The magazine for vehicle enthusiasts Classic - Collectable - Unusual - Interesting www.nncvc.org.

uk
Issue 24 Winter 2012/13

CENTRAL GARAGE
BEHIND THE TOWN CLOCK SHERINGHAM
General service & repair of all makes

A REAL PUB SERVING REAL FOOD TO REAL PEOPLE Pool Room and Darts

M.O.T. Testing

BRAKING-CLUTCHES-EXHAUSTS RADIATORS-TIMING BELTS WINDSCREENS TYRES-FREE FITTING ELECTRONIC WHEEL BALANCING PUNCTURES FOUR WHEEL ALIGNMENT
(large selection of tyres in stock)

M.O.T. Testing Station

Air Conditioning Service and Repairs Retail Motor Industry Auto Electrical Federation Engine Analyser Breakdown Recovery

www.villageinnwestrunton.com

LARGE MODERN WORKSHOP 49 HIGH STREET, SHERINGHAM TEL/FAX: 01263 823168

Chairmans Report

ere we are having said goodbye to another superb club year and already looking forward to 2013. Your committee have worked tirelessly during the past year and put on a great number of events. Most of these were very well supported though some less well attended. Not that the less well attended events were low key - some were spectacular in their own right. During 2012 the weather seemed to be against a number of events with some favourites being washed out, let us hope this year will be a drier one. Knowing the amount of effort which goes into setting up events I can sympathise with the dilemma which faced organisers. I had had several last year say come along no worries if they get stuck we have a big tractor to extricate them. I had to point out that most of our motors have no sensible point to attach a rope without the great possibility of damage. Actually check what it says about your modern car for towing out of mud apparently towing eyes which look pretty good are not suitable for such recovery. Suddenly the thought of a rope round a front bumper leaves me rather cold. We had a reasonable response to the club questionnaire and Bob Smith has been busy analysing the replies. This very worthwhile project will help us plan the future of the club and enable the spirit of Fun, Friendship and Drive to continue and grow. Elsewhere in this magazine you will find more details.

Sheringham and are a good night out. Our end of Season Festive Lunch was held in late November at The Links Country Park Hotel West Runton. where 75 of us enjoyed an excellent meal and a very pleasant few hours in the company of other members and giving us an opportunity to meet both new friends and and cement older friendships. At our Festive lunch we held a raffle in aid of the local Foodbanks which raised 108 With the help of Secretary Roys friend at wholesalers Bookers we were able to purchase much needed foodstuffs to the value of 186. Do look out for our 6th Birthday Bash on 24th March which is likely to be held at The Links Country Park Hotel as they are able to cater for the expected numbers. Finally I and my fellow officers and committee members wish you and your families a Happy, Healthy and Prosperous 2013.

. Important dates for 2013

AGM Monday 18th February

6th Birthday Bash Sunday 24th March

The committee have reviewed the results of the questionnaire and some the suggestions will be taken on board as soon as practical.
We could do with a couple of new faces on the committee, initially as ordinary members though taking a position in due course would not be out of the question nor would it be obligatory. Meetings are generally held once a month

St Georges Day Run Sunday 21st April Show n Shine Monday 22nd July Summer Fair and Show Sunday 1st September Trafalgar Day Run Sunday 20th October

Geoff

on a Monday night in or around

Secretarys Report
We have ended our sixth year with your
Clubs membership increasing to 220 The Committee must be doing something right as the membership has increased year by year. However we are not complacent and our questuionnaire was designed to tell us what you like about the club and what, if you have any, your dislikes. Our aim is to deliver the good experience in all that we do. We are grateful to those that took the time to reply If we have failed in anyway let us know.- even the smallest niggle - we will not mind. My thanks to all those members who stepped up to the plate to help during the year especially at the big club events- St Georges Day Run, Show n Shine and Classic Vehicle Show & Summer Fair. Things did not always go according to plan but we will learn from our mistakes for the future. So far this year you have helped raise over 8,000 for Help For Heroes, East Anglian Air Ambulance and many others. You will I hope be pleased to hear that we have secured the use of the facilities of Sheringham Golf Club for our evening meetings for the forseable future.

In this magazine you will find some more important information from the Federation of British Historic Vehicle Clubs to which we belong. Do look at their website www.fbhvc.org.uk My thanks to every one who have contributed articles for our magazines.This issue has been delayed so that we could let you see the results of our survey. However I need some more articles for the next issue - so now is the time to put pen to paper or e mail. Articles with or without pictures to gwroybeckley@gmail.com The Club Wall calendar which starts on 1st February is now being distributed to members.Whilst we have tried to have this as accurate as possible it is important you check the regular newsletters for alterations and updates Also in this issue is the notice of the Annual General Meeting and the Accounts for the year ending31st December.2012 Subscriptions are now due and have been held at 20( 10 for under 25s) Please send a cheque payable to NNCVC to Rex Chipp 64 Howell Road , Drayton , Norwich NR8 6BU

Roy Front Cover - A small section of the 130 vehicles which lined up at the 2012 Show n Shine night
Magazine

Committee Contacts
Chairman Vice Chairman Secretary Treasurer/Membership Events Geoff Jones Christine Sparrow Roy Beckley Rex Chipp Graham Gibbins 01263 860676 01603 781917 01263 837619 01603 788726 01263 826042

Editor - roybeckley@aol.com or gwroybeckley@gmail.com Design and layout - Marc Wilford Printed by Cheverton Printers, Cromer

Disclaimer:
Please note that although every care is taken, the North Norfolk Classic Vehicle Club (The Club) accepts no responsibility for the return of photographs or other material submitted from contributors. Care is aken to ensure that the contents of all our publications are accurate but the club cannot accept responsibility for any errors that may occur for the statements or views that occur editorially. Whilst care is taken when accepting advertisements, if in doubt readers should make their own enquiries. The Club cannot accept any responsibility for any resulting unsatisfactory transactions. Nor shall the club be liable for loss damage or injury to any person or property acting

on information contained in the Club Magazine or any other Club Publication or the Club Web site. The Club will however, investigate any written complaints which they receive.

and no suggestions forthcoming. A couple of possible positions were explored but ruled out because I wanted to keep the By weight centralised and low for Brian Thompson. stability. The only option was to tip the car up and cut out the floor and create recesses for two small ollowing the Club visit to interconnected tanks. This kept see progress on my Vortex the weight low and in the centre three wheeler build I thought an update would be a good idea. My but their combined capacity was only about 4 1/2-5 gallons so a previous Vortex article appeared in the magazine way back in 2009 smaller tank was added next to the engine to bring storage up to and declared the car would be about 7 1/2 gallons. Because the finished next year! As I write this we are at the tail end of 2012 Vortex will be using a Triumph motorcycle engine a gravity and guess what? Its not finished feed to the carbs was felt to be yet! the best option so a very small header tank was created. An A quick recap may be in order. electric pump will continuously The Vortex was started in 2007 as a two year project and has been fill this tank to a certain level before overflowing back into the built using a set of American main tanks, with feed to the carbs plans to construct the plywood and glass fibre chassis. The shape being via two solenoid operated fuel taps, which shut when the of the body differs greatly from the plans to incorporate a curved ignition is off. In theory this should work fine provided the windscreen (more on that later) small pump can keep up with and lighting that will be legal demand at high revs, if not the in the UK. The combination of making my own design body and next size up will be fitted. having to ensure UK Motorcycle Single Vehicle Approval Another unforeseen problem (MSVA) requirements have been was due to the Vortex being an incorporated has meant a lot of American left hand drive design work, with the inevitable result of so there was not enough foot over all progress being slow. room to the right of the steering column when constructed with The Vortex plans didnt help in right hand drive. Room for the some respects, take the fuel tank throttle and brake pedals was for example. The plans mount created by moving the steering the fuel tank at the front in the rack over to the left and using a boot but in the same paragraph longer right hand and recommend not putting it there shorter left hand for safety reasons. Unfortunately track rod no alternative location is available 5

Vortex Trike.

extensions. What this will do to the steering geometry will have to be seen. Bump steer is a possibility but I reckon it will be fine.

dummy tail pipes to make it appear as though there are four exiting through the rear panel.

A new air box with a central intake had to be moulded from Due to the weight of the Vortex fibre glass to replace the bike one that had two side intakes. the MSVA inspection manual Flexible ducting connects the stipulates it has to have a new air box to a straight fibrereverse gear and this has been glass duct that picks up cool air achieved by using a reverse from ground level. Each flexible gearbox mounted in the final duct was made from fibreglass chain drive. It changes the direction of rotation and so you tape impregnated with sealant and wrapped around a mould end up with six reverse as well as forward gears! To actuate the and sprayed silver before it set. The split mould was then gearbox a plunger is depressed via a cable mechanism, which is removed from the inside and the actuated by a second handbrake ducts trimmed to size. lever to the right of the drivers The rear wheel mudguard had seat. All of which was very to be made from scratch as well tricky to incorporate. to get the desired close fit to the tyre. A wood and plaster buck The exhaust system was tailor was made of half the mudguard made to fit the space I had split along its length and from using the motor bike manifold, this two moulds were taken, which includes a balance pipe. which when bolted together I had bought various 1 1/2 formed a complete mould for tubes and bends from kit car shows for a few pounds and had the final mudguard lay-up some steel sheet from previous projects with which to make the An aluminium heater unit had silencers. The finished system to be made to fit the space is about the same length as available in the dashboard using the original bike exhaust but a Metro matrix and Allegro much lighter and cheaper. Each blower motor and home made silencer has a small expansion air distribution and mixer chamber followed by a straight valves. Around this was glued through section surrounded by expanded polyurethane foam, perforated steel sheet and fibre which was sanded to shape and glass sound insulation. Extra covered with three layers of silencing is built into each 4dia chopped strand mat and resin stainless steel tail pipe. to form the dashboard top. Four Also included are 2dia chromed exhaust trims a couple of were used for the dashboard air

vents to echo the four exhaust pipes on the rear deck. To aid entry to and exit from the drivers seat the Rover 214 steering column was heavily modified to make it adjustable up and down, with the motor bike instrument binnacle mounted to the column so that it moves with it. MSVA dictated the position of the rear reflectors, which had to be a certain distance apart. For vehicles with a single rear wheel, such as the Vortex, they could be mounted on the rear of the front mudguards, which is fine if it had any mudguards like the Morgan three wheeler but it hasnt. This led to the decision to make air vents behind each wheel arch specifically to house the reflectors. This proved to be a lot of extra work but the end result is both practical and pleasing to the eye.

Pilkingtons had the tooling for that as well. This year just before I was due to paint the Vortex I found out that they hadnt got the tooling for my windscreen, which was a bit of a blow. I had spent the last five years building a car around a windscreen that didnt exist! After talking the matter over with Peter Swann at Pilkingtons I decided to make a fibre glass former of the required windscreen shape and get tooling made by them. The total cost of tooling, a windscreen, two side windows and a rear window in green tinted glass with black borders is going to be about 2500, which is a lot of money but far quicker, cheaper and easier than building another car! Remember, never assume, check.

Another smaller problem I had to solve before painting the car was the chassis number. This The initial decision to use a is issued by the local DVLA curved windscreen to improve office and has to be stamped the look of the car when design- on the chassis wherein lies the ing the body has led to quite a problem. How do you stamp a big headache. The windscreen composite chassis? I applied to I used was originally the rear the local Norwich office for a screen of my Mirov, which had chassis number at the same time cracked during the build and requesting information on how was replaced with Lexan polyto permanently mark it on my carbonate sheet to save weight. chassis because it is not made of Pilkingtons had the original steel. After several weeks I got a tooling and made the Mirov phone call from a nice lady from front windscreen for me in 2002. Norwich DVLA telling me that In 2008 when I elected to use the my chassis number was in the original Mirov rear screen as a post and that it would have to be front screen in the Vortex I made permanently applied the mistake of assuming that to the chassis.

Unfortunately she had no clue as to how to achieve this in my particular case. I gave that matter some thought and hit on the idea of writing the number on my computer and printing it out then cutting it out and bonding it into one of the panels on the car and sealing it in with one layer of fibre glass cloth and resin. After a couple of experiments to check if the fibre glass would be transparent enough the number was duly bonded into the front panel under the boot lid. The result looks very good and is hopefully an acceptable solution. The number was masked off before the car was painted and now looks quite good although the appearance would have been improved if I had printed the back ground colour orange to match the paint work. I decided to paint the car myself by hand because a) I had never done it before, and b) it would be cheaper than getting it sprayed professionally. After talking to various people and surfing the internet I settled on using two pack polyurethane marine paint. I had already chosen to paint it orange and marine paint had only one option, namely a colour called Survival Orange. Could be a bit bright! Three coats of epoxy primer were applied by brush and rubbed

down. Three coats of orange followed but when they were rubbed down the appearance was a bit streaky, which was down to two factors. The first was the brush application and the second was forgetting to check the paint batch numbers with the result that the engine cover ended up a different shade to the rest of the car! The only course of action after much blue air was to buy more paint and rub the whole car down. All the different tins of paint were mixed together to get a consistent shade before the car was finished with four coats applied by mini roller. Small air bubbles were dealt with by waiting a few minutes, until the paint had formed a skin, and then going over the surface with a dry foam roller to burst them. With hindsight it would have been better to thin the paint to avoid the formation of bubbles and apply more, thinner coats. After allowing a few days for the paint to harden it was flatted with 500, then 1200 grit wet or dry paper followed by polishing compound applied by hand and machine. The result is acceptable with a few minor faults to be rectified before final polishing. Survival Orange proved to be a lovely shade and the end result was worth the effort. It was quite lucky that I decided to paint it myself because the money saved has had to be spent on getting the windscreen made! Final assembly is now taking place and should have been

pening today but the garageproved to be far too cold and so I retreated indoors into the warm to pen this latest episode to keep you up to date. Oh yes, one final thing, it will be finished next year!

Brian Some Images from Brians workshop

Torque Talk 6

ay back in the Spring you W were briefly subjected to the topic of car brochures

and advertising-. We would like to extend the item this time using a few examples from our archive. Most of us are reasonably happy (we hope) with the old vehicles we drive but it does no harm to look over the fence to see what else is available.We both have a liking for the commercial variants of our car an A30 ( 1956 803cc 2 door saloon) .the Morris Minor and other makes. Nevertheless we are content to proceed at the modest pace that an A30 of advancing years dictates. Other makes of car have many attractions and it is one of our favourites we shall use to start this article- the Jowett Javelin and Jupiter. Jowetts in general are very interesting motor cars, the more so because Ann was born and brought up in Bradford where they were built. We recently purchased a great little book concerning the marque the details of which are as follows; the titleA Jowett Album by Rod Ward. The book is similar to the excellent Shire series but in this instance published by Auto Review. Priced at 5.95p it did not break the bank The ISBN no. is 978-19000482-44-8 I will not attempt to precis the book but a comment in the introduction was 10 very

amusing. The author tells of a discussion with a friend where he muses why Jowett used horizontally opposed engines. His friend says Jowett came from Bradford =they were horizontally opposed to everything. They even built Jowetts upside down, just to be different.Apart from pulling Anns leg abut this it is perfectly true that the `Javelin model was built in a cradle that could be inverted for easier access to the underside of the vehicle. Nice quote though isnt it - at least to non Bradfordians!. In the text of the book are copies of some superb old advertisements for vehicles. The first two concern the Kestrel model of the 1930s A magnifying glass was needed to read to read it but the effort was worthwhile. It performs well and has an individuality about it that causes its owner to hang on to it for years and years and years. ( we dont know whether to feel depressed or proud of this!) Because of this individuality we shall never make cars for the million and, confidentially we dont want to.We are a specialised market and all the people who want a car with an endearing personality come to us sooner or later Heady Stuff! The next one of the same era says A friend writes that although he has had many other cars,never, until he got his Jowett Kestrel did he have the feeling of companionship Thats the best about Jowetts. Under conditions which would make many cars lie down and sulk, the Jowett remains steadfast,willing and cheerful. The

more you work it the better it likes it. Its a handsome car, too replete with every convenience Our car has had moments of sulks on occassion- we bet you have had similar experiences. Finally there is a one liner that we like. The 1.5 litre Jowett Javelin. Take a good look when it passes you Yes I think we will have one of those when the boat comes in( We wont sell the A30 though - shes part of the family.)

who is not an A30 owner is persuaded to take his Dad to his nearest Austin dealer . It all goes to prove there is very little that is completely new in this world.

Our last comment on the advertisement world of a few years back concerns our beloved British Seagull outboard motors. there are many adverts that use the paintings/scraper board work of well known marine artists. Apart from their obvious charm it is the You would not expect to have captions that make a grab for a contribution from us without your patriotic feelings. 1950s an Austin reference. That firm Morning orders for spares seemed to capitalise on excelaway the same day-always. lent one liners From 1934 1960s- But.....when all is said comes You buy a car- but you invest in an Austin From 1953 and done... there is nothing to equal Seagull....its perfectly Austin- you can depend on it simple Also from the 1960s and also from the 1950s Buy Be British Buy British Austin and be proud of it Finally from the 1970s Dependably Yours.. thats Seagull In our collection of DVDs we The brochures were in the same have two entirely about the Austin. Apart from the publicity idiom as were the handbooks supplied with the motors. films there are a number of adverts that would have been All the above seems to point used, we think, in cinemas. to a country that made things You will no doubt remember that the world wanted to buy. the fairly recent and very We have almost lost our manugood Vauxhall advertisement facturing base over the years concerning two small boys and are left with a feeling that talking as if they were adults with a bit more care the mood and the parents behaving like children. Very amusing .Austin depicted by the type of advert above could still be with us produced something very similar in the 1950s where two today. Wheel us back to the old lads discuss petrol consumption folks home before that closes! Bye for now! and performance of the A30 in what can best be described as adult terms. The second lad, Andrew & Ann

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How I became a VIP at the very exclusive Windsor Castle Concours event 7th -9th September 2012.
a concours event at Harewood House where we got over 700 cars a year attending, The plan was always to have one special theme car every year, the first year of my involvement it was a genuine Bond Aston Martin, quite a crowd puller, so what for the second year, I had always been my ambition to get hold of the Duke of Edinburghs Alvis TD21 which had been housed at Sandringham for decades, although it was never available in the past it seemed an ideal opportunity to ask for it again as the then Earl Harewood was Her Majestys cousin and therefore had considerable influence and was prepared to use it for his own event. That worked perfectly, it was arranged I collected the car the week before the event, easier said than done as the car had not moved a wheel in at least a couple of decades and the brakes were seized solid, not an inch of movement whatever we did, so it was dragged onto the trailer by winch and slid across the grass at Harewood by a band of helpers. 12 have been involved with Alvis I cars for more than 50 years and in my many guises I used to run

The car was well polished though and the visitors were unaware of its real mechanical condition, When I took it back to Sandringham I mentioned its very poor mechanical condition and what a pity it was so unloved and that I would be happy to put it back in running condition on the basis they paid for all the parts needed and I would provide the labour, on the proviso I could take it out from time to time to special events. That appealed to them as they thought the Duke would be pleased to see his car running again, I had the car for just over a year, not that it took that long to repair but I ran a tour to New Zealand in the middle of the restoration. They were pleased to have it back at Sandringham and I proudly drove it through the gates under its own power and it was soon shown to the Duke. It is a very special car as it was built to the Dukes specification and I believe is the only car in the Royal Collection now that was owned by the Duke and he did use it extensively for some years. I have had the car out of the museum on several occasions since, for International Alvis days and couple of years ago for the Alvis stand at the NEC classic car show. So now to Windsor. There had been a request at the beginning of 2012 for the Alvis to be exhibited at a concours event run by Octane magazine and to be held at Windsor Castle. Sandringham were not keen to let the car go as they had already been persuaded to send it and several other cars from

the museum to the Festival of Speed at Goodwood and understandably that was enough exposure for one year- after all the cars were there as part of the attractions of Sandringham. The Windsor Castle Concours of Elegance event was to be held on the 7-9 th of September. On Monday 3rd at around 8.00 am I got a phone call that Sandringham had agreed at the last minute to release the car for the show and could I get it there on the Thursday as that was the day all the cars in the concours were to parade and drive into the private quadrangle (known as The Upper Ward) of the castle in ceremonial convoy. There were 60 cars (one for each year of Her Majestys reign) all perfection; over half of them came from abroad with more than 20 from the USA. The central display was to be four Royal motor cars, Her Majestys 1949 Rolls Royce Phantom IV, the 1977 Diamond Jubilee Phantom, HRH the Prince of Wales Aston Martin DB6 Volante (the one used at the wedding last year) and now the Duke of Edinburghs 1961 Alvis TD21 together with two Ascot State Landaus. I am pretty good at changing my plans (I had to quickly cancel my plans to be at the NNVC event on the Saturday) but in this instance I could not make Thursdays procession up the Long Walk drive into the George IV gate, Friday was the first day of the event so it had to be Wednesday or nothing.It

was hastily arranged for me to get special permission so that I could drive (trailer) the car right through the Castle grounds entering though the King Henry VIII gate then through various courtyards and arches into the back entrance of the quadrangle, not an easy drive as the arches had little room for error and the whole area was full of tourists who, naturally seeing something different, congregated around the car taking pictures and no doubt wondering who I was. When we got into the quadrangle, a very private part of the Castle, there was just me and a few corgis plus a man brought in to rake over my tyre marks as I drove over the gravel, he did that both as I went in and when I went out. I arrived back on the first day Friday which was Owners and Special Guests day. a very grand affair. There were other events organised to run over the weekend, on Saturday it was the RAC Best of British Tour leaving Central London and arriving at Windsor at around 9.00 am this was a mix of British cars all privately owned apart from the RACs own Alvis 4.3 and all in superb condition especially selected by Octane Magazine one for each year of Her Majestys reign and they parked in lines outside the Keep, a similar event was organised for the following day that was called

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The EFG Octane Jubilee Tour of Elegance another 60 spectacular cars, as well as these cars a selection of car clubs had been invited to exhibit their cars and they did it in style. Rows of Aston Martins, Jaguars, Bentleys and I have never seen as many Ferraris in one place in my life there must have been at least 60 of them. The whole event was very up market having Octane magazine as the main sponsor with Bentley Motors as a very close second and various other companies/organisations involved as well. The general public could look at the cars in the Park for free but it cost to go into the central part of the display and it was expensive to do so, even the catalogue was 25. I am not sure if anyone ever figured out who we were but we got VIP tickets for everything including lunch each day at the Anton Mosimann restaurant .The Central Exhibit in the quadrangle was the most amazing collection of cars I had ever seen in my life, it must of cost their owners thousands of pounds to get the cars there and the total value of those 60 cars must have run into tens of millions of pounds and each car seemed to have a minder. It was invited guest only or if you were a participant in one of the tours you could pay 350 and get a pass to the Quadrangle, not unsurprisingly there were very few public in there and it was never crowded so

you could get as close as you wanted to the cars. The minders were pleased to talk about the cars, lift bonnets, open boots and doors, the ones that I was most impressed with were the 1925 Rolls Royce Phantom 1 with the unusual body even the boot was fully fitted with suit cases, totally impractical, the Daimler Double six which had the longest bonnet if have ever seen on a car. A Maharajas Rolls Royce that had a solid silver radiator. But every car was a delight to look at but so sad that more than half the cars were British but living in other countries. There is no doubt most had unlimited amounts money spent on them to bring them to such a high standard condition, Sunday afternoon at four oclock the event closed and the owners were invited to start their engines and drive their cars down the Long Walk in procession and within minutes they disappeared from view. I was the first car in and the last car out of the Quadrangle and it was so quiet and empty in there on our own as if it had all been a dream. An amazing event to be part of, I cannot believe it will ever take place again at quite the same level

Robin Bendall Some pictures from the Windsor Concours

15

Questionnaire November 2012

The Results.

s the club was now almost 6 years old the committee decided it was time to take stock of how the club was operating. The questionnaire was designed to receive comments on how the club was working and to garner information as to how it should move forward over the next 5 years. When filling in the questionnaire members were reminded that the club was originally formed as a social group for both genders who happened to have an interest in classic vehicles; it was not intended as a hard core motor club. The motto adopted was Fun Friendship and Drive and that classic meant a Classic, Unusual, Interesting or Collectable 77 questionnaires were returned (from a membership of 220) with most of the questions answered. This represents a 35% return which compares favourably with the general rule that about 33% of most questionnaires are returned. However a number of questions were left unanswered and this has been taken to mean that no particular preference was given. Members comments received on each section are summarised with a selection of replies to question 1

The Questions. 1.Does the club do what you want? Why did you join the club? To meet other classic car owners with similar interests, to enjoy social and motoring events and generally enjoy our classic cars with others. We wanted to join and be involved with a local club in North Norfolk for all vehicle enthusiasts. Help, friendship & shared experience from other classic car people. To meet people with classic vehicles and use them for occasional run outs etc. Wanted to have a club that was different. Recommended by a friend.

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What do you like about the club? Friendly atmosphere and people, variety of great cars, good events and speakers etc. Its the most friendly and sociable group of people I have met in a long time and offers a great variety of events. Perhaps some times too many. Well organised, very friendly and great fun to be a part of. Lots of members with wide-ranging interests. Everything. Friendship amongst like-minded folk. News about numerous events through the year. Its everything it says on the tin. Covers all makes and type of vehicles. The weird chairman!

What do you dislike about the club? Members age range seems narrow, but understandable given the subject. Too big. Members complaining and not offering to help or suggest change. Nothing as it caters for all. Nothing really except that monthly meetings are some way from where I now live. Constant reference to needing new members on the committee. Members not willing to marshal events. Some people could be friendlier, a bit clique. Aloof committee members.

1.1 Outdoor events Club Organised events It would appear that from the responses received more than 2/3rds of members had attended the major events organised by the club. Some 21 members reported that they had attended some of the events on an annual basis. In addition almost of members would prefer events which included a suitable club run.

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1.3 Applying For Supported Events There was no real pattern for The vast majority attended static booking events as there was a events. When choosing events large majority for booking both to attend there was no real early and late with no consensus consensus on whether distance about last minute bookings! In was a factor. However of those addition there was only a slight 35 members who expressed majority who said they would what would be their preferred be annoyed if an event was distance to travel 63% said 30-60 cancelled due to last minute miles, 20% preferred 60-100 bookings. Everyone agreed that miles whilst 17% preferred 20-30 the system for booking events miles. Only 10% stated that travel was fine. A large majority agreed distance was dependant on fuel that they would prefer a smaller costs. number of club supported events, 2/3rds of members preferred to but on the other hand a similar meet up beforehand and then majority agreed that one event drive to static events whilst per month would be acceptable! there was no real preference for 2/3rds of members expected to runs over static events. Visits to hear about events where members wider afield events produced no could attend individually whilst real majority either way but the thought we should restrict supmajority of members agreed to ported events to club members the idea of re-visiting venues on a only. 2 or 3 year cycle. 1.4 2013 Events Calendar Most members agreed that they would attend the full range of events, however there was less 1.2 Indoor events. of a majority for treasure hunts. There was less interest in week of members had attended inend rallies, however there was a 2 door events and everyone seemed to 1 ratio in favour of winter runs to enjoy them and there was no and lunches. consensus as to whether they should be more vehicle related. 2.Communications Everyone agreed they were happy with the venue whilst the vast 2.1 The Club Magazine majority thought the meetings Almost everyone declared that were friendly and not too long or the magazine was an asset for the impersonal. There was however club and that it met their expectaa 2 to 1 majority against tions. of members had already summer indoor contributed to the magazine or meetings. said that they would in the future. Half of the members would read Other supported events

the magazine on-line and a similar number said they would be willing to assist in its distribution. A small number said they could assist in producing the magazine if required.

mittee membership although this doubled if membership was for a limited period.

3.3 Assistance with the Club The largest area for assistance was for marshalling which 2.2 The Annual Wall Calendar totalled some 80% of members A large majority agreed that who answered the question. it was of benefit in planning However support for being the events and that it was placed in responsible adult or writing a prominent position so that it up an event was more limited could be regularly checked for to less than 50% of members. changes. There was a larger majority who would consider writing an 2.3 The Newsletter article for the magazine in the Everyone agreed that it had been future. of members said they useful in the past 6 months, would help to organise runs although a large majority agreed locally or further afield. Almost that a monthly update sheet 70% said they would help at would be more useful with a indoor meetings whilst less than similar majority agreeing that 1/3 rd would consider being an on-line only version would be part of a small group organising acceptable. events or able to suggest suitable speakers for evening meetings.) 3. General only 4 members were able to introduce sponsors to the club 3.1 Fund Raising whilst 2/3rds could provide All bar one member were happy details of other clubs related for the club to raise money for activities. local charities and that charity fund raising was secondary to 3.4 Club Data the role of the club. 15 members Of the 71 members who anwere happy to sell items on swered if they agreed to a list of e-bay for the club. their vehicles being included in a club register only 4 answered 3.2 The Committee no. Similarly only 8 members The vast majority agreed that did not want a list of club memthe committee should ask bers and contact details being members for suggested events made available. but that once elected they should have a free hand. Half of the members felt that they could offer suggestions for future events. Only 13% would consider com-

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3.5

Next Generation More detailed analysis including members comments in respect of all the questions is available to members on request from Roy Beckley our Secretary. 01263837619 or gwroybeckley@ gmail.com These will be sent by email where possible. Hard copy is also available for those without e mail

All bar 2 of the 70 members asked, agreed with the club Next Generation initiative.

The Committee is most grateful to Bob Smith for his excellent analysis of the replies of which this is a summary.

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efficiency savings that can be gained from choosing the right tyre. id you know Motorists The tyre labelling system came can now choose tyres with into effect on November 1st confidence thanks to a new 2012 following a vote in the labelling system similar to European Parliament. Clearly, those found on white goods. it enables motorists to compare This includes three ratings: Wet products from numerous Braking, Fuel Efficiency, and manufacturers and choose Exterior Noise. Wet Braking is compounds based on facts classified from A to G with the according to their requirements. former the best and the latter That is far preferable to relying the worst. This is emphasised on mechanic recommendations by colours ranging from green, that could be based purely on through yellow/orange, to red. stock levels. Labelling also enaThese ratings reveal in relables motorists to save money by tion to a benchmark - how far purchasing from less familiar cars travel in the time it takes companies, confident the to slow from 50mph to 12mph. products compare favourably to For example, tyres that fall bigger brands. Excellent. 10-24% short of the benchmark are labelled E, and those 55% Roy ahead A. Fuel Efficiency, once again, is marked A to G. The most efficient tyres barely deform under stress which saves fuel, but can hurt ride quality. Finally, Exterior Noise is calculated at 50mph with the engine off. It is shown in decibels with a computer-style three bar volume indicator. Quiet tyres, of course, make driving comfortable. Paul Everitt, Society of Motor Manufacturers and Traders Chief Executive, said: There are more than 150 million tyres currently on UK roads, so any information to help motorists understand crucial safety and performance characteristics is valuable, particularly given the safety improvements and fuel

TYRE LABELLING

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Birkin Bentley a winner again

he Magnificent BirkinBentley, which set a world record for T a British car at auction when it sold for 5m last year won the Car of the Year award at the 2012 International Historic Motoring awards ceremony In the hands of Sir Henry Tim Birkin the 1931 4.5 litre supercharged Bentley set the Outer Circuit record of 137.96mph at Brooklands in 1932 Eighty years later following the death of its owner,legendary watchmaker George Daniels ,the car set another record when it was sold at auction at Bonhams for 5m. ( His collection of watches was sold by Sothebys for 8m) Setting the tone of the awards evening guests were greeted by a quartet of rare and valuable historic cars- James Bonds iconic 1963 Aston Martin DB5, the extaordinarily beautiful Embericos Bentley Special, a superb Ford GT40 and the famous Linder Nocker lightweight E Type Jaguar. Other winners included Lord Montagu of Beaulieu who received a lifetime achievement award, Museum or Collection award went to the National Motor Museum. Motoring event of the year was the Windsor Castle Concours of Elegance ( see report from Robin Bendall elsewhere in this issue), Motorsport event of the year was the Goodwood Revival, Race series of the year the RAC Woodcote Trophy and Club of the year was the Aston Martin Owners Club.

Roy

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News from the Federation

Historic Vehicle MoT Exemptions
he Statutory Instrument T introducing the MoT exemption was published in October and came in to force on 18 November. SI 2012/2652 The Motor Vehicles (Tests) (Amendment) (No 2) Regulations 2012 simply adds pre-1960 vehicles to the list of other types of vehicle that do not require an MoT in order to be used on the road. We understand that a final decision about exemptions has not yet been made for Northern Ireland, which was the subject of a separate consultation. The Road Traffic Act indicates that: the date of manufacture of a vehicle shall be taken to be the last day of the year during which its final assembly is completed except where after that day modifications are made to the vehicle before it is sold or supplied by retail and in that excepted case shall be taken to be the last day of the year during which the modifications are completed. The Federations response to the original MoT consultation, backed up by the completion of the on-line survey, deliberately included the option of voluntary tests something which had originally been opposed by DfT. The voluntary test will be the same as the statutory test with all the component and performance exemptions as allowed at present and there is thus

no need to reinvent the wheel the test is there and will remain in the VOSA manual. The vehicle testing station can log it onto the system and carry out the test as normal. As in any case where a vehicle fails its test, whether voluntary or mandatory, the keeper has a responsibility to ensure they do not use that vehicle on a public road as it is not in a roadworthy condition. To enable members to find a suitable testing station the Federation has carried a list of garages known to be sympathetic to our vehicles on the website for some considerable time. There are approximately 400 testers listed, all recommended by historic vehicle owners. The situation regarding those circumstances where an MoT was required, for example, as part of the V765 procedure, was clarified at a meeting with DVLA in Swansea in September. An MoT will not be required apart from for the cherished number transfer process, which is subject to a different regulation. DVLA have announced that form V112, Declaration of Exemption from MoT Testing, will be amended to add a new category O to the list of exempt vehicles manufactured before 1 January 1960. This completed form will be required in place of the MoT certificate. The Federation has suggested that it would be in the interests of safety to require an MoT for any vehicle that has been off road and/ or subject to a SORN declaration for more than three years and is about to be used on

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the road again. This would prevent, for example, a vehicle that was taken off the road because of a previous MoT failure coming back into use with no checks on roadworthiness. No answer to this suggestion has been received at the time of writing. A footnote for owners of all vehicles irrespective of age: an MoT test certificate issued after 18 November 2012 will now show the vehicles recent mileage history. This has been introduced as part of a government initiative to reduce vehicle crime. Where available, the mileage history will comprise the readings associated with the three most recent VT20s (test passes) along with the dates of those readings. This will be in addition to the mileage recorded at the time of the current test.

Notifying DVLA of year of manufacture

he subject of exemption from T the MoT has been covered in the previous article The following concerns the details relevant to the DVLA. Where an owner believes that their vehicle should be exempt from the MoT due to the law change but the Vehicle Registration Certificate (V5C) does not reflect this they will need to write to DVLA to request a change. The address to write to is DVLA, Swansea, SA99 1BA.

In order to ensure the accuracy and integrity of the vehicle records held at the DVLA, it is important that evidence provided to amend or add information held on the DVLA The Club is hoping to get a list already system is accurate and truly of local MOT Centres who reflects the vehicle for which it will test pre 1960 cars. Up until is issued. Therefore it has been decided by DVLA, after discusnow an MOT Centre could sions with the Federation, that not refuse to test a vehicle for these specific cases requests unless due to its size it would will only be considered when be dangerous or impossible to accompanied by either an extract examine it using the facilities from the manufacturer/factory record or an extract from the and equipment available. appropriate Glasss Check Book. Please let Roy know if your Both these documents will MOT centre will test pre 1960 have a direct link to the chassis number that should already have cars - 01263 837619 been accepted and recorded on or by email to gwroybeckthe vehicle record as part of the ley@gmail.com initial registration process.

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DVLA will not accept general

dating certificates as evidence to amend or update the date of manufacture. This is a change to what was mentioned in the last edition of the Newsletter, due to the nature of some of the notifications already received by DVLA. However, dating certificates will continue to be accepted for other purposes such as V765 claims and requests for age related numbers for recently restored or recently imported vehicles.

The appropriate specialist club will need to make the necessary checks to confirm that the physical vehicle is the same as on the V5C. This could well involve an inspection but in any case an overall photograph of the vehicle, detailed legible If difficulties arise, the Federaphotograph of the chassis/ tion is willing to advise. frame number, and a copy of the vehicle details on the V5C would need to be seen. It could be anticipated that the chassis/ frame number as recorded by DVLA might be missing certain prefixes or suffixes, as recorded Scan this QR code with your on the physical vehicle, or smartphone to visit the NNCVC there are minor long standing website. transcription errors. E.g. / rather than 1, B rather than 8 etc. DVLA could well be already aware of these minor differences via the last MoT examiner. However, the core number should match or be contained in the number range of the legacy documentation. In practical terms, It is

anticipated that the named V765 scheme signatories for the specialist clubs as on the DVLA V765/1 List of Clubs, available from http://www.dft.gov.uk/ dvla/forms or DVLA, will be able to assist owners in the location of the manufacturer/ factory records if they still exist. Where this avenue draws a blank, it is anticipated that V765 scheme signatories will have their own copies of the appropriate Glasss Check Book, be it the Car Check Book, the Commercial Vehicle Check Book (which includes car based commercials), or the Motor Cycle Check Book (which includes scooters, mopeds and three-wheelers).

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The Gressenhall 1899 Panhard et Levassor

Built in 1899 its first owner was Hon Charles Rolls the co founder of Rolls Royce, who purchased the car for 1,250. It was purchased by Hubert Egerton who in 1936 gifted the vehicle to the Castle Museum in Norwich, where it remained in a static condition for thirty years, until Rolls Royce kindly arranged for it to be restored by their apprentices. It remained on static display due to earlier concerns that the rear tyres would not stand up to use on the road (a set of suitable tyres was subsequently manufactured),until 1994.when, the car was entered and completed the London to Brighton Veteran Car Run It was shortly after this that Team Panhard a group of nine volunteers was formed with the express purpose of maintaining the car in running order and driving it at events Now based at Gressenhall it has remained under the tender loving care of Team Panhard. who would like to purchase a purpose built covered trailer in order to attend more local events. They have asked the Club for assistance in raising funds and the Committe are considering this.In the meantime if any member would like to make a personal donation please contact Geoff, Roy or Rex

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Notice of Sixth Annual General Meeting to be held at Sheringham Golf Club on Monday 18th February 2013 at 7.30pm.prompt
Order of Business 1 To receive Chairmans report on the activities of the Club in the preceding year.

2 To receive the Treasurers report and approve and adopt the Statement of Accounts ( on page 28 overleaf ) 3 To consider and approve any alterations to the Constitution and Rules. Additional Rule to be added to the Constitution and Rules Proposed by the General Committee: Custodian Trustees The property of the Club shall be vested in not less than three Trustees who shall be appointed by the General Committee. The Trustees will deal with the property as directed by the General Committee. The Trustees shall be indemnified against risk and expense arising out of the Club property. The Trustees shall hold office until death, resignation or removal from office by the General Committee by a three quarter majority of the General Committee Any proposed changes in rule should be sent to the Secretary by 31st January 2013 4 To appoint three trustees as recommended by the General Committee 5 To appoint the Officers and Committee members to serve for the ensuing period 6 To appoint an Honorary Auditor who shall not be a member of the General Committee 7 To fix the annual membership fees for the period commencing 1st January 2014 8 To deal with any other business, which the Chairman, at his sole discretion shall permit to be discussed in open meeting. Any Member who wishes a matter,not otherwise on the agenda to be discussed, shall within 7 days of receiving this notice give in writing to the Chairman or Secretary details of the matter to be discussed. Any matters discussed under any other business shall not be subject to any voting whatsoever. At the AGM on 20th February 2012 it was agreed the annual membership fee for 2013 be 20 so you can pay Rex as soon as you like.

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Advertisers Announcement

roud to be long term supporters of the Club Harveys ProfesP sional Drycleaners is an independent textile cleaning company. Established in 1995 by its proprietor Mark Riches.The business has grown from strength to strength, starting in the Seaside Town of Sheringham, then after three years North Walsham and there after Eaton, Wymondham, and Attleborough. Its main aim is to provide a professional Drycleaning, Laundering and Textile renovation service. All Harveys Drycleaning is performed by fully experienced staff under controlled conditions. To this end we use only top quality products and every garment is hand finished. Thus ensuring the end product is the way you expect it to be.Our mission statement is: Quality and Service a Pleasure.

Our branches

16 Station Road, Sheringham, NR26 8RE Tel: 01263 821133 22 Eaton Street, Norwich, NR4 7LD Tel: 01603 504900 14 Market Street, North Walsham, NR28 9BZ Tel: 01692 501015 12a Fairland Street, Wymondham, NR18 OAW Tel: 01953 607493 8 Church Street, Attleborough, N17 2AH Tel: 01953 455735

Services
We offer a expert dry cleaning service on virtually all items of clothing. This can include garments from a variety of tailored items to your general everyday wear. Visit www.harveys-drycleaners.co.uk for details of all our specialist services

Harveys are pleased to announce that from the 1st February 2013 they will give Club members a 10% discount on all your Dry Cleaning on production of your 2013 NNCVC

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Some pictures from John Allan