DORSET AUSTIN SEVEN CLUB MARCH 1980
CLUB NIGHT
THURSDAY 21st
MARCH, NAGS HEAD, RINGWOOD.
SLIDE EVENING.
PLEASE BRING YOUR SLIDES ON RALLIES ETC., EVEN IF YOU ONLY HAVE ONE OR TWO.
EDITORIAL
At the last committee
meeting, the question of Public Liability
insurance was
discussed. It transpired that insurance
was not
really the answer, and that we ideally should become a Limited Company.
The only problem
is the cost. It would cost £75 - £100 to
form the
company, and then we should have our accounts audited annually by a chartered accountant.
The trouble
with our present system is that anyone making a claim against the club has to
sue the committee and if they win their claim, they could take everything from
one or indeed all of the members of the committee including selling their
houses!!
On the
question of raising the initial
£75 - £100 Bernard suggested running an autojumble which he said he would
organise, and enquiries are to be made concerning accountancy. Has any member
any suggestions or views?
I put
the Ruby back on the road on March 1st after fitting a late type Ruby clutch
and flywheel. This is a very big improvement; it is much smoother and I have a lot more
pedal travel. The later clutch uses a lined centre plate instead of linings on the
flywheel and cover. Clutch renewal is made far simpler as all you have to do is
swap the centre plate for another (provided you have two!)
I understand Phil
Whitter’s Ruby is almost ready for the road. I'm told he’s been working most nights
well into the small hours to have it ready for Easter. A winner at Beaulieu
this year Phil? We are having a pre-France run
on 23rd March, meet at the Nags Head at Ringwood at 12 noon. We will have a talk about the trip and what to take
etc. and then go for a rum to Stonehenge. All members are welcome, those going on
the French Trip are requested to make every effort to attend in their Sevens.
ED
NEXT MONTHS COMMITTEE MEETING: Tyrells Ford, Avon,
Thursday 28th March
at 8.30 p.m.
CHANGES OF
ADDRESS The following committee members have moved. Their new addresses are as follows:-
Phil
Whitter & Hilary .... 134, Northfield Road. Poulner, Ringwood, Hants, Ringwood
5558
Lawrence
Rideal & Paddy .... 63, Strouden
Ave., Bournemouth, Dorset, Bournemouth 510105
YOUR
COMMITTEE:
CHAIRMAN.......................Derek
Nunn, 36 Avon Ave., Avon Castle, Ringwood (78795)
SECRETARY..................... Bernard Cowley, 232, Rempstone
Road, Merley, Wimborne (887666)
TREASURER.....................
Lawrence Rideal 68, Strouden Ave.,Bournemouth
(510105)
SOCIAL
SECRETARY ..............John Stone. 22, Cobham Way, Wimborne
(886537)
EVENTS SUB COMMITTEE
..........John Page, 74 Walcott Ave., Christchurch
(75207)
Gary Munn, 36,
Avon Ave., Avon Castle, Ringwood (78795)
Glyn Llewelyn,
10, Woodvale Gardens, New Milton (613080)
SPARES
SECRETARY ..............Phil Whitter, 134, Northfield Road,
Poulner,
Ringwood (5553)
COMMITTEE
MEMBER.............. Mike Wragg, 239, Station Road, West Moors,
Ferndown
(875057)
NEWSLETTER EDITOR.............
Glyn Llewellyn. 10, Woodvale Gardens,
New Milton (6l3080)
The following
letters were received by Bernard recently:-
Dear Bernard,
As you may know Keith Roach, Ted Taylor & I have started a small business
making vintage car bodies particularly Austin 7. We make Chummy, Ulster, Van etc., as well as
the RTC Special body to fit on the Ruby chassis.
We would like
to put a small advertisement in your club magazine if that is possible? Perhaps
you could let me have details.
Incidentally I
have a feeling that I should join as Ringwood is much nearer for me than the
Solent A.7. Club Meetings. What extortionate sum do
you charge these days?
Barry
Clarke, The Long House, Woodgreen, Fordingbridge,
Hants, Breamore 371
NATIONAL
AUSTIN SEVEN RALLY 29th JUNE 1980
Bernard,
As you probably
know by now I am running Beaulieu for the first time having taken
over from Ken Cooke. I hope I can count on you all for support.
I am introducing
a slightly bigger inter-club driving competition, which will be teams of four
cars. There will be prizes for each member of the 1st, 2nd and 3rd teams. Each club or
group can enter more than one team if they so wish. The other thing is we are introducing camping
at Beaulieu, the limit is 50 tents.
There will be a charge which is controlled by the forestry commission.
Entry forms will be following.
Yours, Ted Peckham
FK 2666 – FILM
STAR!
I had a phone
call a month or so ago from a chap enquiring whether I owned a 1924 Austin 7. When he told me what it was for - a film on
the 'Love Story' theme for BBC 1 I said I had a 1925 Austin 7 and it was near
enough to 1924 not to make too much difference.
A week or so later the phone went again and he told me to be in Weymouth
at 8 a.m. the following Thursday. I decided to take the car down to Weymouth on
the Wednesday and leave it in a lock-up down there overnight. A few days before I checked over the 7 and
had to run the starter off a 12v battery
fitted between the seats (it jams at the moment on 6v.
I think it needs another ring gear).
The run to Weymouth
was uneventful apart from the usual blocked jets. The next day
I arrived at the hotel at 8 a.m. and was told they didn’t kick off until 9 a.m and was taken aback that the actor had to drive the
car. I then went round the garage and cleaned the car again and took it down to
the sea front - it was quite a bleak morning overcast and wet - the props men were
already there taking down lights, putting up signs etc
converting the sea front cafe into a bus station. Then another wait, now not starting
until 10 a.m.
Let me put you in the picture (pardon the pun) about the
team and back up needed to make a film. It really amazed me there were three large
pantechnicons (2 lighting, 1 props), one camera van, 4 cars, 2 minibuses, 2
cameramen, 2 soundmen, 2 still cameramen, 1 camera mechanic, 1 producer, 1 director,
2 costume, 2 makeup, 1 continuity, 1 props man, 4 lighting men, 1 actor, 1
actress, extras and 2 policemen.
I was
introduced to the actor, Tim, who was about 6 foot tall and took him for a
drive warning him about various things not to do like closing the door properly
(as I haven't got a proper catch). He said that in this shot he had to make the
car kangaroo along the road – which is not too difficult with an A7 but I was a
little worried about my half shafts.
After two
takes the film was in the can and that was it for the first day. I was told to
report the next day at 8.45 am at Herringstone House
just outside Dorchester so from Weymouth I took the car to our Dorchester
showroom overnight so that it was handier for the morning. I arrived at 8.30 a.m, to be told nothing was starting until 9.30 a.m. It was
pouring with rain - luckily the catering van was already set
up so I tucked into a bacon roll and a cup of tea. The car wasn’t needed
until mid-morning and by this time the sun had come out and it was really bright.
In the first shot the actor had to drive down the road and stop a few feet away
from the camera. The first time he just about stopped! I hadn't told him to use
the handbrake as well as the foot brake!
After two takes all was ok and it was
time for lunch - not just a few sandwiches but a full meal even down to cheese
and biscuits!
After lunch
the car was really put through its paces.
First of all I had to take the sound man a couple of miles recording the
engine and gear changes including a few bad ones especially for the background
sounds. Then Tim and the actress drove
the car up and down a few times with the film crew taking shots from the middle
of a field then there were three shots of the car swerving! around an AA man. Then another three shots taken swerving with
camera and sound men in the car! And three shots with the camera hung on
the side of the car. The car was continually running all the afternoon with no trouble
at all. I had said to someone I bet as soon
as I got away from the filming the carburettor would get blocked again - and
sure enough just outside Dorchester it did! So ended my first adventure into
the film world.
BERNARD
RESTORATION
OF WL 1133 continued
Finally, the engine
parts arrived so I started to put the engine together. When it was almost three
quarters complete I decided to turn it over and to my surprise it wouldn’t turn more than about 30 degrees. Well, to cut a very long story short
I almost completely stripped it when suddenly I realised what had happened. When replacing the side water manifold, one of the bolts must have been just
too long and, unknown to me, pushed into the cylinder wall of No. 2 bore.
This of course
necessitated another expensive re-bore of another block, so be warned -
check side water manifold stud lengths!
Well, finally
I got the engine rebuilt and after a couple of teething problems, the engine
burst into life, and I must say it goes like a bomb! Apart from refitting the engine, petrol tank and all the
associated parts, we have got the hood frame spray blasted and zinc primed at
Spray Blast on the Hamworthy estate, for a mere £5, which has saved hours of
tedious rubbing down.
The next job,
this afternoon is to fit the front wings, valances, radiator shell and bonnet,
all of which have been beautifully sprayed by Chris Smith who by the way should
have his Ruby on the road by next club night - good luck Chris.
GARY
THE
PRAM HOOD REGISTER
I learnt with regret
that the Pram Hood Register are not issuing any more newsletters, due to lack
of support and they have returned all the 1980 subscriptions of which there
were three.
ED
USEFUL
INFORMATION
Broken crankcase
front bearing lips repaired by Reg. Pickett, The 7s, Carters Clay, Lockersley,
New Romsey, Hants. £10 each, carriage
extra.
CARE OF THE
HOOD
The two
principle types of hood employed on open cars comprise the leatherette, or
imitation leather, and the waterproof twill or fabric ones.
The former should
be treated for preservation or restoration in a similar manner to leather.
Hoods of the
twill or fabric types should occasionally be brushed with a stiff bristle brush
to remove mud and dust. They also may be washed with a pure soap and water
using as sponge for the purpose.
Afterwards, rinse well with cold water. Do not use warm water for either process.
It is important
to avoid the use of petrol, paraffin, benzene or naphtha on hoods as these
liquids dissolve the rubber impregnation and therefore injure permanently the
fabric and cause water leakage.
From time to
time, the inside of the hood should be thoroughly cleaned by brushing and
washing with pure soap and water.
Never put the
hood of the car down whilst it is wet, or even damp, as
This will cause
rotting or mildewing of the fabric. The side curtains also should only be
stowed away when dry.
RESTORING SIDE
CURTAINS OR WINDOWS
It frequently
happens that the side curtains celluloid or “non-flam” material
windows become dull, dirty, or scratched. In the former case the original
lustre and transparency can usually be restored by wiping over lightly with a
piece of cotton wool soaked in acetone or amyl acetate. This dissolves the surface, and on
evaporating leaves a new surface. Metal polish, is also efficacious in this respect.
Ordinary side
and rear “lights” can be cleaned effectively by wiping over with a soft cloth
damped with alcohol.
With
acknowledgement to Austin 7 Owners Club
FOR SALE
2 Ruby
valences, 1 Ruby petrol tank, 1 low front axle (for a special)
1 late front axle
complete, 1 4 speed gearbox, 1 early Ruby door glass,
1 Ruby side
flap window, 1 Ruby windscreen, 1 Austin 10 carburettor,
1 Ruby luggage
rack, 1 Magmo speed (dial type), pair Austin 6
headlamp shells, Austin 6 grille, 1 Big 7 steering column & steering wheel.
Telephone Richard Cowell, Gillingham 4102
WANTED
Overhead com
1929 - 32 Morris Minor Engine or parts.
2 Austin 7
rear springs.
2 long shock
absorber arms for early 7
Early valve
cover.
Telephone
Richard Cowell, Gillingham 4102
Driver’s side
door for 1932/33 Long wheel base A7 Saloon. Any condition,
Phone Terry Jefferies
New Milton 616372
TECHNICAL TIPS
A MEMBER has
just rebuilt the petrol pump on his Ruby and was experiencing problems with
petrol flooding from the carburettor. This was checked over in the usual manner
(loose jets, sticking or faulty needle valve, punctured float, etc.) and was
found to be OK. The trouble was obviously something to do with the pump
and so this was removed. The valves had
been put in correctly, the actuating arm was the correct
one and the diaphragm looked OK. However quite some metal had been ground off
the face of the pump, where the two fixing
bolts pass through to hold it to
the crankcase, and the member admitted that he had done this because the face had warped.
The problem was solved by fitting a much thicker gasket between the pump and
crankcase, Doubling the thickness results in a drop in pressure of about ½lb. We used a gasket of treble thickness. One other point
is that when the top of the pump is being fastened down the actuating arm
should be pushed in, thus pulling the diaphragm down whilst the set screws are being tightened. Failure
to do this can give rise to high pressure and a short diaphragm life.
With
acknowledgment to the Midlands A7C
QUESTIONS AND
ANSWERS – AUSTIN 7
Q I seem to experience
great difficulty with the camshaft pulley every time I try to remove one. Is
there a relatively simple way of doing this job?
A -Yes. This
idea needs no special tools and can be worked in a minimum amount of time.
After removing camshaft nut and washer (always remembering that these pulleys
are not keyed). Get a large punch, or better still, a brass bar about ½“ diameter
and about 9” long, place bar at the back of the pulley and on to the edge of
one of the three holes in the pulley, as in the sketch, taking care to
hold bar as near to right angles with the camshaft as possible, then give one
or two sharp blows with a heavy hammer in an anti-clockwise direction. It will come
off quite easily because the direction of the blow tends to unscrew it off the
taper, also the blow being edge on to the pulley will not break or crack it.
Another method
of loosening the pulley, of course, is by using a blow lamp. Being aluminium, a
little heat will bring it off with
cease.
With
acknowledgement to the Essex A7 Club