Heart of England Classic Transport Club
On Sunday 25th July, I went to Bulkington WMC to visit the Heart of England Classic Transport Club. It was absolutely brilliant to see so many classics and so many characters who are passionate about their cars. There was a variety of motors and it was good to see so many people popping by to see the cars and discuss the history of the motors.
The club meet on a regular basis at the Griffin Inn on Coventry Road in Bedworth and everybody is welcome.
The dates of the upcoming meets are as follows
1900 – 2230 on the following Tuesdays 27th July, 10th August & 24th August 2010.
1130 – 1500 on the following Sundays 12th September, 10th October, 14th November & 12th December 2010.
If you’re in the area or you’re looking for an interesting trip out, pop in to the above meets, you’ll be made welcome and you’ll meet some real characters.
Pictures to be uploaded shortly.
Dawn
The History of Vauxhall Motors
Alexander Wilson founded the Vauxhall Iron Works, in what became the Vauxhall district of London in 1857. Probably not that he would have created one of the most successful European car and commercial vehicle manufacturers of the twentieth century and beyond.
The company was renamed the Vauxhall Ironworks Company Ltd in 1897, when a single cylinder 5hp petrol engine was developed to power a river launch called Jabberwock. Others had already attached such motors to vehicles and so Vauxhall joined in the experiment, producing their first car in 1903, powered by the same single cylinder 5hp engine. The first impressions were good and a sporty looking 6hp two seater followed in 1904.
A forward thinking Luton Council was encouraging new industry into their town and by 1905, London was already congested, so as Vauxhall were after more room, they moved to Luton and the company restructured as “The Vauxhall and West Hydraulic Company”, with the car making separated out as Vauxhall Motors Ltd.
To read the full publication please click here.
The History of the Mini
An engineer with the British Motor Corporation (BMC) in the 1950s had a dream that a small car would be put outside the house of every working person. The car that Alec Issigonis designed eventually stood outside everything from a palace to a hovel. With a limited budget, he often sketched engineering plans on the back of envelopes, Issigonis and his team worked against the clock to get the car into production. Sir Alec died in 1988, but his car lives on.
The Mini was attractive to both tuners and racers. Leading this group was John Cooper. In 1959 and 1960 he was the World Champion Formula One racing car constructor and had had personal success in his 500cc special. Cooper felt strongly enough to go to the chairman of BMC, to ask if he could build a run of four seater GTs, after a brief meeting the chairman said ‘yes, go away and do it’.
To read the full publication please click here.
The History of Aston Martin
The Aston Martin is the English alternative to the Bugati and Ferrari. The company was founded in 1913 by mechanical engineer Robert Bamford and wealthy Lionel Martin. The two had met in 1905 as members of a cycling club and progressed during the Edwardian era to classic trials and hill climbs using the Singer sports car. Bamford thought he could improve the car, and soon began to build cars which took the Aston Martin name (from Martin’s exploits at the Aston Clinton hill climb in Buckinghamshire).
However, the partnership was not to last and Martin bought out Bamford in 1922. Soon the company being asked for replicas, but being English, they didn’t like to make a profit from their friends and the firm nearly went bust in 1925. It was saved by Lord Charnwood and Hon. John Benson, who appointed Italian born Augustus Cesari Bertelli as Managing Director.
The company built the Ulster between 1934 and 1935 which had an in line 4 cylinder 1495cc, single overhead camshaft which featured an advanced dry sump engine. It produced 80bhp at 5250rpm, had a top speed of 100mph, and named after the Ulster TT road race. The Ulster was the best performing of the pre war Astons.
Following the war, many manufacturers were suffering financial difficulties. David Brown (famous for tractors) acquired Aston Martin in 1947 for £20,500, and in 1948, purchased Lagonda for £52,000.
The publication is available only within the members area.
The History of Jaguar Cars
Jaguar began in 1922; originally as Swallow and Blackpool, Lancashire seemed an unpromising launch platform for a car that became as inspirational as it did.
In the years that followed the end of World War 1, Sir William Lyons, then known as Bill, appeared to be a young motorcycle sidecar manufacturer with delusions of grandeur. He was ambitious to move up to cars, and in 1927, he used his Swallow Sidecar workers coach building skills to make bodies for Austin Sevens, giving them a status, they scarcely deserved.
Nevertheless, to the posh Brooklands crowd, even after the factory moved to Coventry, the Swallows and their successors the SS1 and SS2 were a bit indifferent. They were derided for having a long bonnet and feeble engine, and enthusiasts who may not have known any better, refused to be taken in by cosmetic tricks such as two-tone paint and a low roofline.
They believed it was impossible to build a good car cheaply, and unaware that Lyons achieved it by keeping a tight control on unnecessary expenditure rather than skimping on production or materials. As well as having a gift for how a car should look, Lyons drove a hard bargain with suppliers and costs were kept ruthlessly low.
The publications covering 1922 to 2009 are available in the members area on Classic Motor History.
The History of Singer Cars
The company was established by George Singer in Coventry to make bicycles in 1875.
Singer made their first four wheel car in 1905. It was made under licence from Lea-Francis and had a 3 cylinder 1400 cc engine.
In 1911 the first big seller appeared with the 1100cc ‘Ten’ with Singer’s own engine. The use of their own power plants spread through the range until by the outbreak of the World War I all models except the low-volume 3.3 litre 20hp were so equipped.
Singer stopped building motorcycles at the outbreak of the First World War. As with most companies, the factory was devoted to producing war materials, and profits soared and for the first time since introducing cars to the range, the company were in a healthy financial state.
The range continued in a complex manner using developments of the OHC ‘Junior’ engine first with the ‘Nine’, the 14/6 and the sporty 1.5 litre known as the ‘Le Mans’ in 1933.
Singer plants again produced a wide variety of arms and aero equipment during World War 2, but financially the company was not in good shape at the end of the war, and maintained a limited product line.
In 1948 the all new ‘SM1500’ with independent front suspension and a separate chassis was announced, which was based on American styling.
Despite the Hunter’s success, Singer never recovered from the events of the 1930s, and in 1955 was in danger of closing its doors as banks refused to lend more money. Ignoring the fate of others who had done the same, the Singer brand was absorbed into the Rootes Group whose brands largely sold badge engineered versions of each other’s cars.
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Research update
Good morning everyone.
I thought I would keep you informed of the research that I am currently looking at and hoping to publish soon as some are in the final stages.
For the truck enthusiasts, we have Albion and Thornycroft nearing completion.
For the motorcycle enthusiasts, we have BSA, Indian, Moto Guzzi, Ariel, Brough Superior, Velocette, and Vincent HRD.
For the car enthusiasts, we have Singer Cars, Jaguar and the infamous AC Cobra.
I am trying to get these completed as quickly as possible for you all to read. If you have any suggestions on what motor you would like to see researched next, drop me an email, and I’ll add it to the top of the list.
I would also like to thank the many people around the world, who have been viewing and publishing the articles that I have written, it’s good to know that there are so many of you out there that have an interest in classic motors.
Thanks very much and I’ll be back soon with the next publication.
Dawn
