicle for his mate but instead found the Standard. The bug bites!

Via email Warwick has sent me this info:

My new pride and joy! (See photo next page) The vehicle is complete but has been neglected for many years and I am sure has had quite a history. A cut and polish and a clean carby and I look forward to joining in on a club activity.

My parents and my wife (Margaret's) parents owned many Standard Vanguards, grey Fergie tractors and my misspent youth was mostly in a White Triumph Herald coupe with white soft top. Enough said!

Club member Warwick Budd has already been a great help to me in working out how I should manage the project. Margaret and I are currently living near Grawin out on the opal fields and return to Moonbi from time to time to enjoy the winters and summers. Without getting the years exactly, my first car was a 1948 Vauxhall Wyvern and my brother in law sometimes drives his 1927 Vauxhall soft top with the polished metal body and brass radiator surround !

I think we should all find Warwick and Margaret an interesting pair when they get involved and I found Warwick’s outlook very appropriate for this current time “Age shall not weary them” was very apparent to me.

  • Margaret with her
    Margaret with her "working vehicle at Grawin, this is not going to fill the criteria of a 'Club Car'
  • Two Warwick’s for the price of one – I bet one is looking for the commission number.
    Two Warwick’s for the price of one – I bet one is looking for the commission number.

An Australian Pre-40 Triumph Motor Club Gathering    Return to TOP

Wed 15 June 2016
John Shepherd

The Pre-1940 Motor Club (UK) has a small following in Australia for those that are serious about restoring and maintaining their early Triumphs. However, we have no official incorporated status and therefore to run any events we need sponsorship from a local club.

The time had arrived (22-25 April 2016) for a gathering and Beechworth in northern Victoria was chosen, renowned for its gold-mining past, historical buildings and good food. Our membership is so scattered that an event is very special, with cars and members travelling hundreds and even thousands of kilometres to attend. As well, other Pre-40 Triumph owners were invited to boost the event, and the VSCC in Melbourne, through the good work of John Lakeland, organised the insurance cover and legal requirements.

The gathering stretched from Friday evening to Monday morning, including all the catering needs. Culinary highlights were the lunches at Beechworth Honey where numerous samples of their meads were tasted, and Brown Brothers winery at nearby Milawa which provided scope for wine purchases. Another highlight was John Lakeland’s Dolomite 14/60 special, which created great interest and a number of us were taken for a spin, exhibiting the car’s brisk performance. Nigel Makin and Janet Bronk who had travelled by plane to the event had rides in various cars.

Saturday morning saw us motoring to notable locations around Beechworth, with a photo line-up of the cars, followed in the afternoon by free time and plenty of banter around the cars. The run on Sunday to Milawa was a marvellous sight with 9 Triumphs including three Glorias, all motoring along trouble-free, a rare sight on Australian roads. The return journey included a long challenging climb, but the Super 7s and the 8 all performed well.

At Brown Brothers, the Border Mail newspaper photographer arrived, but to his dismay his $6,500 camera had gone west, so the pictures were taken with Rosalie Dows’ small camera, and turned out very well. The good news was, the article appeared the following day, but alas they omitted the Club name. The event was a great success as we flew the flag for Triumphs and it was unanimously decided we have to hold another event in two years’ time.

Pre-40 Club members who attended were Janet Bronk, Jon and Dan Elbourne, Graham and Denise Fossey, John and Kerry Lakeland, Nigel Makin, John and Jenny Shepherd, Ron Thorp and Christa Masson, and Lofty York. Some of these you will recognise as members of the STCC. Other present and past STCC members included Graeme and Pam Johnson, John and Rosalie Dows, Colin Connaughton, Steve and Irene Byles, Rob and Margaret Norris, John Ward and Warwick and Meredith Budd. We had 10 pre-war Triumphs, and also one 1937 SS and a 1927 Chevrolet Roadster.

  • Line-up of the cars.
    Line-up of the cars.
  • 3 Super Sevens
    3 Super Sevens
  • The Norrises in their Super Seven Sports
    The Norrises in their Super Seven Sports
  • 2 Super Sevens, a Super Eight and a Dolomite Special at Milawa Cheese Factory
    2 Super Sevens, a Super Eight and a Dolomite Special at Milawa Cheese Factory
  • Enjoying lunch at Brown Brothers winery
    Enjoying lunch at Brown Brothers winery

Camping With A Super Seven    Return to TOP

Wed 15 June 2016
Kath Godsden

Kath and Andrew Godsden joined us at Beechworth, with Kath driving her parents’ little Triumph Super Seven. Kath is the daughter of Club members Wilma and Des Chick. Last year Kath and Andrew toured Victoria in the Super Seven – camping!

Here is their story:

"We travelled from Wangaratta to Castlemaine and spent several days exploring around the Castlemaine goldfields. We then continued on our travels across to Maryborough again spending a few days to explore the area.

The Triumph didn't let us down at all, and we were surprised at how much gear we could fit in the boot. We managed to take a full camping outfit, including tent, bedding, camping stove, plates, etc and food for the week. Even had a small little esky to keep produce cool. Who needs modern car fridges and motels when you can have a 1929 Triumph Super 7 to explore the countryside in. A highlight was reaching the Mt Tarrengower Summit where they do the annual hill climb in vehicles. We will leave you to guess whether we beat the time trial!!

The only challenge we experienced during the holiday was the bird dropping that landed far too close to my mouth for comfort. The joys of open car adventures!!"

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    Camping with a Super Seven-04.jpg
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My Triumph Experiences    Return to TOP

Wed 15 June 2016
Norman Kerr

Part 1: Herald and 12/50

Although I received my Queensland driving licence just before Christmas 1967, it was some years before I really needed transport, and even longer before I needed a car. My early car ownership experiences were all Triumph (first four cars), initially due to circumstance. Having just re-entered Triumph ownership in the nostalgic period of life, I have found much of my family intrigued by the vehicle, so decided I might try and chronicle my life’s Triumph experiences to add to the interest.

In 1971, I was attending Sydney University, working casual as a bouncer at the Villawood Hotel, and living in Campsie. I had a Honda CB-175 for transport to university and work, but no car.

At that time, an acquaintance had a very run-down Triumph Herald. To say it ran poorly would be kind. The clutch regularly failed, the car ran rough and it was rather rusted. He decided that he had no option but to get a new (less old?) car. Since the Triumph was “worthless”, he offered it to me for free, suggesting that we “fix”it up.

Triumph Herald, Almost all details forgotten!

Thus began my early life with Triumph cars. We first pulled the engine down, and the problem was immediately obvious. One of the retaining clips for the gudgeon pin on number 3 piston was missing, and that pin had badly scored that cylinder. We located a second hand engine from a facility in King St Newtown, for $75 I seem to remember. Rather than just slot the new (old) engine in, we decided to overhaul it first. I also bought a cheap Illustrated Parts List for the Herald. As a side note, I kept this for years, eventually passing it on in the mid- 1990's to a Triumph Herald owner at the University of Newcastle, where I worked at the time. Here came the first mistake from the budding, but untrained, mechanics. We mixed the valves between the two engines, and just used the ones in better condition. Sadly that meant that we used inlet valves as exhaust valves because obviously the exhaust vales were in worse condition. We then spent hours grinding the valves before re-assembling the engine. The reassembly went pretty good - we only had a couple of washers and one nut (no, not me) left over.

When the engine was re-installed, it did not run rough, but had little power as the inlet valves acting as exhaust valves burnt out really quick. Since we had mixed the valves and could not confidently identify the correct ones, we were faced with buying four new exhaust valves and overhauling the engine again. Now being on my own, the vehicle went on the back-burner because of other pressing issues. It was never finished, though I did buy a genuine Spitfire/Herald_12/50 workshop manual in anticipation of a future, new burst of enthusiasm that never happened. Some years later, I lent the workshop manual to a Spitfire owner, and never saw it again. He denied that I had lent it to him, and claimed he did not have it when I chased it up.

1965 Triumph 12/50, Rego DTK-082 (NSW).

Not long after, I noticed an ad for a 1965 Triumph 12/50 sedan for $300 from a dealer at 176 Parramatta Rd, Granville, or is it Harris Park? I cannot remember the odometer reading. It drove alright, but synchro in 2ng gear was absolutely shot. Not being put off by the Triumph experience so far, and believing that I had spares for it from the idle vehicle and a workshop manual, I decided to buy.

The 12/50 was a Herald mechanically with a 1147cc engine in a Vitesse body, i.e. different bonnet.I went by train to pay, and pick the car up. As I drove away (as the car yard was closing for the evening), I was pleasantly surprised to notice that the fuel gauge showed full.

After about three or four miles however, the engine just stopped. It would not restart. I was just a little worried and upset. After looking around the engine bay, I decided to look at the fuel tank. Lo and behold, I found the wires to the fuel sender unit disconnected. When re-connected, the fuel gauge now showed empty. Luckily there was an open service station only a couple of hundred metres away, and the fuel drought was able to be rectified reasonably quickly.

Very early, I went for a drive to Kurnell, where I had a flat tyre. The spare, which I had not checked, was also flat and totally worn to the belts. A good Samaritan drove me back to Campsie, where we took two of the wheels off the discarded Herald to use as a replacement, and an acceptable spare.

The one issue with the 12/50 was that it used a considerable amount of oil. Having failed one overhaul, I decided that I must have learnt all the lessons needed from experience, so decided I would overhaul this one to correct the oil usage. Believe it or not, it actually worked and the vehicle did not use oil for the remainder of the time that I owned it. I should note that I did replace the valve guides and added valve seals though, which were not standard, because the carbon build-up under the inlet valve had been serious.

I decided to correct the shot synchro on 2nd gear by swapping the gearbox from the earlier Herald. It was raining at the time, and I had no covered parking. However, that presented no problems as I discovered it was easy to remove and reinstall the gearbox from inside the car. The problem, however, was that the gearbox housing was slightly different, so I had to have the insides swapped over. That cost all of $12 at the local mechanic.

On one occasion heading home from Brisbane on the Pacific Hwy, the generator failed just after Grafton South. Being dark, I limped on to Coffs harbour on the battery with dimming lights. Luckily, the NRMA helped me find an auto-electrician who would come in on a Sunday evening to replace it. I wonder if that standard of service is still available?

Like most Heralds that I have seen, rust was an issue. I had to have rust removed from the driver’s foot well. The drain holes in the doors were also blocked and they had filled with water.Clearing the drain holes corrected that, and I avoided rust in the doors.

With funds short, I regularly had to delay filling the car. One time, I actually ran out of fuel just outside a service station. After pushing the car in, I was surprised to see that the cost of filling the car from absolute empty was only $2.48. Ah, those were the days.

The Triumph 12/50 gave sterling service for about a year. It took me to Brisbane along the Pacific Hwy to visit family a couple of times without issue. I came to appreciate it as a first real car, not like the original Herald.

Memories of the vehicle came back to me many years later when we lived in Nicosia for a while as one of my sons spent some time at a soccer club called Apoel. The best supermarket in the area was called Athienitis, and in the next property I noticed a white derelict Triumph somewhat like mine had been - mine had twin headlights though. Obviously I took a few photos:

  • The Triumph 12/50
    The Triumph 12/50
  • The Triumph 12/50
    The Triumph 12/50
  • The Triumph 12/50
    The Triumph 12/50
  • The Triumph 12/50
    The Triumph 12/50

A Bribie Island Wedding    Return to TOP

Wed 15 June 2016
May 14, 2016 - The Marriage of Region A Rep Michael Marsh and Michelle O’Connell

By Sue McMillan

As it was the weekend before the Barossa Valley Tour, to save time Alan and I flew to Brisbane. Steve and Judi were kind enough to pick us up from the airport and drop us back the next day.

When we arrived in town it was a sparkling 25 degree Bribie Island day. The wedding venue was Sandstone Point on the mainland and there we found Michael waiting patiently although it seemed as if he had been passing the time fishing. Michelle arrived fashionably late in the 1A Vanguard Ute and we later had photographic evidence that she had to give it a push start just as she had on the Tasmanian trip when we first met her.

The ceremony was lovely and relaxed and we were all soon imparting our best wishes to the married couple. I was wrong in assuming Michael had been fishing on the beach, instead he had tied two fishing rods together to form a heart shape they could stand inside for photos. This they did before untying them and casting out so they could have their first fishing experience as a married couple. Who would dare say Michael is not romantic?

As the daylight started receding Michael, with some help from Michelle’s niece Amanda, helped Michelle into their small boat and they departed for the reception on Bribie Island by water, leaving us on the beach.

On our arrival at Bribie Island we found the happy couple on the beach with the tinny, where they indulged in some kissing as the sun set over the water behind them.

The reception at a restaurant on the beachfront was an ideal romantic setting. It was happy and informal with the minimum of speeches and much laughter, music and for some, dancing. They planned a honeymoon of camping and fishing on Moreton Island, Michael’s most favourite place in the whole world.

It was good to catch up with not only Michael and Michelle, but Ron, Jan, Tom and Liam. Other club members who were there were Steve and Judi Wills, Lou and Lyn Molenaar, Steve and Diane Palmer and Pam McPherson.

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    A Bribie Island Wedding-01.jpg
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    A Bribie Island Wedding-02.jpg
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    A Bribie Island Wedding-03.jpg
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    A Bribie Island Wedding-04.jpg
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Visit To The Barraba Show    Return to TOP

Tue 12 April 2016
Story by: Greg Campbell

On the 27th February 2016 Margaret and I took the Phase 1 Vanguard to Barraba with four other members of the Tamworth Vintage Car Club as we couldn’t make Murwillumbah for the Get Together over that weekend. TVCC had been invited to the show to put on a static display and then take the junior showgirls on a parade around the ring before their presentation and crowning. I was disappointed with the turnout but the expected 40 degree temperature made most shy off the 100 kilometre trip.

We met the Humber and Ford Jeep (Navy colours) at Attunga around 8.30am, the 33 Dodge and Morris minor with the 850cc motor had already left. Not surprisingly the visitor who was travelling in the Navy 4x4 jumped out when we arrived and immediately went into the talk we have all heard before “My brother had one of these and he loved it...” We had a pleasant trip to Barraba once I got old mate back in his car, the temperature at Manilla School indicated 29 degrees at 9am.

At the ground we were asked to park in and around the horses at the Camp Draft so people could inspect our cars but horse people tend to only look at horses and I suppose they spend so much on them there is little left to dally with another hobby. Next we went to the other side of the ring and there we found more interest. One fellow advised me that he lived ‘over that hill’ and he had two 1960’s six cylinder Vanguard utes in the shed and he would never get to do them up so if you have a spare $2100 you can have them both, contact me if interested. Another small well aged lady told me how she came home from boarding school, her Dad said, ”it’s about time you learnt to drive, the car is in the paddock, and here are the keys and a book on how to drive.” The car was a Phase 1 Vanguard and she was intrigued with ours and took plenty of photographs. She still has her licence.

Margaret and I sat in the grand stand and watched the events, Camp Draft, Horse-Ball, show jumping and pony club all going on at the same time. There were 1350 horses in the camp draft alone.

We bid our farewell about 3pm and headed home, this time the temperature read 40 degrees at Manilla school but the Vanguard never missed a beat. I think a trip to the coast may have been more exciting but I can say that the 5 cars from TVCC would have been the only ones at the show that didn’t have a horse float attached.


Triumph Gt6 50th Birthday    Return to TOP

Tue 12 April 2016
Story by: Mark Parsons

This decade has seen many cars from the 60’s celebrate their 50th anniversaries, and this year it is the GT6’s turn. I’m not planning anything like the E-Type Jag’s over the top celebrations in England 5 years ago, but I think a few words here will suffice.

A GT version of the Spitfire was considered quite soon after its release in 1962, and Harry Webster teamed up again with the Spitfire’s designer Giovanni Michelotti to produce a prototype fastback coupe in 1963, built from a converted Spitfire. This was deemed to be lacking in performance with the extra weight and the project stalled for a while.

Meanwhile the Herald was being transformed into the Vitesse by shoehorning a 1600cc version of the Vanguard six cylinder engine into its engine bay and the logical move from there was to put this engine into the GT6 prototype in 1964. This improved performance but not enough so it was replaced with the 2000cc engine and with some improvements the required performance was attained. Many upgrades were made to the driveline, suspension and brakes to cope with the extra power and a taller differential was fitted for better high speed cruising. A more comfortable interior with better seats, a new dashboard and carpeted floors rounded out the package.

Michelotti got the design right as the production model had very few changes from the prototype and after much testing and development work the GT6 was released in July, 1966 and was an immediate success. By the end of the year 500-600 a month were being manufactured, and in total 15,818 MkI GT6’s were built up to September 1968. The motoring press gave it generally good reviews with the main criticism being the handling with the swing axle rear suspension. This was addressed with the MkII’s wishbone rear suspension with double jointed axles. The engine was also updated to the new version of the six with larger ports as fitted to the sedan and the new TR5. 12,066 MkII’s were manufactured until the MkIII was introduced in October 1970 with the new body panels in line with the MkIV Spitfire. 13,042 of these were built until December 1973. In total 40,926 were made with about 80% of these exported, most going to the USA. This figure has also been quoted at 41,253 from British Leyland. There are no figures available for Australian sales and I estimate that less than 2000 came here, mostly in CKD form and assembled by AMI in Melbourne.

The price in 1967 was $3598 with wire wheels. Other options were overdrive, heater/demister and seat belts. At the same time you could buy a Holden Premier sedan for $2674 or a Falcon GT for $3890. The Falcon would have been much quicker but nowhere near the class of the GT6.

It is a common misconception that the GT6 was developed from the Spitfires that raced at Le Mans in 1964/65 as they looked very similar and there was even an advertising campaign based on this. The real story is that when building the racing Spitfires they were looking for a hard top to make them more aerodynamic and somebody came up with the idea of making a fibreglass mould of the roof of the GT6 prototype which was sitting in the factory during one of its dormant periods of development. This worked well and the racing Spitfires were very successful.

Today very few survive in Australia and are a rare sight. To compare production figures, approximately 314,000 Spitfires were built and they are not so common today, so a mere 41,000 GT6’s indicates they are indeed rare.
So happy birthday GT6 – will there be any around in another 50 years?


Maintain The Log-book And You Can Triumph    Return to TOP

Tue 12 April 2016
Story by: Elwyn Jordan

My local club was fairly quick to opt into the trial log-book scheme. A couple of the committee members checked it out quite thoroughly, and then it was put to a vote at the next meeting. The vote was overwhelmingly in favour, so we opted in.

It wasn’t unanimous though; with a few people being quite firmly opposed to the scheme. I could understand their reluctance because there are potential problems with it. For one thing, I can’t see the cost of CTP insurance staying the same. Increased usage has to mean increased risk, and that will mean increased premiums. It has to! Especially considering there is no limit on how far you can go on these days out. I think there probably should be a maximum distance applied for each day’s drive: if there was, it might help to restrict the increase in insurance premiums.

I can also see the potential for people becoming members of a club in name only. Join a club so they can get the registration, then use the car whenever and wherever they want, provided they keep it to 60 outings a year, without participating in club events. That would be a great shame: not only is it totally against what historic car clubs are all about, but they would miss the enjoyment of being together with other historic cars, and also miss the social aspect of mixing with people who have the same interests. But, sadly, I’m sure this is going to happen. And in fact, my local club has just re-written its introductory letter that is handed out to new members to include a paragraph stating that they are expected to participate in club events – a subtle way of saying, “Don’t just join for the cheap rego!” So there are good and bad aspects of the new scheme. Time will tell how well it works out.

For me personally though, I was all in favour of it, and welcomed the opportunity to be able to take my Triumph out on the occasional private run. Having been our main family car for the first 20 years of its life, it was feeling a bit hobbled by the club-only restrictions on its use. It was only with great reluctance that I took it off full registration, because I could no longer afford, or justify, keeping up the normal rego. Having our modern car and a motorbike, that meant three lots of rego; which was just more than we could afford. (But I put the personalised plates on hold, just in case one day I could afford to put it back to full rego). Now though, with it being on the log-book scheme, I’m able to take it out for an occasional drive; to lunch or a coffee, and even just a return to the convenience of having two cars when required.

Since joining the scheme when I renewed the registration in mid December, the Triumph has had about six or seven log-book runs. Most were pleasure runs: driving from my home in Dapto to somewhere like Gerringong, or Berry, or Robertson, just for a drive and a cuppa. Of the others, one was because we needed a tow-bar to bring home an outdoor setting from Bunnings, using their free trailer. The other one was a day when I had a playing commitment at the Illawarra Folk Festival at Bulli, and my wife had to pick her Mum up from a medical treatment. We could’ve got around these duties by asking a friend to use his work van to pick up the outdoor setting, and one of our daughters to pick up my mother-in-law; and that’s what we would have previously had to do. Now though, we could use the Triumph. So it did the trailer-trip to Bunnings. It also went to the Folk Festival while Jan took the “modern,” to pick up her Mum. Oh, and one was to get a quote on a repair I need done.

I’ve seen other classic cars out and about like this too, so the system is having its having desired effect of getting our classic cars out more often.

And of course that’s what the new log-book scheme is all about – getting our classic cars out and about more often. Before this log-book system, our outings were restricted to club events, but now we can use our classic cars – on a restricted basis, of course – for individual general pleasure outings, or when an extra car is needed etc. Yes, there are certain aspects that I don’t think they really thought through enough, and I’m pretty sure we are going to end up paying more, but for me, I’m glad we have the scheme. For our club too, with our members spread so far apart, and club runs being restricted to a few per year because of that, it is, I think, an especially beneficial scheme. If we maintain the log-book, we can Triumph! Or Standard!

(P.S. My apologies to Alan for plagiarising his quote!).


Buyer Beware!    Return to TOP

Tue 12 April 2016
Nigel Makin sent photos of the unplanned engine rebuild of his Spitfire 1500. Nigel bought this low mileage car thinking it would go into good service, but unfortunately found that the engine was worn. So he has pulled the whole lot out to rebuild! One of the main problems was the very bad condition of the camshaft with one lobe worn right off. How could this have happened?

  • Dismantled front view of the Spitfire with engine and bonnet removed.
    Dismantled front view of the Spitfire with engine and bonnet removed.
  • Side view of firewall showing battery location.
    Side view of firewall showing battery location.

Can You Help?    Return to TOP

Sat 12 March 2016
A researcher from the Standard Motor Club has been building a data base of commission numbers for the Flying Eights. At present he only has 3 numbers for Australian vehicles built on pre-war chassis using the prefix N. Note that post-war cars used the prefix NA.

Even if the car is only a fading memory, any number from that era would be helpful.

Contact: Warwick Budd, 02 67603835 or email


Standard And Triumph Car Clubs    Return to TOP

Thu 10 March 2016
By Warwick Budd

The STCC is in a rather unique position with only a small number of car clubs catering for both Standards and Triumphs. I can think of only one other club and that may well have been inspired by our success. Hats off to the founders of our club who looked beyond the barriers. The committees who organised the earlier Standard or Triumph clubs often concentrated on their favourite models and ignored the rest.

However, before we start to feel too special, it is sobering to find that we are not the first to embrace the idea of Standards and Triumphs living in club harmony. The motives may have been slightly different but the spirit appears to have been much the same.

If you have read John Shepherd’s book about pre-war Triumphs, you will be familiar with the competition successes of Bill Buckle and the other drivers of early Triumphs. In the 1930s Buckle Motors was also the home of the Triumph Sports Club which had attracted a number of high profile members including the aviators Charles Kingsford-Smith and Charles Ulm. Another member you may recall was C.B. Chapple who had managed the Lincoln Motor Car Company; the former Standard agents in Sydney.

In 1934 Standards and Triumphs were placed together on the showroom floor when a new organisation was formed; Buckle and Harden Ltd. Though the small Standards did not have the sporting pedigree of their Triumph neighbours, the two groups had enough in common for the owners to start thinking in a new direction.

Three months later Standard owners were invited to attend a meeting of the Triumph Sports Club and take part in the next club event. It must have gone well because the Triumph and Standard Sports Club was duly formed.

We know this happened through the newspaper reports of the day. From these reports we also know what type of club activities they enjoyed. The first event that Standard owners attended was a one day trial which included a hill climb at Waterfall, a special event at Bulli and return to Sydney via Campbelltown. The following May there was a night trial which took competitors through Galston Gorge, French’s Forest and on to supper at Narrabeen.

September 1935 was a busy month with the 6th AGM held at the car showrooms in Flinders St. President JW Buckle presented cups that were won by competitors in reliability events and Mr N Robinson received a special mention by winning six. There was also the annual dance at Mr F Buckle’s residence at Church Point and later a picnic run to the NRMA grounds at Narellan.
The last planned event that I found was announced in March 1936. Entrants were invited to gather at a weighbridge in Sydney, where they would receive instructions for a secret trail under reliability conditions. There would be a hill climb, speed judging, acceleration tests and a flying half mile.

The club members appear to be enjoying a good mix of social and competition activities but unfortunately that is all we know. We only have a series of snapshots. How long did the club continue? Did it wind-up when the Standard agency changed hands later that year or did it continue under its own steam for some time? What sort of cars were Standard owners driving and did they do well in the reliability trials? We may never know for sure unless some lost club records are discovered.

We can always speculate though. Standard owners of the 1930s were not restricted to driving mundane everyday saloon cars. There was a range of Australian two seater bodies that were fitted to Standards at the time. What about this smart roadster that was available from Buckle and Harden?

  • From the pre-war Buckle Motors collection...
    From the pre-war Buckle Motors collection...

My Life With Vanguards    Return to TOP

Thu 10 December 2015
By Pam McPherson

My first memory of a Standard was about 78 years ago when I was about 2 years old. Tradition in those days degreed that at age 2 each child had their tonsils and adenoids taken out. My Dad borrowed the 1928 Standard tourer from his Dad and off to hospital we went. My real memory is of the bucket ice cream and wooden spoon (Peters) which automatically followed this operation.

There were many and varied trips taken by the family in this Standard, always driven by my Dad, as his father couldn’t drive – he had a Rudge motorbike with a wickerwork sidecar. This had to be pushed to start it, and the rider then had to jump on, straddle-legged. Unfortunately Pop jumped clean over into the sidecar, and my Dad got a belting because he laughed – who wouldn’t!

During the war (WW2) petrol, tyres, bits and food were all rationed (and I remember it). My father was a technician with the telecommunications section of the old PMG (Post Master General), and specialised in installing switchboards. He was installing a new switchboard in the rationing office and asked the clerk in charge if there was any chance of getting some extra coupon tickets for petrol so he could take Mum and the kids on a camping holiday. “Oh no” replied the clerk, “Not worth my job! But if some fell on the floor and you cleaned them up, that would be OK”. So we were able to go on an adventurous trip from Manly in Sydney to the Burragorang Valley (now covered by the Warragamba Dam) in the Flying Standard. About 50 miles from home, near Penrith, in the dark, the universal joint on the tail shaft gave up. We had just passed a little service station (garage in those days) so Dad walked back. No parts were available so Dad asked for an old tyre and the owner said “We are not allowed to give those away, but if I went out of the back and you stole one, I would never know”. So Dad, honest scoutmaster that he was, did just that, and spent the next two hours carving a joint out of the old tyre, sitting on the side of the road with an old lantern as his only light.

We set up camp on the banks of the Cox’s River where we had our holiday, only broken up by my young brother poking the fire and getting burnt, ending up in Penrith Hospital. Dad went in to visit him one day, only to find him crying. “What’s the matter, son” says Dad. “Oh nothing” says the son “I usually have a cry about this time every day”. “He does too” says the nurse.

It was time to go home, so the Standard gets packed up and off we go out of the valley. However, we haven’t yet finished with the drama, as the old tubes in the tyres begin to pop. Dad repaired the tubes at least 6 times on the trip home and never had a bad word. He had a lot more patience with the old car than he did with us kids. My father also had a 1949/50 Vanguard and my brother used to drive it.

My personal introduction to Vanguards began in the 1990s after my husband had passed away. A friend in Inglewood had a ute in his shed, and he wanted to get rid of it, so having spent a bit of time with my sister and brother in law at the Caboolture Classic and Historic Car Club, I decided to “have a go” with the ute and duly purchased it for $200. And that’s the last time I’ll ever mention how much anything to do with this ute has cost me.

Luckily the ute was pretty straight, so not much panel beating was required. I was so lucky to have plenty of help with the restoration, and although the whole thing took seven years, my joy at its completion was exceptional. The first trip I took after it was registered was to the Ute Muster at Deniliquin. What an eye opener that turned out to be! I got a third prize in the best restored ute section, so that was one off the bucket list. At Jerilderie, I was pulled over to be breathalysed, but the copper loved my ute as much as I did, so after running his hands over the upholstery and checking under the bonnet (all good) I was waved on my way. At this stage I say that I will never again go to a show where there are prizes. Too many people trailer their cars to the venues and never drive them.

I am still having a lot of fun with the Vanguard and meeting plenty of like-minded people at roadside stops and public toilets. There are heaps of beautiful people out there with marvellous stories to tell, and I haven’t heard them all yet.

Happy and safe motoring to all!
PS I am constantly being asked about the lucky heir to my ute, and there isn’t one, as no-one else can drive it with the proper reverence and appreciation, so I’ll get buried in it!

John also interviewed Pam at the Rally...

What cars do you own and have on the road?
I have the mesh grille utility on the road and I have two 4 cylinder utilities and two 6 cylinder utilities, some of which could be restored.

Is there another Standard Triumph car you would really like to own?
I do like Renowns, and with my late husband we did have one in around 1956-57, and it may have been the 1800 model.

What do you like best about Standard and Triumph cars?
I really like the utilities best, as they are strong and good-looking.

Is there a car you wish you had bought years ago?
We had a chance to buy a Rolls Royce from the UK in 1948 with a fabric body.

Do you have a pet name for your vehicle?
The utility registered 388LSL I call 3 fat ladies – lovely sexy ladies - but when it’s bad it’s called Hugo!

Did you have a lot of work done on your car?
It was virtually a complete restoration, and it was put on the road in 2009 before the Deniliquin Muster.

How do you have the utility serviced and repaired?
A chap called Greg at Bribie Island carries out the work, and he is a distant relative of mine.

  • Pam receiving the Buckle Endurance Trophy at the Toowoomba Rally.
    Pam receiving the Buckle Endurance Trophy at the Toowoomba Rally.
  • Pam and her Vanguard Phase III Ute
    Pam and her Vanguard Phase III Ute
  • On the banks of the Murrumbidgee River at Narranderra, 2009.
    On the banks of the Murrumbidgee River at Narranderra, 2009.

My Triumph Spitfire Mk11    Return to TOP

Wed 02 December 2015
Tony Matko

I purchased the car on the 01/08/2015, on the 26/09/2015 started the strip down, one and half days from complete to every nut and bolt removed and body, suspension etc separated, and ready for paint removal and any repairs.

Usual issues found, bent wings and lower control arm mountings had cracks/tears in the chassis.

I decided to strengthen these after initial repair welds, local metal merchant bent some C channel for both sides, total cost $35. Drilled some holes to spot weld then followed original weld to both upright support and wings.

Now it was time to use new tools for paint and tar/sealant remover, sand blasting through the high pressure washer. The sealant is a real pain, won’t budge even with 4300 PSI, had to scrape off with a chisel, took a day.This was doing it the hard way, trying to move this around on a large barrow, so purchased a rotisserie, made life very easy, on ebay for under $900.

Used KBS chassis paint, this is the best, you brush it on and it gets into all the seams and moulds absolutely flat. Check it out and watch the video, heaps of tips to doing a great job. So finally now to start on the front suspension, first thing I noticed was the lower wishbone bracket under the trunnion section, looked fine together, but after undoing the bolt the weak spot welds were broken on one side. So, welded both wishbones all the way round. Next was installing all new bushes and replacing all the bolts as the originals are all just short so the threads tend to rub on the metal rather than the shaft, local bolt supplier, very cheap. New disks, seals, bearings, rebuilt the callipers very seized and put it all back together. (Note, you can buy a can of freeze, which freezes the metal and lubricates like WD40, great for seized bearings and callipers etc).

Happy with the result, issue is the ordered original bearings which came with the felt seal, this seems to make life difficult re tightening the bearing as the seal tends to make the turning hard but you have to as the disk rubs on the calliper, so it needs to be in the right spot (should have gone to the local bearing shop and got a rubber seal). Steering rack mount bolts stripped, these are welded to had to grind and refit exhaust U bolts and re-weld, all goo. The rea spring is heavy duty up grade, automatically came with larger front stabiliser, so this was fitted. Cleaned the brake lines and fuel lines, a quick paint then fitted to chassis and onto the rear end. It felt bearings not right, strip and fit new bearings and seals, local bearing shop, seems that bearings don’t like to sit around and just wait! Major resting marks! Would have made one heck of a noise.

Tony has promised to update us on the progress of his restoration. Following is a selection of his photos.

  • Spitfire MK11 - 00.jpg
    Spitfire MK11 - 00.jpg
  • Spitfire MK11 - 01.jpg
    Spitfire MK11 - 01.jpg
  • Spitfire MK11 - 02.jpg
    Spitfire MK11 - 02.jpg
  • Spitfire MK11 - 03.jpg
    Spitfire MK11 - 03.jpg
  • Spitfire MK11 - 04.jpg
    Spitfire MK11 - 04.jpg
  • Spitfire MK11 - 05.jpg
    Spitfire MK11 - 05.jpg
  • Spitfire MK11 - 06.jpg
    Spitfire MK11 - 06.jpg
  • Spitfire MK11 - 07.jpg
    Spitfire MK11 - 07.jpg
  • Spitfire MK11 - 08.jpg
    Spitfire MK11 - 08.jpg
  • Spitfire MK11 - 09.jpg
    Spitfire MK11 - 09.jpg
  • Spitfire MK11 - 10.jpg
    Spitfire MK11 - 10.jpg
  • Spitfire MK11 - 11.jpg
    Spitfire MK11 - 11.jpg
  • Spitfire MK11 - 12.jpg
    Spitfire MK11 - 12.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 00.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 01.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 02.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 03.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 04.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 05.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 06.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 07.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 08.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 09.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 10.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 11.jpg
  • My Triumph Spitfire Mk11 - Spitfire MK11 - 12.jpg

News From The West    Return to TOP

Tue 01 December 2015
By Nigel Makin

Since returning from a trip of a lifetime touring the streets of the UK late last year I have had a desire to own a sports car that my wife Lisa and I could use on a regular basis for long car club runs or the spontaneous run into the country . The Gloria is a beautiful car to drive but not yet ready for long runs and Super 7 is still going strong and is always willing to start at the drop of a hat but again is not a car for long runs. The Super 8 is still under resto so that will be a beautiful car to drive the Grand kids on outings on my retirement.

So what do I look for as an easy sports car to work on, easy for parts but still has that aspect of classic motoring at a reasonable investment price? A TR 3A would be nice, an MGA I have trouble getting in and out of, a TR6 would be nice but again getting expensive. Ah, what about a Spitfire 1500???.

The Spitfire 1500 has the old style lines, coupled with an economical strong motor, comfortable seats, a boot to stack the picnic basket in and room for the all-important (at my age) foldable chairs, it’s easy to work on with that huge bonnet lifting up to reveal the motor and front suspension and as a bonus has that beautiful typical British timber dash with attractive gauges.

It took a little time to find one that was not full of rust in fact I managed to find one that had spent its early life in N.Z. and was kept in very original condition complete with hard top and soft top. It was imported to Western Australia about 15 years ago but had done very little mileage in WA. The body was also very straight with only very minor small dents collected over the years. The spare wheel still has the original factory fitted tyre.

The chassis and underbody was is if it had just driven out of the showroom, still with the original Green paint showing.

Its only downfall is the mechanicals, the car had only ever been owned by females and as a result it always looked pretty but was lacking some mechanical hands on treatment. [Wow Nigel you could be a lot of trouble here mate!! Ed.]

The first job was to tackle the noisy diff and very loose rear suspension. The diff noise turned out to be not as bad as first thought so with new bearings and a complete overhaul the job was done. New spring bushes, new shock absorbers and one wheel bearing and universal joints later the job was done. Unfortunately the tail shaft is of the new variety with one end a C.V. joint and the other end a U.J.

C.V. joints are not easy to replace and expensive so a new tail shaft complete with a sliding shaft out of the U.K. was a sensible outcome.

The Spitty is now on the road and looking magnificent

  • The Spitfire
    The Spitfire
  • The Spitfire
    The Spitfire

Travels Of The Campbell’s Vanguard    Return to TOP

Tue 01 September 2015
By Greg Campbell

In July Margaret and I finally got to mix with other members whilst actually driving a Vanguard. I must say that the visit to Quirindi appeared to be a great success and we were amazed at who attended and from where you all travelled. We were also pleased that our car met with approval as most knew of its history.

Since purchasing the car from Alan and Sue I spent a fair amount of time getting the brakes done, I eventually gave up trying to bleed them so off it went to Kings Brakes in Tamworth and they did new linings, machined the drums, replaced the wheel cylinders and sent me on my way, I now never have to worry about the brakes again (Famous last words) hopefully. I only had to do a few other minor repairs and I was ready to go.

Our first trip was to the Truck Drivers Memorial in Tamworth for a “Biggest Morning Tea” with Tamworth Vintage Car Club (TVCC) and others and then to Bendemeer Hotel for lunch. The Moonbi range was a test and we had a little rest half way up to cool down.

Over the June long weekend we attended the North West Rally at Moree travelling there with 5 other members of TVCC. This rally covers Vintage Car Clubs from Tamworth, Gunnedah, Narrabri, Moree and Inverell and it rotates around the towns each year. At Moree there were 38 cars entered and we enjoyed good weather and great company.
We were the only Vanguard at the Rally and the only ‘pink’ car. I nearly got ‘Best Unrestored’ prize but was pipped out by a HD Holden that was immaculate and original. Our car ran well on the way over but again got a bit hot on the way due to higher speeds but it cooled down when we travelled through Narrabri at 50km/h so we slowed down to 50 mph for the rest of the trip. The weekend saw us travel 419 miles without too much grief. I took the radiator out when we got home and had it ‘rodded’ out, should have done it earlier.

On Sunday 2/8/15 Warwick and Meredith Budd took up positions in the back seat and we headed to Bingara for the annual “Five Way Meet”, this meet virtually covers any car enthusiast on the Northern Slopes and you can see Vintage, Sports, Modified and Custom cars on display. Another 198 miles covered.

Our ‘Vanguard effort Triumphed over 600 miles keeping up the Standard’. Do I get ‘points’ for this?

  • The Campbell’s Vanguard...
    The Campbell’s Vanguard...
  • MMargaret and Greg with Meredith and Warwick.
    MMargaret and Greg with Meredith and Warwick.

A Report From Region C Rep    Return to TOP

Sat 01 August 2015
Things have been a bit quiet car club wise over the last few months but retired life still keeps us busy. On the car front things are fairly good.

The Frog (Phase 2 Vanguard) continues to travel well after the new motor, although it did have a small water drip from the back end of the head gasket. Not sure why this happened but removed head, re- checked the cylinder lip gap (all OK) so replaced the gasket with a composite style gasket noting that it had to be re-tensioned a couple of times and all seems good now. Also finally replaced the exhaust system which has certainly helped. As you know the engine was rebuilt with a rebuild kit from Bare and Co. It was a pleasure to catch up with Alan Bare at the Fergie muster at Bendemeer and swap a few stories about our respective fathers who were both involved with Standard Cars and BFE back in the 50’s and 60’s.

Gnomeo (Standard 8) now has a new water pump but time has overtaken and it is still not back on the road. It will not start, seems to have all the normal requisites to start (spark. fuel etc) - could be that the fuel has gone off. That will be next to check!

Cracker (the TR4) is going well & had a good trip to Quirindi. We will not talk about the spark plug lead that jumped out of the distributor cap after it had been lent to Region B Rep in an attempt to help him sort out a distributor problem in his 2000 – but it still went OK on 5 - at least kept up with Malcolm Gow in his Vanguard 6 ute travelling home!

Finally some work has started on my 52 ute but it will be a slow process. Eldest son has motor and gear box at his place for checking/rebuilding and work on body etc will start some time.

The TR2 might be finding a new home (I give up on that one). More news later.

It is also good that we have had two new members in our region join the club. By way of introduction I would like to provide a little bit of information in regard to them so that we can make them welcome when we meet. The new members are:

• Stephen Day from Revesby who is in the process of getting his Phase 2, 1954 Vanguard mobile. He is hoping to have the car on the road this year and is looking forward to attending one/some of our events. I did say to him do not let a lack of Vanguard stop him coming to any event – Stephen, bring a modern plus photos. By the way – well done on having a Phase 2 – a brilliant looking car!

• Michael Rawlins from Mosman who is the proud owner of a Triumph Stag. Michael, who is from the UK and has some interesting stories to tell, was going to put the Stag on club rego but has opted for road rego so that he can get more use out of this lovely car. Unfortunately, for us not Michael, he has gone back to the UK for a short visit and will return too late to come to Forster, but he is looking forward to meeting up with us.

Welcome to you both and we hope that you have as much enjoyment from being a member as we do.

Pam and I look forward to seeing some of you (as many as possible) at Forster for our Get-together.

That’s it for me – still leading in the Vanguard

Vic Lewis


From The Archives    Return to TOP

Wed 01 July 2015
Story by: Warwick Budd
The Vanguard name has been put to many uses in the past. No less than 8 British warships have been commissioned with that name since 1586. The battleship HMS Vanguard was launched in 1944 and gave the inspiration for the new car which Standard released a few years later.

Some lesser known Australian examples have been discovered. In 1928 a company in Melbourne were making flexible couplings for cars and trucks in the days before uni-joints were developed. Perhaps more remarkable is the Vanguard lathe which was marketed by William Crosby & Co in 1923. This is the same family company which assembled and distributed Vanguard cars before the change of name to become AMI in 1958.

  • Vanguard Service
    Vanguard Service
  • Vanguard Lathes
    Vanguard Lathes

National Motoring Heritage Day    Return to TOP

Mon 01 June 2015
Story by: Elwyn Jordan
May 17 was, of course, National Motoring Heritage Day - a day when car clubs all over the country put on displays. My local club joins in with the Shoalhaven club (and others) and puts on a display at Berry. This is always a great day and one of the highlights of my motoring year. So I was looking forward to participating in that again this year.

However, a couple of days before, my dodgy old back decided to play up: very painful and quite debilitating. So I didn't think it wise to attempt to drive to Berry. Maybe if it was automatic, it would be okay, but lifting my leg for gear-changes etc upsets my back when it's like this. So I was not happy Jan! (And I whinged enough to Jan to let her know too!).
But there was also a display at the Motorlife museum in Dapto, which was listed as an optional venue for our club. So, dosed up with the appropriate medication, I decided to go there.

There were about 40 cars there - some from as far away as Gosford. It was quite a good display, with early model Valiants and Studebakers being particularly well-represented; along with a few big American cars, like Desoto and Chevrolet etc. My car was, however, the only Triumph in attendance: and there were no Standards of any sort. So I wore my club hat and put the club banner on the windscreen – to fly the Standard Triumph colours: a representative of one!

The people were very friendly people - including the staff / volunteers from the museum – and it ended up being quite a good day. One of the museum volunteers was giving people rides in his 1937 Austin, which was interesting. So I went on a pleasant trip from the museum out to the end of Wongawilli and back.

I was disappointed to miss out on going to Berry, but it still ended up being a good day.

  • National Motoring Heritage Day - NATIONAL MOTORING HERITAGE DAY.jpg

Region B... On The Grapevine    Return to TOP

Wed 01 April 2015
Apologies, this report was due last month however the life of this Regional Rep is hectic and at some times chaotic!

I recently rang a few members and had a chin wag. As the boundaries have changed and if you are in the new Region B expect a phone call from your Regional Rep in the near future.

Update on David & Denise Kelvin's Stag... As the motor has been rebuilt testing has been done by short outings locally. The bodywork is an ongoing project and David & Denise look forward to attending club events in the future. David also mentioned that Arthur Broadley's Triumph 2000 was having issues with an intermittent miss when cold. After testing the electronic ignition it was found to be faulty. The problem was solved when it was converted back to the original points system.

I had a long enjoyable chat with John Snape who informed me of a tragic event regarding his recently sold Vanguard 6 sedan. The new owner was storing it in his shed which burnt to the ground with the Vanguard inside. RIP.

Noel Lilienthal sold his Mayflower which will be relocated to Sydney.

Greg Dell is restoring an early 1955 Phase 3 Bellmouth Vanguard. The bodywork, motor and suspension is complete and he is in the process of rebuilding the gearbox. Greg also has acquired a Swallow Doretti which had been housed in a shed for the past 43 years. Good acquisition! We look forward to seeing these vehicles at future club outings.

New members Greg and Margaret Campbell from Armidale have purchased Alan McMillan's Phase 1 Vanguard. (Previously known as the Panther). Greg is currently in the process of doing some small repairs to get it approved for Club registration. It will be good to see it on the road instead of inside the shed at the Forest.

Steve Wills


A Report From Region C Rep    Return to TOP

Wed 01 April 2015
Firstly, let me give you a little bit of an update about things Lewis vehicles. As some would know things have not been exactly smooth sailing in this regard and whilst not all of my doing it certainly has been interesting:

• Gnomeo (Standard 8) did a water pump at the Sydney end of the M1/F3 whilst on our way to CarNivale in Sydney on Australia Day and was unceremoniously table topped off to the nearest drop off point and rescued later the following week.

• With help of youngest son went back home and took Cracker (TR4/5) to CarNivale. Just as we arrived at the Domain assembly area the blinkers stopped working. So what, you say!! Well after receiving advice (and agreeing) from fellow participants it was agreed that it probably was a fuse and would fix it when we got to our assigned location. Ah Ha, partly correct, but said fuse also belonged to the twin radiator fans – whilst the days were not that hot we had a boiling time!!

• What about the Frog. News is pretty good. The motor has now been rebuilt utilising the engine rebuild kit from Bare & Co, head done with new valves (modified Ferguson 35 or 65 valves) and eventually a second head gasket (of the composite type). We took it to the Fergie Muster at Bendemeer and although the day of the trip up was extremely hot we made it there and back with the temp gauge only causing concern once.

That great Phase 1 Vanguard of Malcolm Gow has recently found a new home having been sold to another member, John Graham. We know that this very special car will be in good hands and look forward to seeing it again at some of our outings.

We have also recently had some new members residing in our region join the club. Although I know that Alan and Sue have welcomed them it is my pleasure to introduce them to you and express our hope that they can enjoy fun, fellowship and STCC cars with us in the future. These folk are:

• Taren Summers and Anna Kricker of North Balgowlah who I understand now have the Triumph Gloria that belonged to Taren’s Dad, Michael, who was a great member of the club before he passed away. Taren may remember coming to the Lewis residence to look at the blue (faded) 52 ute some years back to use on the farm - you will be pleased to know that some work has finally started.

• Ian and Sue Mackay of Kelso met club members at Bathurst during the Hill End weekend. Ian is brother of Ralph McKay, a fellow member, and has a very original Vanguard 6 utility on which Ian is working to get it back on the road. We look forward to seeing the ute at one of our outings.

• Robert and Maureen Cooper of Maraylya are friends of Bill Stewart and recently acquired Noel Lilienthal’s very nice Mayflower. Robert is yet to pick the car up due to a health scare but is planning to get it in the near future. It is good to see this car stay with a club member and I am sure that Bill will be a willing helper, if required, in tending to the car.

Welcome to you all !

That’s it from me – leading with the Vanguard

Vic Lewis


A Very Happy Birthday - Issue# 111, Nov 2014    Return to TOP

Sat 01 November 2014
Recently Alan received an email from Mr David Bell. His father was about to celebrate his 80th birthday and as he had once owned a Mayflower David thought it would be nice if a club member could turn up in one as a birthday surprise.

Bill Stewart was happy to oblige.

  • bday1.jpg
  • bday2.jpg
  • A Very Happy Birthday - Issue# 111, Nov 2014 - bday1.jpg
  • A Very Happy Birthday - Issue# 111, Nov 2014 - bday2.jpg