Issue 133 - Autumn 2013 ut & thrus - Sunbeam Rapier · leasing ﬁnite details in this issue of C&T. I shouldn’t hold out any hope however, that this will become the reintroduction

ut & thrusut & thrus

The Magazine of the Sunbeam Rapier Owners ClubThe Magazine of the Sunbeam Rapier Owners Club

Issue 133 - Autumn 2013Issue 133 - Autumn 2013

I tell you, it was THAT BIG !

NATIONAL RALLY RESULTS

NATIONAL RALLY RESULTS

Chaiman’s Chat No 5 - Autumn 2013Chaiman’s Chat No 5 - Autumn 2013

Would readers please note that their contributions to Cut & Thrust should now be sent to Ron Atherton.

As I pen this ‘Chat’ approaching the copy date for the autumn C&T, we are still looking ahead to our revitalised National Weekend at Bodicote. Planning is in its final stages and I am looking forward to an exciting event, which I hope will be en-dorsed by a substantial member turnout.

Remember, this will coincide with the celebration of 50 years of the introduction of the Series IV in 1963. In 2008, our last national, at Blenheim Palace mine was the sole Series IV there. I hope we get a much bet-ter representation this time!

As most of you will now know, there was an announcement by the Chancellor in the spring budget that he has extended the VED exemption for cars built in 1973. This will be for vehicles manufactured between 1 January 1973 and 31st December 1973 and will take effect from 1 April 2014. Glen will be checking his records for chassis numbers this affects for Fastback models and re-leasing finite details in this issue of C&T.

I shouldn’t hold out any hope however, that this will become the reintroduction of the rolling VED exemption we all hope for. Further clues as to why, was printed in the June – 203 edition of Classics Month-ly, whereby an interview held in 2006

between their editor Gary Stretton and Lord Montague of Beaulieu, who was a leading lobbyist for rolling exemption to be introduced, stated that DVLA statistics clearly showed a trajectory of owner-ship by vehicle age as bumping along the bottom of a graph and from 1973 to the early 1980s, it showed a massive jump in numbers, indicating the revenue collected would be an enormous loss to the Gov’t.

However, declining numbers of cars built in 1973 in the intervened years has obviously reached a stage whereby it is now costing too much in revenue administration than is actu-ally collected in VED. Hence the revised cut-off date.

This is a no win situation actually. If we let cars of the mid 70’s go to that big car

park in the sky, more exemption will be granted in due course. Whereas our ‘raison d’être’ must be to keep extant cars going. It’s self-defeating!

Still, very good news for Fastback owners of 1973 vintage.

In the same issue of Classics Monthly, we got a ‘plug’ for Cut & Thrust in a new feature this magazine is running by focussing on club magazines. Our policy

in 1973 in the intervened years has obviously reached a stage whereby it is now costing too much in revenue administration than is actu-ally collected in VED. Hence the revised cut-off date.

This is a no win situation actually. If we let cars of the mid 70’s go to that big car

Cut & Thrust Cut & Thrust 22

of providing a complimentary copy to all journals editors certainly pays dividends. They depicted our spring issue with a mention of the new remanufactured Boot hinges. The sales of which, by the way, are very encouraging and justifies our deci-sion to have them remade in my view.

My recent debacle of fuel pump issues (hopefully documented elsewhere in the next issue) has highlighted the prob-lem with poor quality remanufactured spares available these days. It is a growing problem. Pete Wormald presented a new supposed Lockheed brake master cylinder at a committee meeting last September, which someone had bought via a major Rootes parts supplier. To all intents and purposes you would have thought it to be the genuine article – pressed logo brand-ing on the canister etc. However, it proved to be a ‘dud’ as the rubber seal did not ‘mate’ within the piston. It turned out to be a Chinese copy purporting to be genu-ine Lockheed. So beware of what you are buying these days. It’s a jungle out there!

Unfortunately there is little or no QI on manufactured items with trialling of products alongside car manufacturer’s specifications. This is something Stag owners have experienced for years. Hence the establishment of a Club Tooling Fund (whereby each member has one share in the company) who work with major UK manufacturers in the remanufacture of obsolete parts which meet original BL specs so that they are a perfect fit for pur-pose. If a club with around 4000 members can run such a scheme, I am amazed that the group membership of ARCC clubs

with their archive of drawings cannot set up a similar scheme for major Rootes products across Audax or Arrow based models. A missed opportunity perhaps? Admittedly the SOC did create the scheme when they had a built up a big reserve of funds. Nevertheless I feel sure each club would be prepared to contribute something towards a pot for tooling and remanufacture…after all, haven’t we just done that with Boot hinges?

Talking of which, I wish to thank the many members both in the UK and Aus-tralia who have supported the club and its initiative by investing in the remanufac-ture of hinges and handles etc., by making so many purchases thus far. Sales have been very encouraging and the money will be reinvested in future remanufacture of obsolete items as soon as we are able.

Let’s hope that the current spell of tra-ditional summer weather continues well into the autumn. I am personally looking forward to this year’s club trip to the Isle of Wight, organized by Barry Blake.

I am awaiting news of a photo shoot I have been asked to participate in with my Rapier, which is scheduled to be featured in Classic & Sports Car magazine, no less. A rare honour for Rapiers to feature in such an exalted journal, which usu-ally encompasses exotica. As soon as I have news of when it is scheduled to be published I will try and get news out to you all – hopefully in C&T (deadlines permitting)

Derek

33Autumn 2013Autumn 2013

Robin Ballard Somerset No carNeil Beamont Essex No carRodney Bolton Essex Sereis IRex Clarke Lincolnshire Series IIIDavid Croucher ? No carVincent France Cumbria Series VRoland Gibson Staffordshire No carPeter Macheta Oxfordshire No carStuart McFadyen Stirlingshire Fastback H120Didier Mignery France Fastback RapierDavid Peacock ? No carPeter Ryter Netherlands No carDerek Stevens South Australia Series IIIaPeter Thomas Hampshire Series IIPeter Tyrell West Sussex No car

Webmasters: Roger Hembury and Glen Mason

.uk

ContentsContents

Chairman’s Chat Number 5 Derek Athey 2Welcome to New Members 4Classic Pictures Number 1 John Mahon 5Po�ed Personali�es Number 3 Neil Lamond 6Bristol Show Jason Salmons 9Rapier 2013, the Na�onal Rally of 2013 Ron Atherton 10A Day Out with Dave Colin Tait 20Rapier Series Model Door Handle Fi�ng Derek Athey 22Workshop - Oils and Ally Heads etc. Mike Langley 25SROC Services, Local Area Reps and Your Commi�ee 29 to 31


Here is the first of our series of pictures of Rapiers in memorable se�ngs. It wassent in by John Mahon and shows loco number 49395 hauling what appears to be a rake of ex-LMS coaches. John said that his Series III was wai�ng to cross the levelcrossing at Irwell Vale on the East Lancashire Railway in October last year.

The actual picture is shown below, but if that modern lamp post is erased from the picture as shown above (with the aid of Adobe Photoshop) then it could be a scene straight out of the late 1950s.

To sooth the brows of those who like to know these things, 49395 was the BR number, but the loco was first used by the London and North Western Railway. Itwas designed by C J Bowen Cooke and the 0-8-0 configura�on included a flangelesspair of driving wheels at the third axle. The low tender line enabled the unit to run tender-first as shown here. Perhaps of greater interest to some would be that John’sSeries III Rapier shown here appears to be an original moonstone and powder blue 1494 cc in very nice condi�on.

49395 has appeared at various loca�ons but here it was on duty atthe East Lancashire Railway, part of the Bury Trabnsport Museum in Greater Manchester.


POTTED PERSONALITIES

Neil Lamond - TreasurerSo this is my opportunity to tell you all about myself! I understand most people like talking about themselves, so I have agreed to give it a go. As we are a club dedicated to older forms of transport I have included a few nods to them in this piece.

I was born in the late 1940s in Streatham, South Lon-don. My mother had transport in her blood as her mother (Nan) had been a “clippie” on the early trams and her father worked all his life for London Trans-port Underground. Mum and Dad pushed me up to Streatham

High Road to see this last tram run through the town.

We soon moved north of the river and settled in Harrow, visiting the aforementioned “Nan” on what I quaintly called the “Nanny Bus” which ran from Edgware Station. This photo is exactly as I remember the scene, one of the buses in this photo is preserved at Brook-lands (TD95).

In the late 1950s we went on holiday to Swanage in Dorset and on a trip to Poole this photo on the next page was taken of our family on top of a bus getting ready to head back via Sandbanks. Amazingly I spotted this photo for sale amongst postcards about 25 years later. We are only small in the picture and that is me looking over the edge of the bus on the left.

Trolleybuses still ran close by and we often travelled on these, they were large by the

TDs at Edgeware station


standards of the day and accelerated silently and swiftly away from stops. By the time I was at secondary school they were being scrapped at a depot in Colindale and my friends and I used to go and climb all over them at weekends, remov-ing whatever bits we felt were best liberated back to our houses. My parents had their first car by now, it was a

1936 Standard 10.

Enough of buses though, as soon as I was old enough I took driving lessons. They came mostly cour-tesy of a small local driving school for which I cleaned their cars in exchange for the lessons. I passed on an Austin A40, and then started driving my mothers Fiat 600 (a bigger version of the then 500 and now a re-born shape on our roads). I rapidly went through cars in this early driving period and bought a 2.4 Jaguar at

the age of 19. I never took a photo of this car but have mocked one up below with my original registration. My car was the same blue with red leather interior and I loved it. Four months into ownership it was writ-ten off by a Brent Council van that came straight out of a side road in front of me.

I won’t brag about its

Trolley buses at Colindale

Left: Jaguar Mk 1


replacement as it was a Ford Popular, how this great manufacturer produced 3 speed cars with windscreen wipers that went slower the faster you went, I’ll never know. But I did go on to buy a Mk2 Zephyr 6 convertible, cream and red. I had a Phillips 45 record player in it, how cool was that combination? Well in truth a bit more rocker than the mod styling of the clothes I wore but hey-ho you create your own image. I understand the pressure on the needle was something like 14 lbs in order to keep it from jumping!

After a year or so the Zephyr was sold as rust became a problem and I bought – wait for it – my IIIA convertible 775POO. I was 22 by now. I kept the Rapier on the road for a few years but rust was also creeping into what was an otherwise very sound and lovely example. I was working for NCR at this stage and my career was going well and I was given a company car (Ford Escort Mk1), so POO was saved from be-ing sold on and instead stored in my garage with the promise of a makeover. At this time the word “makeover” was not in my vocabulary and neither was the phrase “classic car” coined. The work got under way and in the process of speaking to people I came across David Parrott, he talked about forming a club which I said I was “up for” (another phrase not in use then, so I must have used other words), but as the say the rest is history.

I left NCR and started a business with a friend selling the new thing then “plain paper pho-tocopiers.” We sold that company in 1980 and I became a director for the buy-out company, in turn this was bought by Pana-sonic in 1994 and I became a General Manager for them until being offered a “compromise agreement” in 2004 when I became a director of a small leasing company. I stopped full time work in 2009 but now do a lot of vol-untary community work. I am even in prison every week but that’s another story.

Neil Lamond


This year our club stand was the opposite of 2012 with 2 series cars on diplay and no fastbacks. Martin Bowden was due to have his car on the stand but technical issues meant he had to pull out unfortunately and of course my own H120 is still not quite finished!

Anyway we had Rosemary Pye & Ron Watson join us on the club stand, both with Series 4 Rapiers and both with very different histories. Rosemary has ownedher car since new in 1964 and along with her husband who was showing his rather lovely DB6 on the Aston Martin club stand, which he has also owned from new, must be part of a very exclu-sive club! Ron on the other hand has not

owned his car quite as long but it has recently undergone a full restoration and had various people enquiring if it might be for sale. Attendance was strong over the weekend, no doubt helped by the reasonably good weather and on the Sunday a consider-able number of additional cars were parked outside, their owners having taken part in drive it day finishing atthe show. We seem to have laid regular claim to the corner stand at the show and over the weekend we agreed that next year we would be able to display 3, maybe even 4 cars and still leave room for the public to access the stand.

Jason Salmons

Bristol show



Rapier 2013 - the nATIONAL RALLY NATIONAL RALLY 2013

It has been five long years since the last National Rally. In 2008, 42 cars and around 80 people enjoyed brilliant weather in a display that formed part of Andrew Greenwood’s larger classic car show, and many others people visited our area too. At that time we had around 330 members, about 100 more than today, so numbers were expected to be down on 2008. Theweather in 2013 had been very good lead-ing up to the show, with temperatures in the low 30s at times, but by the time of our rally some rain was forecast, and sure enough it did interrupt some of the setting up.

All was ready however, for our big week-end and the events began with a scenic drive around the lanes of Oxfordshire and Warwickshire. For most the rain held offuntil the participants reached the lunch

stop at the Wharf Inn in Fenny Comp-ton.

The Winter edition of this magazine will feature some of your photos of the run, and any other pictures from the National that you care to send in, so get them to us soon.

It was a wet afternoon as the cars visitedthe Archive Centre, where the crews had the pleasure of meeting Barrie “Whizzo” Williams, the famous and very successful racing driver who also drives the splendid Ecurie Ecosse Com-mer transporter on occasion. It was still lashing down as the cars made their way back to Bodicote, where those who had booked a meal at the Horse and Jockey, a local pub, made their way there to enjoy a fine meal. The conversationlevels were high as members met old

The two Ex-President’s cars. That of Reg Guy is on the le�, and David Parrot’s oldmount, recently restored to phenominal condi�n by Peter Wormald, is to the right


1111Summer 2013Summer 2013

Rapier 2013 - the nATIONAL RALLY friends and made new ones, so the quiz that Glen Mason had organised was left for another occasion. It was still raining, and it continued well into the night.

Sunday morning dawned bright and clear, and the day turned out to be really nice. The first event that day was the driving tests, set out in the arena. Eight cars tried the course, which laid the em-phasis on driving skill rather than tim-ing, and two of the competitors stood out with superb performances. They were Mark Reader with his Fastback and David Angel with his Series car. David scored a remarkably low penalties score of 4, but was narrowly beaten by Mark’s score of only 2 to win him the winner’s certificate. Many people took advantage of the sandwich van that had positioned itself on site, and then it was time for the concours judging.

The old Masterclass trophies had been retired to the archives during the year and two spanking new trophies were on offer, each one dedicated to one of our two past Presidents, David Parrott for the Series Trophy and Reg Guy for the Fastback one. There were no separate class awards this year, but the Heritage Trophy, presented to us by Norton Insur-ance, was awarded at this rally to the best ‘featured’ car, which was the Series IV, celebrating as it was the 50th year since it first appeared

on the market. The last award in this series was the Commuter Cup, presented to the owner of the car that had proved via successive MoT certificates that it had covered the greatest mileage during the past year. There were then five ‘presidents’ awards, which were presented by Ron Atherton, our current President, for what he considered the most interesting cars at the rally.

Our special guests at the rally were Barrie ‘Whizzo’ Williams, who had been to the Archive Centre on the previous day, and Brian Bayliss, a prominent figure in the Sunbeam Club of New Zealand. Both gave a fascinating address before the presentations and were appreciated by all at the show.One of the inter-esting facts that Brian relayed to us during the weekend was

Special Guests

Barrie ‘Whizzo’ Williams (above)

Brian Bayliss (le�)


NATIONAL RALLY 2013

that he had imported a Fastback from the UK and found it needed some work. Upon stripping the front valance he discovered that it had been patched up with newspa-per! When carefully peeled off it revealed advertisements for ladies of ill repute from Manchester in 2005. Considering that they may have been by now past their prime he declined the temptation to call any of them. He also recalled the time when Rosemary Smith visited NZ and used an Imp to perambulate a race circuit there.

On this and further pages are pictures of the weekend’s ac�vi�es. Prominent on Saturday was the Scenic Run, organised by Glen Mason and Nick Harrison.

Below we see the flag being waved by Derek Athey to start the run.

To the right are a couple of fastbacks driving through a wooded scene

The Fastbacks line up at Bodicote ...and John Lockyer arrives in the ex-Reg Guy compe��on car. John is the present owner and is keeping the car in splendid condi�on.

In the marquee: On the bo�om of the next page we see Nick Harrison at the sales desk for Regalia, while on the far right is Derek Athey about to make a sale of the bright metal parts that have recently been made for the SROC.


PhotographsPhotographs

Below: One of the stops on the Scenic Run. Here the Series cars are lined up at the mid point stop.

Above: ...and here they are at the Rootes Archive Centre in Banbury

Gordon Jarvis and ‘Whizzo’ Williams talking with David Atherton about his car troubles. He had no leads! It transpired that a lubrica�on problem meant that his No 1 big end had run dry and failed during the Scenic Run.


NATIONAL RALLY 2013

General PicturesGeneral Pictures

Le�: The start.

Right: Rally Control

The Driving Tests

1 - Mark Reader (Score -2)

2 - David Angel(Score -4)

3 - Gordon Jarvis(Score -40)

12 3

Le�: Some exo�c cars at the show.

Top: A TVR Chimera

Bo�om: A Hillman Imp

Below: Brian Bayliss tells the story


StatisticsStatistics

The End !

Above le�: The new induc�on manifold and Weber carbure�or kit developed by the Sunbeam Alpine Club and on show at the Na�onal Rally. It will be suitable for some Rapiers and the full kit will retail for around £650. It has already been installed in one Rapier with extremely good results. Full details in the next C+T.

Those at the Rally over the weekend...

Series I and II 0 (6) Fastback Alpine 0 (2)

Series III and IIIa 11* (8**) Fastback Rapier 5 (5)

Series IV 5 (2) Fastback H120 5 (5)

Series V 4 (6) Total Rapiers 30 (30)

*Includes 6 conver�bles (**5) Total people 73 (80)

In brackets - A�endacies at last Na�onal Rally at Blenheim Palace in 2008.


NATIONAL RALLY 2013

WinnersWinners

Above and le�: The David Parrot Memorial Cup for Series cars was presented to PETER WORMALD for his fantas�c restora�on of WRV 529, David’s own car when he was alive. Not to be outdone, Pete also won the Reg Guy Memorial Cup for the best Fastback at the show.

Le�: New member BERNARD COOMBES won the Heritage Trophy for the best Series IV on the 50th anniversary of their introduc�on in 1963.

Le� and right: STEVEN STREET won the Commuter’s Cup and also received a replica for the Meech Shield which he won at the recent AGM.

Best in Show


Right: Brian Bayliss presents one of the five ‘President’s Cer�ficates’ to NEIL LAMOND

the president’s choice

The owner of OVO 490 R receives his award.

Le�: The owner of GYC 670 D shows us his cer�ficate.

Right: John Welham gets his award for CNU 986 G

Below: MARK READER with his winners cer�ficate for the Driving Tests in NAD 77 F

Le�: The driver of Aus�n Cambridge 7963 LJ admires his cer�ficate

Each of the above winners also recieved a special SROC rose�e

President’s Choice



PreservingThe pastFor the future

Become a Friend of the Trust from as little as £15 per annum

TrusteesAndrew McAdam- Singer Owners ClubJames Spencer- Clan Owners + Imp ClubsBob Allen - Imp ClubGordon Jarvis-Avenger & Sunbeam OwnersMatt Ollman- Sunbeam Alpine ClubGavin StewartGraham Vickery-Sunbeam Tiger Owners Club

Patrons: Lord Rootes, T.D. Rootesand W.B. Rootes

Rootes Archive Centre Trust, Units G151-4, Cherwell Business Village, Southam Road,Banbury, Oxon. OX16 2SP, UK

Visits by appointment pleaseContact James Spencer 07785 253403

[email protected]


restaurant patio, overlooking the beach.

Back they came & sorted Dave out for driving the car, being accompanied by the cameraman (front) & sound recordist (back seat)…at this stage I managed to get a couple of photos before they left. I was still help-ing to load up ‘kit’ into the other cars, before heading back into Sunderland to join them.They performed a short ‘gig’ somewhere in the new town centre then re-appeared to load up & eventually head off to the next lo-cation. No real crowds had formed as really everyone was taken by surprise & nothing had been publiced anyway.

Our next, & final location for that day was Penshaw Monument, a Folly based on the Greek Parthenon & built on a very promi-nent hill with great views of the local area …..no pit heaps !!! Built on Lord Lambton’s Estate – just outside Sunderland heading to Chester-Le-Street and according to local legend /folklore the unusual ‘ridges’ that go completely round the hill were caused by the Lambton Worm (or as we Geordies pro-nounce it ‘the Lamp’n warm‘), which a young Lord Lambton had fished out of the river Wear & wrapped itself round this hill. Young Lambton of course killed this ‘warm’ ‘that was mighty queer’ and is one of the north-east’s great ditties & legends! Always open to the public & is very popular despite the ‘hike up’…the ‘blackened’ structure had been cleaned up a few years ago. Anyway, back to the story. Dave took off with camera & soundman & we eventually met up at the monument car parking area. It was now after 6pm with the sun dropping on a lovely backdrop of some local fields, some

It was either the summer of ’90 or’91 when I was still living /working in Sunderlandthat I received a phone call from a work col-league asking if I was interested in hiring out one of my classic cars to his friend (ex. schoolfriend) Dave for a small photo shoot sometime this week…….as well as my Rapier BBK I also had a lovely old ’34 Ply-mouth 4dr. Sedan (a real gangster style car in twotone soft greens with twin sidemounts & the ‘usual’ whitewalls) and was asked to present them asap for viewing. It was great summer period at the time so when we rolled up the following early evening (at his seafront hotel) with both cars. It was a lovely balmy night, with great light showing off the Plymouth, & BBK with the roof down (naturally) & both all polished up.

BBK was chosen as the hire car, and the guy to drive her was none other than Dave Stewart !

He was making a small musical video featuring a nostalgic look at various ‘inter-esting’ locations of where he grew up….£60 was agreed and I was to deliver BBK (roof down, weather permitting) the next day……weather was brilliant, & from the hotel (at Roker seafront) we headed off, 2/3 car-loads of people & music/film equipment to South Shields and the well known Marsden Rock/Cliffs…of which below the cliff top are a number of ex. ‘smugglers’s caves with a (popular) restaurant built into one many years previously. I had to remain on the cliff-top car park to watch the cars while they all headed down in the ‘internal’ elevator with drum kit/guitars/filming equip etc…..and performed a short ‘gig’ down below on the

A Day out with Dave - By Colin TaitA Day out with Dave - By Colin Tait

restaurant patio, overlooking the beach.

Back they came & sorted Dave out for driving the car, being accompanied by the cameraman (front) & sound recordist (back seat)…at this stage I managed to get a couple of photos before they left. I was still help-ing to load up ‘kit’ into the other cars, before heading back into Sunderland to join them.They performed a short ‘gig’ somewhere in the new town centre then re-appeared to load up & eventually head off to the next lo-cation. No real crowds had formed as really everyone was taken by surprise & nothing had been publiced anyway.

Our next, & final location for that day was Penshaw Monument, a Folly based on the Greek Parthenon & built on a very promi-nent hill with great views of the local area …..no pit heaps !!! Built on Lord Lambton’s Estate – just outside Sunderland heading to Chester-Le-Street and according to local legend /folklore the unusual ‘ridges’ that go completely round the hill were caused by the Lambton Worm (or as we Geordies pro-nounce it ‘the Lamp’n warm‘), which a young Lord Lambton had fished out of the river Wear & wrapped itself round this hill. Young Lambton of course killed this ‘warm’ ‘that was mighty queer’ and is one of the north-east’s great ditties & legends! Always open to the public & is very popular despite the ‘hike up’…the ‘blackened’ structure had been cleaned up a few years ago. Anyway, back to the story. Dave took off with camera & soundman & we eventually met up at the monument car parking area. It was now after 6pm with the sun dropping on a lovely backdrop of some local fields, some

It was either the summer of ’90 or’91 when I was still living /working in Sunderlandthat I received a phone call from a work col-league asking if I was interested in hiring out one of my classic cars to his friend (ex. schoolfriend) Dave for a small photo shoot sometime this week…….as well as my Rapier BBK I also had a lovely old ’34 Ply-mouth 4dr. Sedan (a real gangster style car in twotone soft greens with twin sidemounts & the ‘usual’ whitewalls) and was asked to present them asap for viewing. It was great summer period at the time so when we rolled up the following early evening (at his seafront hotel) with both cars. It was a lovely balmy night, with great light showing off the Plymouth, & BBK with the roof down (naturally) & both all polished up.

BBK was chosen as the hire car, and the guy to drive her was none other than Dave Stewart !

He was making a small musical video featuring a nostalgic look at various ‘inter-esting’ locations of where he grew up….£60 was agreed and I was to deliver BBK (roof down, weather permitting) the next day……weather was brilliant, & from the hotel (at Roker seafront) we headed off, 2/3 car-loads of people & music/film equipment to South Shields and the well known Marsden Rock/Cliffs…of which below the cliff top are a number of ex. ‘smugglers’s caves with a (popular) restaurant built into one many years previously. I had to remain on the cliff-top car park to watch the cars while they all headed down in the ‘internal’ elevator with drum kit/guitars/filming equip etc…..and performed a short ‘gig’ down below on the

A Day out with Dave - By Colin TaitA Day out with Dave - By Colin TaitA Day out with Dave - By Colin TaitA Day out with Dave - By Colin TaitA Day out with Dave - By Colin TaitA Day out with Dave - By Colin TaitA Day out with Dave - By Colin Tait


with yellow flowering oil seed rape. The gear was unloaded & taken up the hill where they filmed another short ‘gig’ on the ‘sun-setting’ side of the hill. Some of the crew came back earlier than Dave & the others, & I was told that BBK was not needed any more.

My car was only needed for the one day

as they were shooting further afield in the northeast over the next few days.

So that was it……..a day out with Dave, to remember!........I took the photo of BBK & the monument, shortly after I left the crew…….nb: the ‘correct year’ o/riders were fitted later when I could find some !

I never got to see the video………but years later (been down here since ’92, & moved both cars down in’93) I got to know that Dave had been in touch with his friend wanting to hire BBK again, but alas ‘for him!’ she was down here.

with yellow flowering oil seed rape. The gear was unloaded & taken up the hill where they filmed another short ‘gig’ on the ‘sun-setting’ side of the hill. Some of the crew came back earlier than Dave & the others, & I was told that BBK was not needed any more.

My car was only needed for the one day

as they were shooting further afield in the northeast over the next few days.

So that was it……..a day out with Dave, to remember!........I took the photo of BBK & the monument, shortly after I left the crew…….nb: the ‘correct year’ o/riders were fitted later when I could find some !



Pictures taken at the ‘Day out with Dave’


Since making available to the member-ship the stocks of remanufactured Series door handles, I have now personally had the opportunity of replacing my own on my Series IV model.

I thought I might share with you all some of the issues in the fittings of these new products.

The handles sets come with the outer han-dle, lock release button or plunger, retain-ing plated and set screws for same.

As these are hand made in small batches some of the threading for the two mount-ing screws of the handle-to-door skin and the retaining plate fixing screws may have burrs in the threading. So, the first thing you need to do is run a 2BA tap through the larger end holes and a 7BA tap thru the small fixing holes for the plate.

Next remove the door cards from the inside of the doors (refer to a Workshop Manual if you’ve not done this before). This will expose a hand sized hole in the

inner door skin in order to reach the 9mm nut holding the front leading end of outer handle. Remove nut. This may, or may not also remove the set screw with it. Either way remove what comes off.

Then remove the mushroom headed screw from the double-skinned outer door lip (partially hidden by the rubber door seal.)

The door handle now will simply lift off the door panel in a slightly upwards lift, to unhook the actuating lever from the door mechanism.

Be careful not to tear, or lose the mounting gasket with the old handle as you will need to re-use this on the new handle.

Now you can set about removing the springs and locks from the inside of the old handle. If, like mine, they have been removed in recent years you should not have any problem removing the 0BA set screws holding the retaining plate for the door lock barrel and spring. On the other hand, if it has been in situ for over 40 years

Rapier Series Model Door Handle FittingRapier Series Model Door Handle FittingTechnical Information from DEREK ATHEY

inner door skin in order to reach the 9mm

gasket with the old handle as you will need to re-use this on the new handle.

Now you can set about removing the springs and locks from the inside of the old handle. If, like mine, they have been removed in recent years you should not have any problem removing the 0BA set screws holding the retaining plate for the door lock barrel and spring. On the other hand, if it has been in situ for over 40 years

Old Rapier handle fixing end


them you may need to give it a soak in penetrating fluid and leave it for an hour to help remove the screws without snapping the heads off.Once you have removed the retaining plate offer it up to the new one in the kit. You may well see that the ‘U’ open end is some-what narrower than the existing plate. You have the choice of re-using the old plate (as I did) or, filing out the new plate in order for it to fit around the plunger. Make sure you make it wide enough not to foul the shaft of the barrel as this will destroy the outer chrome in time.

You will need to use your key to turn the operating arm thru 90 degrees to remove the release button/plunger to remove the barrel. Ensure you note how the spring is held when removing the lock barrel for re-assembly.

Clean up the barrel lock of old grease and re-oil to ensure smooth operation.

When you have the retaining plate re-moved, remove the set bolt from the end of then old plunger for re-use on the new one. If tight, again soak in penetrating oil. Avoid over zealous use of spanner other-wise you will snap off the head (as I did!) and you will need to find a new bolt. You

can leave the plunger in the handle when removing this set bolt as the inner engag-ing shoulder end of the plunger locks into a squared retaining lug which will give you ‘purchase’ on the spanner when removing.

Carefully lift off the spring and plunger, noting how they go back together.

Now for the fiddly bit. You will need to remove the small spring which holds the key flap in place. This has a central straight arm which engages into the spindle of the flap on the inside of the handle. Be very careful not to snap this off, as getting an-other one will be nigh-on impossible. Use a fine pointed nose pair of pliers or very small electrical screwdriver to prise out the spring.

The new key flap contained within the set may be not wide enough to allow the straight edge of the spring end to engage in the slot. Offer it up whilst off the new handle. If too tight, you will need to open this up with a very thin needle file. DO NOT USE A JUNIOR HACKSAW as this will possibly weaken the spindle and one half of the spindle could well snap off. You will then either have to use the old flap, or do without a key flap on the outside.

them you may need to give it a soak in

can leave the plunger in the handle when removing this set bolt as the inner engag-ing shoulder end of the plunger locks into a squared retaining lug which will give you ‘purchase’ on the spanner when removing.

Carefully lift off the spring and plunger, noting how they go back together.

Now for the fiddly bit. You will need to remove the small spring which holds the key flap in place. This has a central straight

Old Rapier handle lock fixing

Old Rapier snapped key flap spindle


Once prepared the new spindle of the key flap. Insert into place and set about tensioning the spring the pointed-nose pli-ers and small screwdriver the push down the end of the spring. This may take a few attempts. Be patient! Once inserted, make sure the spring arm goes right down to the bottom of the spindle as it must engage in the two opened up holes either side of the slit which hold the spring in place.

Now you can re-assemble the lock barrel, spring and retaining plate and actuating arm for the lock mechanism.

Check the operation of plunger button, lock, key and barrel and key flaps BE-FORE refitting to your car doors. Adjust as necessary, for smooth operation with-out any snagging or catching anywhere. Use grease where necessary.

If your old handle gaskets are beyond redemption, a good tip is to find an old cycle inner tube and cut it open length ways and lay your lock handle onto the flattened inner tube. Use a ball point pen or fine marker and then draw round the handle edge at both ends. Cut inner to

shape making holes where necessary on the mechanism end. Refit the door handle to re-engage the actuating rod of the inner mechanism by sliding the handle vertical downwards to then line up with holes in the door skin.

Use a little 3-in-1 oil on the set screw and nut on the leading end of handle and insert and tighten up whilst holding the handles on the outside of the door. (You cannot do this with the window down!!) Refit door cards and window winder, door handle etc.

Simples! Job done. Stand back and admire shininess of new sparkly handles.

Have a Gin & Tonic or cup of tea and use sticking plasters where necessary.

Derek Athey

Derek has susequently informed us that Ashwater (the manufacturers) have remod-elled the tooling for the plunger and key flap on the door handles to improve the opera-tion of the handle in use and also they have sourced springs for same which on future orders will be included in the sets.

(Ed)

Key flap spindle spring fixing lug


Cut & Cut & Sum-Sum-

WORKSHOPWORKSHOPHere is a general discussion (which seems to have originated in the USA) sent in by Mike Langley, on the merits of Rootes aluminium heads and the use of oils…Aluminium-headed Rapier, oil and valve gaps1) What oil do YOU run in your gearbox?

2) How do you set you set your valves? Dif-ferent literature seems to disagree. I have an old vintage 1960s workshop reference guide that says 0.30mm cold. However the handbook says 0.33mm hot. As far as I know, the difference between hot/cold valve gaps is only important in engines with aluminium pushrods, since these engines have steel pushrods that's not such an issue, so I set them to 0.30mm cold. However all of them were somewhat tighter, and now that they are set to 0.12mm cold the engine sounds very sewing-machine like. Since I never heard a Rapier engine before, I am not sure what they are supposed to sound like. I know a lot of old pushrod engines with no hydraulic followers DO sound very sewing-machine like, but some don't. So how do you set your valves? Hot or cold? And to what gap?

Also, another slight question. The 1960s workshop reference guide says engine oil in the tranny (that seems legit because I know old trannies sometimes used engine oil back when metallurgy was still not advancedenough to make synchros that are EP-com-patible), however, the overdrive unit manual says the o/d unit MUST use EP90. Since the o/d and the tranny share their oil supply what’s up with that?Jan Eyerman answers …Although I don't know my Rootes cars very well yet (I only had 3!), I DO know engines

in general, and especially running old en-gines in the modern world. This is because I always drive old cars, as normal every-day cars, that includes city traffic and long-haul. My daily car has over half a million miles on it, so you get to know what is important and what's not. Here is my take on all of this (not relating to the original question, but may be useful to people anyway). The whole ethanol thing is not really such a big issue really I don't think. The only real problem with ethanol is that it eats old-style rubber components and attacks some copper alloys. Specifically types of brass. However, this doesn't cause problems because the type of brass that it affects has not been used in fuel systems since...like...a very long time ago. Maybe cars that are like 100 years old or something had brass pipework but nothing newer. Brass alloys used inside carbs (jets, nozzles, needle seats etc) appear to be alco-hol-stable. The rubber issue is more promi-nent, but all it means is that you have to replace all rubber components (diaphragms, pipes, valves etc) with more modern alco-hol-stable materials. Besides, if something is NOT alcohol-stable, the chances are it’s over 20 or 30 or so years old and you would want to replace it just due to age. The whole valve seat/leaded gas thing is because of this: The choice of material for engines has been iron for most of their his-tory, and iron is reasonably soft. Iron is not sufficiently hard to be a good valve seating material, and tends to get hammered by the valves and deformed. However, it’s easier to cut the seat out of the substrate material than to fit hardened seats.


Cut & Thrust Cut & Thrust 27272626 Summer 2013Summer 2013

In the really olden days this was not a prob-lem because engines were very unreliable and had short service lives, so engines had to be overhauled really often. Engines just didnot live long enough between overhauls for this to be an issue. As engines got better and more reliable, coincidentally leaded gas was also invented. So although engines now could indeed live long enough to suffer the effects of valve seatproblems, this was not an issue because of leaded petrol. So engine manufacturers kept making valve seats by just cutting the iron substrate. When leaded petrol was banned, people started fitting hardened seats to iron heads,which were sufficiently hard to withstand thehammering of the valves without lead. However, aluminium heads are a differentmatter. Aluminium is really soft, far too softto make valve seats out of, even with lead, so all aluminium heads had valve seat inserts. However, it also expands a lot when hot, much more than steel or iron. So if you press iron inserts into an aluminium head, as soon as it gets hot the aluminium will expand much more than the iron, and it will fall out. So valve seats for aluminium heads must be made out of alloys which have a matched ex-pansion rate to aluminium. It coincidentally happens that those alloys are all also very hard, hard enough for lead-free work. Turning to oil leaks, under almost all condi-tions, Rootes 1390-1725 engines should not leak oil from the front of the crankshaft. Theusual cause of oil leaks there is a clogged/stuck PCV valve. The crankcase is gettingpressurized and the best route out is the at the front pulley. Try replacing the PCV valve or venting from valve cover to air cleaner (that is the way the 1969 and later engines

did it). (Editor’s note - Early Series cars vented their crankcase to atmosphere without a PCV (Positive Crankcase Ventilation) valve. Further help…Engine oil. I run 10/40 because a bottle of it came in the boot, but I wasn’t sure if it needs thicker oil being an old style engine. Most engines from the 1960s use 20/50 or 15/40.My engine leaks from the front pulley, but then again a lot of old engines leak a little, it does not bother me. People told me that the Rootes engines have NO oil seals at all at the front end of the crankshaft anyway, justreverse-thread slingers. Is this correct?(Yes – editor) One thing I know for sure though is that aluminium head engines never need lead additive, because it is metallurgically almost impossible to make an aluminium head engine with soft valve seats. 1962 Hillman Minx 1600cc, iron head, 15W40 (diesel engine oil) w/STP (for ZDDP) 1969 Sunbeam Alpine GT 1725 aluminium head.... 10W40 w/STP (again for ZDDP) Both cars get Alemite CD2 lead substitute in the petrol. It is important to always use the same brand of lead substitute as there are two different, non-mixable formulas out there.Supposedly the BEST lead substitute is "Redline 2000" (as the results from Practical Classics Magazine tests showed about 10-15 years ago). I always set my valves HOT us-ing the specs in the manual (which are in the .015 range). Why? That is the way my Dadalways did it (he built racing engines in the 1930s and 40s).

And from our own Series Spares Of-ficer, Mike Langley… Gearboxes - I guess it depends on the trans-


Cut & Thrust Cut & Thrust 27272626 Summer 2013Summer 2013

mission. There are two different 'flavours' of synchros it seems, some that need engine oil, and some that need EP oil. They are madeof different materials and work in differ-ent ways (well, slightly anyway). Like, it’s a binary choice, kind of like 6v vs 12v, petrol vs diesel or car vs boat. You either have one or the other, and they can't be interchanged. It seems a lot of people (including me on vari-ous occasions!) don't know which one they have, and due to the lack of general knowl-edge on this subject finding out is sometimeshard. There is a further sub-divide because someearly 'non-engine-oil' type transmissions get attacked by more modern formulas, so they have to use pre-GL4 or something like that, but for now lets ignore that fact as it makes it even more complicated, and just separate them into two species, engine-oil and non-engine-oil. The engine-oil type synchros were used bynon-German-influenced manufacturersup to, the 60s and 70s perhaps. Whereas most European manufacturers (which had German influences) switched to the moremodern design earlier which uses transmis-sion oil (as we know it today). The problem comes when manufacturersswitch mid-way through a production run. That seemed to happen with a lot of Britishmanufacturers. So early cars of a particu-lar type had engine-oil type transmissions, and later cars had EP-type transmissions, but… The problem seems to be especiallyconfusing on Rootes transmissions because the transmissions are mostly described as en-gine-oil transmissions. They have those stylesof synchros, suffer from bad synchroingwhen filled with tranny oil, and the instruc-tions tell you to put engine oil into them. So that would point to them being the older

style engine-oil trannies. BUT -They often have overdrive modulesfitted, which share their oil supply (is thiscorrect? Does the o/d share the trannies oil supply? (Yes – Editor)). Overdrive module literature exclusively says to use tranny oil, like the strain of EP80/90 that existed at the time? So as you can see, this is a contradiction. Unless the oil supplies of the o/d and the transmission are separated, this does not make sense.

I guess that it is about �me to consult theoriginal Rootes manuals to see what kind of oil we should be using. Rootes tended to recommend Shell oils but it’s the GRADE that counts, and in the UK the following would normally apply:

Series engines - 20/20 unigrade or 10/30 mul�grade. (Worn engines might bebe�er with 20/50 mul�grade - Ed)

Fastback engines - 20W/50 or 20W

Series Gearboxes with or without overdrives - Unigrade 30 (The same oil serves the two units and if your overdrive stops working check your oil level first)

Fastbacks - Shell Super motor oil, which is probably about the same as the Series requirement.

At no �me do Rootes specify transmissionoil for any of the Rapiers.

Series Rear AxleSpiral Bevel - 140 EP(EP = Extreme Pressure)Hypoid - 90 EP Fastbacks 90 EP

(Editor)


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SROC ServicesMembership Subscription Rates

Full members £23 Add £2 for family mem-bership. A portion of the annual subscription is directly allocated to the appropriate spares fund. Associate membership £20 (For those without Rapiers)

Back IssuesBack issues of Cut & Thrust are available from Ron Atherton at £1 plus postage each. Original copies of some early issues are no longer available but photocopies can be supplied on request, contact Ron for further details.

Parts DepartmentThe SROC has a policy of making as many spares as possible available to members at sensible prices. The prices for parts pub-lished on the spares lists circulated from time to time by the Parts Secretaries, are those applicable to non-members. Members will be able to purchase parts at a discount to these published prices: as a general rule 30% less, but some items will be offered at a greater discount. Members should check availability and prices with the respective Parts Secretaries before ordering, when the discounted prices will be confirmed to them,

subject to confirmation that their member-ship has not lapsed. All parts supplied are new or new ‘old stock’. We have a small supply of second hand parts that we may offer if no new alternative is available, but liabilities for these parts are waived, the sale being regarded as between members with no SROC involvement. There is no published list of these items and members should contact the Parts Secretaries with their specific requirements. Please also contact us if you are aware of any spares for sale, or know of alternative parts that also fit our models. Similarly, if you have experience of a firm who are prepared to remake parts please let us know.

List of Rapiers for Sale and WantedThese are now carried on the Club web site www.sunbeamrapier.co.uk. If you don’t have access to the internet contact Glen Mason by letter or ‘phone requesting a printout of cars available and enclosing an 8” x 4” SAE.

For Sale and WantedAdverts are accepted in Cut & Thrust via the Editor, accompanied by a cheque cov-ering any costs (See rates below...)

ADVERTISING RATESFor one issue of Cut and Thrust Members Non-membersRapiers for disposal Free FreeCars for sale (up to 60 words) Free £3Cars for sale (up to 120 words) £3 £6With photograph add £5 for each photo Same as membersParts for sale or wanted Free FreeTrade advertising rates for one issue...Quarter page £10 £12Half page £15 £20Full page (A5) £35 £40Enclosed leaflet or brochure A5 £30 £30For special requirements please contact the Editor20% discount for four consective issues or more on above rates.


Area 1 - SOUTH-WEST - (Cornwall & Devon) - Malcolm Fletcher: 10 Great Furlong, Bishopsteignton, Teignmouth, Devon. TQ14 9TU. : 001626 779284 Email: [email protected] 2 - WEST - (Somerset, Wiltshire and Bristol) - Jason Salmonds: ‘Meadowside’, Chilthorne Domer, Yeovil, Somerset. BA22 8RE. : 01935 840889 Email: [email protected] 3 - SOUTH - (Hants, Isle of Wight, Dorset, Berks, Surrey & W. Susex - David Atherton 26 Elgar Road, Southampton. SO19 0JH. : 0750 2222 497 Email: [email protected] 4 - SOUTH-EAST - (East Sussex & Kent) - VacantArea 5 - GREATER LONDON) - (Inside the M25) - Mike Langley: 183 Michael Cliffe House, Skinner Street, London EC1R 0LN. : 07956 165937. Email: [email protected] 6 - COTSWOLDS - (Hereford, Worcestershire, Glos. & Oxford) - Tim Sutton: Dawn Cottage, Purrants Lane, Leafield, Oxon. OX29 9PN. : 01829 770762. Email [email protected] 7 - CHILTERNS - (Herts, Beds and Bucks) - Ron Atherton: ‘Sunbeams’, 92 Totternhoe Road, Eaton Bray, Beds. LU6 2BD : 01525 221943 Email: [email protected] 8 - EAST ANGLIA - (Norfolk, Suffolk and Essex) - Mike Biddulph: Granary House, High Street, Bildeston, Ipswich, Suffolk. IP7 7EF : 01449 740547. Email: [email protected] 9 - EAST MIDLANDS - (Leic, Rutland, Northants & Cambs.) Ken Sparkes: 3 Cooks Lane, Sawtry, Cambridgeshire. PE28 5XQ : 01487 830633 Email: [email protected] 10 - NORTH MIDLANDS - (Derbys & Notts) - As area 9 but parts of Derbys: Steven Street, Ladywood Farm, Ladywood Road, Dale Abbey, Ilkston, DE7 4PT : 01159 328370 Email: [email protected] 11 - WEST MIDLANDS - (S. Staffs, Birmingham & Coventry areas) - Peter Wormald: 4 Sheridan Close, Rugby, Warickshire. CV22 5RL :01788 815513 Email: [email protected] 12-NORTH-WEST-(N.Staffs, Cheshire, G.Manchester, Merseyside & Lancs)-Jim Minshull 117 The Fairway, New Moston, Manchester. M40 3WT :0161 681 7260 Email: [email protected] 13 - NORTH - (Yorkshire and Lincolnshire) - John O’Keefe 18 Cambrian Way, Holton-Le-Clay, Grimsby, Lincolnshire. DN36 5DE : 01472 591636 Email: [email protected] 14 - NORTH & NORTH-EAST - (Cumbria, Durham & Northumberland) - VacantArea 15 - WALES - (All Welsh areas) - VacantArea 16 - SCOTLAND - (All Scottish areas) - VacantArea 17 - ULSTER - (All Northern Irish areas) - Garry Skeath 94 Armaloughey Road, Ballygawley, County Tyrone. BT70 2LG :028 8556 8343 Email: [email protected] 18 - EIRE - (All irish Republic areas) - VacantArea 19 - OVERSEAS - (The rest of the World) - Ian Mockford (Western Australia) 28 Clivedon Way, Karrinyup, Perth, Western Australia. :61 98447 5781 Email: [email protected]

Your Local Area RepresentativeYour Local Area Representative


President and Magazine Editor: RON ATHERTON,‘Sunbeams’,92 Totternhoe Road, Eaton Bray, Beds. LU6 2BD. : 01525 221943 Emails [email protected] [email protected]: TIM SUTTON, Dawn Cottage, Purrants Lane, Leafield, Oxon. OX29 9PN. : 01993 878471 Email [email protected], Press Officer and Series Registrar: DEREK ATHEY, 7 Kennedy Way, Dunkeswell, Honiton, Devon, EX14 4XG. : 01404 891086 Emails [email protected] [email protected] [email protected], General Secretary and Fastback Registrar: GLEN MASON, 80 Bradley Road, Trowbridge, Wilts. BA14 0RB. : 01225 777771. Emails [email protected] [email protected] [email protected]: NEIL LAMOND, 6 Letchfield, Ley Hill, Chesham, Bucks. HP5 3QU. : 01494 774996. Email [email protected] Secretaries: RUTH & JIM McPHILLIPS, 7 Barnfield, Tattenhall, Chester, CH3 9HE. : 01829 770762. Email [email protected]

Series Spares Secretary MIKE LANGLEY, 183 Michael Cliffe House, Skinner Street, London EC1R 0LN : 07956 165937 Email [email protected]

ARCC/ Archive Centre representative and Regalia Officer. NICK HARRISON, 25 Elton Road, Banbury, Oxon. OX16 9TN : 01295 256069 Emails [email protected] [email protected] Advisor and Archive Officer: PETER WORMALD, 4 Sheridan Close, Rugby, Warks, CV22 5RL. : 01788 815513 Emails [email protected] [email protected]: ROGER HEMBURY. Email [email protected]

Vacancies: Fastback Spares Officer and Competition Secretary.

IMPORTANT NOTE! All of the email addresses on these two pages have been changed to [email protected]. to identify the function. They will be redirected by the Webmaster to the individuals concerned.

Area 1 - SOUTH-WEST - (Cornwall & Devon) - Malcolm Fletcher: 10 Great Furlong, Bishopsteignton, Teignmouth, Devon. TQ14 9TU. : 001626 779284 Email: [email protected] 2 - WEST - (Somerset, Wiltshire and Bristol) - Jason Salmonds: ‘Meadowside’, Chilthorne Domer, Yeovil, Somerset. BA22 8RE. : 01935 840889 Email: [email protected] 3 - SOUTH - (Hants, Isle of Wight, Dorset, Berks, Surrey & W. Susex - David Atherton 26 Elgar Road, Southampton. SO19 0JH. : 0750 2222 497 Email: [email protected] 4 - SOUTH-EAST - (East Sussex & Kent) - VacantArea 5 - GREATER LONDON) - (Inside the M25) - Mike Langley: 183 Michael Cliffe House, Skinner Street, London EC1R 0LN. : 07956 165937. Email: [email protected] 6 - COTSWOLDS - (Hereford, Worcestershire, Glos. & Oxford) - Tim Sutton: Dawn Cottage, Purrants Lane, Leafield, Oxon. OX29 9PN. : 01829 770762. Email [email protected] 7 - CHILTERNS - (Herts, Beds and Bucks) - Ron Atherton: ‘Sunbeams’, 92 Totternhoe Road, Eaton Bray, Beds. LU6 2BD : 01525 221943 Email: [email protected] 8 - EAST ANGLIA - (Norfolk, Suffolk and Essex) - Mike Biddulph: Granary House, High Street, Bildeston, Ipswich, Suffolk. IP7 7EF : 01449 740547. Email: [email protected] 9 - EAST MIDLANDS - (Leic, Rutland, Northants & Cambs.) Ken Sparkes: 3 Cooks Lane, Sawtry, Cambridgeshire. PE28 5XQ : 01487 830633 Email: [email protected] 10 - NORTH MIDLANDS - (Derbys & Notts) - As area 9 but parts of Derbys: Steven Street, Ladywood Farm, Ladywood Road, Dale Abbey, Ilkston, DE7 4PT : 01159 328370 Email: [email protected] 11 - WEST MIDLANDS - (S. Staffs, Birmingham & Coventry areas) - Peter Wormald: 4 Sheridan Close, Rugby, Warickshire. CV22 5RL :01788 815513 Email: [email protected] 12-NORTH-WEST-(N.Staffs, Cheshire, G.Manchester, Merseyside & Lancs)-Jim Minshull 117 The Fairway, New Moston, Manchester. M40 3WT :0161 681 7260 Email: [email protected] 13 - NORTH - (Yorkshire and Lincolnshire) - John O’Keefe 18 Cambrian Way, Holton-Le-Clay, Grimsby, Lincolnshire. DN36 5DE : 01472 591636 Email: [email protected] 14 - NORTH & NORTH-EAST - (Cumbria, Durham & Northumberland) - VacantArea 15 - WALES - (All Welsh areas) - VacantArea 16 - SCOTLAND - (All Scottish areas) - VacantArea 17 - ULSTER - (All Northern Irish areas) - Garry Skeath 94 Armaloughey Road, Ballygawley, County Tyrone. BT70 2LG :028 8556 8343 Email: [email protected] 18 - EIRE - (All irish Republic areas) - VacantArea 19 - OVERSEAS - (The rest of the World) - Ian Mockford (Western Australia) 28 Clivedon Way, Karrinyup, Perth, Western Australia. :61 98447 5781 Email: [email protected]

Your CommitteeYour Committee


Documents

Issue 133 - Autumn 2013 ut & thrus - Sunbeam Rapier · leasing ﬁnite details in this issue of C&T. I shouldn’t hold out any hope however, that this will become the reintroduction