AUTUMN NEWSLETTER

INSIDE

Autumn Newsletter 2014The Bentley Drivers Club of Australia Inc.founded in 1956

2014Issue No. 169

Future Events...................................................................page 4Simon Says! Stale Fuel Warning.......................................page 5Clare Hay Visit..................................................................page 6Gregor Rusden Report......................................................page 7Some Thoughts on 30-98 Vauxhall v 3 Litre Bentley.....page 10New Regulations for Historic Club Permeits in Victoria....page 12In Remembrance...........................................................page 15The Wonders of Modern Technology.............................page 16The Bentley from Bhavnagar.........................................page 18Chassis 246 Sentimental “Reunion”..............................page 22

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Founded in 1956

Committee 2014/2015

President: Barry Batagol (03) 8663 7555 (BH)

barry@in-tech.com.au

Secretary: Phil Schudmak 0412 560 563secretary@vintagebentley.org

Treasurer: Tony Johns 0419 009 898

tonyjohns98@gmail.com

Newsletter Editor: Vacant

Webmaster: Wayne Fitzgerald 0419 774 949

0412 560 563

Tony Johns0419 009 898

Commitee Members: Des Dillon John McQuay Gary McMillan Simon Elliott Wayne Fitzgerald Rod Hanson Darryl Stanisich

Website: www.vintagebentley.org

Address: 52 Kenmare StreetMont Albert

Victoria, 3129

Founded in 1956

Front Cover: Great Bentley driving in western Gippsland on the road to Jinks Creek (photo: Wayne Fitzgerald)

From the Secretary My thanks go to our contributors to this issue, especially John Lawson for his great report on the Gregor Rusden Run, to Simon Elliott for his technical titbits, to Peter Crauford who is in the very fortunate position of owning both a 3 litre Bentley and a 30/98 Vauxhall, and to the Editor of The Automobile for the article by Dennis Harrison on the ex-Rainsford 6 ½ litre.

Photos were generously supplied by Karen Holland, Wayne Fitzgerald, Elizabeth Crauford, Christine and Tony Johns, Michael Hood, Darryl Stanisich, John Lackey and Ian Bruce. We would have a slim issue without them!

Rod Amos of the VSCC has been doing a wonderful job trying to get the new technical regulations sorted for the cars on the Victorian Club Permit scheme. This has been a very long and difficult task and we hope it will come to a successful conclusion very soon. We all owe Rod our thanks for his time, skill and persistence. I’ve given a report on where we thought we were a month or so ago, but we are still awaiting an official go-ahead from Vicroads.

I have given an up-date on The Book on page 6. Clare Hay and Bob Watson have now largely completed writing the text for their contributions on the history and Clare did further research during her recent visit. She has an enormous capacity for hard work and is blessed with a photographic memory. She can tell you the history, chassis and engine number of almost any vintage Bentley from 20 paces. Quite remarkable. Progress has slowed a little recently while Tony Johns, our joint chief co-ordinator, is absent on a prolonged European jaunt. Much work still has to be done in identifying and cataloguing hundreds of photos, as well as getting everything prepared sorted for pre-publication, which could still be a year away.

Happy motoring,

Phil Schudmak- Secretary

FrGr

AUTUMN NEWSLETTER

INSIDE

Autumn Newsletter 2014

The Bentley Drivers Club of Australia Inc.

founded in 1956

2014

Issue No. 169

Future Events....................

....................

....................

.......page 4

Simon Says! Stale Fuel Warning....................

...................p

age 5

Clare Hay Visit...................

....................

....................

.......page 6

Gregor Rusden Report..................

....................

................page 7

Some Thoughts on 30-98 Vauxhall v 3 Litre Bentley.....page 10

New Regulations for Historic Club Permeits in Victoria....page 12

In Remembrance....................

....................

...................p

age 15

The Wonders of Modern Technology...................

..........page 16

The Bentley from Bhavnagar....................

....................

.page 18

Chassis 246 Sentimental “Reunion”...................

...........page 22

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Greetings all,

Well the year is already almost half done and I hope you have all been enjoying your WO in a way that gives pleasure to you and yours which should not be a difficult task.

I certainly have been getting more than my fair share of enjoyment in our Speed Six. My personal highlight was the privilege of being invited to run the car at this year’s Australian Grand Prix Historic Demonstration held at the challenging and exciting Albert Park circuit. The Speed Six was certainly the largest car on the track but she was not the slowest. There was a great deal of interest shown by the public in the car at the Historic Demonstration garages where it was one of the most popular attractions, no doubt because of its sheer size compared to the other more modern race cars.

We have had some interesting events in Victoria which have been well supported.It was our turn to organize the annual Gregor Rusden event which is run in conjunction with the Delage Club. We managed to find some wonderfully uncrowded roads in South Gippsland, which were new to many of the entrants, all of whom enjoyed a casual drink and lunch at the Jinks Creek Winery destination.

The Gregor Rusden Trophy is awarded to a club member who performs an act of generosity or “clubmanship” and was awarded this year to Clive Smith. Clive has often lent

his 4 ½ to other members and last year lent his gearbox to John McQuay who was heading off to the UK for an extended tour. John could not get his gearbox repaired in time, so Clive’s 4 ½ sat in his garage immobile for many months until John returned it, (apparently after a bit of TLC to return it to “as new” condition).

As Clive Smith could not attend at Jinks Creek, we had a good excuse to arrange a run to Mt Macedon the following month for a drink at Clive and Carolyn’s house followed by lunch at the Mt Macedon pub. This was an enjoyable drive with a slow foggy drive across the mountain in an atmosphere that could have very well been in the UK. Thank you John McQuay for the organization, and especially to Clive and Carolyn for their generous hospitality.

During Clare Hay’s visit in April to further work on “our Book” we arranged a very pleasant dinner and chat session in Carlton and it was a rare privilege to have someone of such international stature available for our questions and discussions. Clare’s knowledge about WO’s is unequalled in it detail and breadth and everyone had a thoroughly enjoyable and informative evening, Thank you Wayne Fitzgerald for the organising.

Several members are overseas currently with their WO’s including the Johns, McMillan’s, Peter Graham and Jenny Lebens. We look forward to hearing all about the “Europe by Bentley Rally” on their return.

A future special event is the Graeme Miller Trophy award to be presented at Jimmy Watson’s on July 10, which is a most appropriate venue as Graeme was an enthusiastic and regular patron.A Technical Workshop will be held at the Derby Works with a BBQ lunch on June 14 which is a new type of event for us and will hopefully follow the successful UK examples. Thank you Simon and to Gary McMillan, who has promised to man the BBQ.

Plans are well under way with the route planning for both the BDC of WA “Great Drive” to Port Douglas during April/May 2015 and the National Rally to Albany in WA on 16 Oct to 3 Nov this year. The National Rally is being well supported by our members many of whom are returning to the east via the Nullarbor, which I think is quite impressive.

Finally the Newsletter is being again managed by Phil Schudmak who would welcome articles and photos of interest from our members, so please don’t be shy. Thank you Phil

Hope to see you on the road in your WO. Barry Batagol

A note from the president

FUTURE EVENTSSaturday, June 14thThursday, July 10th

Carlton.Sunday, August 17th VSCC Rob Roy Hillclimb and breakfastSunday, September 7th Annual General Meeting and lunchSeptember, 19th to 24thOctober 21st to November 11th

National Bentley Rally, Perth and SW of Western Australia, and return via the Nullarbor.

Sunday, November 16th

April 18th - May 12th “The Great Aussie Bentley Drive”: Melbourne to Port Douglas, Queensland – organised by the BDCWA. 28 days, 5400km. Contact Michael Hood. Phone (08) 9386 2999, or Michael@hoodpropertygroup.com.au.

2014

2015

New Bentley Blazers Some years ago the BDC in the UK supplied special fabric in traditional club colours to be made into rather smart blazers by your favourite tailor. This material has been out of stock for some years and we are told they do not have any plans for it to be remade.

Our friends in the BDC of WA (many of whom are also members of ours) managed to buy the last bolt of this fabric from the UK and had it made up into blazers and waistcoats. However, this has also been sold out for some years and they are looking to have some more made to special order.

They will need to know how much to order. If you are at all interested, please contact Michael Hood, the Secretary of the BDC of WA at 08 9386 2999 or at michael@hoodpropertygroup.com.au. He will be happy to give you an estimate of costings and all the other details.

SIMON SAYS!Stale fuel warning:

If you haven’t used your car for three months or so, don’t just jump in and drive it, otherwise you may well end up in tears. We’re all aware of just how unstable modern fuels are, but the surprising thing is how quickly the fuels can go off and break up, leaving deposits in your tank and gumming up fuel lines and carburettors in the process. (Note the photo to the right showing nasty deposits on an in-tank fuel filter.) The amount of labour and expense involved in rectifying the damage caused is easy to imagine. It is prudent to add fuel preservative to your tank as a safeguard if you are using your Bentley infrequently. I have always used POR15 “Fuel Stabilizer & Preservative” from the U.S, but possibly it’s no longer available here. Eastwood’s Fuel Guard, another U.S product is available and I’m sure that there are several other brands available as well (“Sta –Bil” is one). This really is a situation where you should always err on the side of caution.

Ethanol fuels are an even bigger problem. I have had experience where fuel was left in the tank for 18 months or so, causing significant corrosion problems, particularly where fuel meets air. Recently I had a car in with vac tank problems. The unit had been reconditioned and was working very well as recently as two years ago. However I discovered that the valve at the bottom of the chamber had gummed up. On a Rolls-Royce carburettor, I found that stale fuel had turned the needle and jet tubes

green and had also hampered the float needle and seat operation whilst the build up on the jets caused lean running and stalling issues.

My advice: use additives, avoid ethanol fuels and consider draining your tank if the car is to be laid up for more than a couple of months. I would also switch the fuel off and run the engine until it uses up the fuel in the bowl. This will help to avoid having to pull carbies and vac tank apart, as I had to recently with a car that had been sitting for4 or 5 months.

The other item worth considering is to seal your fuel tank and vac tank internal surfaces with POR tank sealer. I have found that – if applied correctly – this is an excellent product and stops any corrosion on the inner surfaces of a fuel tank.Simon Elliott

PS The Editor had a similar experience recently with modern fuel which might be of interest to members. I have a 1956 Jeep which doesn’t get as much use as it should, but it’s in very good order and had been running well, until recently, when it became very difficult to start or run reliably. Starting became more and more difficult and eventually I had to call the RACV. He gave up after almost an hour of thorough checking. The spark plugs were fairly new and looked in good condition, but he had not been able to check them properley. He had come across several examples of modern fuel (mainly “standard”

91 octane) fouling the plugs without any visible evidence. He therefore suggested I get a new set, which I did. Problem fixed. And I’ve just added some POR15 Fuel Stabilizer to the petrol tank.

State Secretaries:

New South Wales: Syd Reinhardt Ph 0418 180 418Queensland: Adrian Cook Ph 0418 726 272South Australia: Ed Harris Ph (08) 8331 8609Western Australia: Trevor Eastwood Ph 08 9226 5626New Zealand: Peter Morelli Ph +61 21 676 278

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Dr. Clare Hay, our distinguished English vintage Bentley authority and co-author of our “Vintage Bentleys in Australia” book, made a very welcome return visit in April and spent ten days with us doing further research in Melbourne, Adelaide and Perth. Clare was particularly pleased to be able to spend several hours with Ed Harris in Adelaide. Much of the text from Clare and Bob Watson (who has done the more recent history) is now nearing completion, subject to editing and space considerations, but we still have much work to do in sorting and selecting photographs, and putting the whole thing together.

I don’t think that we’ve “discovered” a new car for well over 12 months (the current count is about 160), but we have uncovered a great deal of very interesting new detail on the cars already on file. The story later in this Newsletter about Mick Young’s Speed Six is a case in point.

We are lucky to have both Chester McKaige and Bruce Lindsay resident in the Apple Isle and keen to fill in some of the gaps. We now know that at least seven WO’s spent long periods

in Tasmania, which surprised many of the local vintage chaps. This number doesn’t include Chester’s more recently arrived 3 litre, which is now the sole representative.

Wayne Fitzgerald organised a most enjoyable dinner at La Notte restaurant in Carlton for members to meet and chat with Clare. Members and their partners included Allan Watson, Gary McMillan, Ron Elsbury, Gary Grant, Kim Graves, Lyn Miller, Barry Batagol, Peter Willcox, Stuart Murdoch, Trevor Montgomery, Tony Johns and Phil Schudmak.

A couple of days later, Clare joined us and the Delage Club on the annual Gregor Rusden Run, which was also very well attended and John Lawson had kindly reported on later in this Newsletter.

We had hoped that within the next few weeks the final copy for the book would be going to Paul Latham and Rod Gilbert for their layout and design work, and eventually printing. However, we are not nearly ready for this. As we are often told, we will only have one shot at it, and we should

include as much interesting material as we can, and we need to get it right. Hence, I’d say that we are at least six months away from “hand over”.

We will be trying to fill in these gaps in the next few months and we will be in contact with those owners and former owners asking for their help. In the meantime, all those who have promised to get on to it to do so!

Phil Schudmak

Return Visit from Clare Hay

Clive Smith's 4 ½ and Peter Briggs' 4 ½ Blower at the Australian Grand Prix 1997

From the Archives:

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By John Lawson

Making Merry amongst the Moo-Cowsin West Gippsland

In sympathy with Gregor Rusden, Phil Schudmak’s car preferences cross the English Channel. This year’s rally in Gregor’s memory, through the Strzeleckis on 6 April, provided an excellent opportunity for both Bentley and Delage to strut their stuff.

Appropriately in this bovine region the first cars to arrive at the Caldermeade Dairy/Coffee Shop belonged to two lads who grew up milking cows and feeding calves. Des Dillon in his Boxster and John Lawson in the Le Mans D6/70 Coupé. In recognition of Phil’s other great love, Gerald Swinnerton also started the day in a Boxster.

Des, who’d forgotten about the end of daylight saving, arrived early for breakfast, explaining that the Bentley was on a truck coming from Sydney - le camion le moins vite sur un camion, to borrow a phrase from Ettore B, the creator of another of Des’s loves.

Rally route organiser Barry Batagol with Cheryl roared into Caldermeade in their camion le plus vite – the Speed Six – to be joined later by the McMillans in their 6½ litre. I’m not sure what tag Ettore would have bestowed on the unblown 4½ litres but Clive Smith’s car, running very sweetly (as a consequence of the other

Clive’s tuning powers) and driven by Tony Johns and Christine, arrived with Allan and Jill Powney in the back seat, who survived a steady blast of autumn fresh air. Lawrence Southward and daughter Chee looked relaxed in his 4 1/2, one of the very first to come off the Cricklewood production line. Allan and Judy Watson were giving their 4 litre an airing, with Lyn Miller acting as support crew. Other unmolested camions le moins vite included those of Phillip and Tina Ironside, Wayne Fitzgerald and that stickler for British rectitude Peter Willcox and Suzanne. The New Zealanders have now created a successful 4-cylinder Bentley block and these (usually in combination with a modern crank) are increasingly being used to replace damaged original items in both 3 and 4½ litre cars. John and Carol McQuay, Darryl Stanisich and Clare Hay and Phil Schudmak all enjoyed the extra power. To round up the field, that other lover of all things British, Paul and Yao Latham participated in a very nice 2 wheel brake Silver Ghost – a model previously owned by both Des and myself. Des married into his while I sold mine to Bill Harrah when I got married.

In all, a total of 11 Bentleys, which prompted Tony Johns to comment on the comparative dearth of Delage entries – the reverse of the 2013 event through the Wombat Ranges. What comes around goes around.

ON THE ROAD

Confusion reigned amongst the faint-hearted soon after the start when the Shell garage appeared on the right. A few sticklers for correctness turned around and indeed motored past it on their left sides. However, in the end they chose to pay homage to MacDonald. We roared past them waving.

MacDonald’s Track was the main 19th Century route to Gippsland. Constructed for bullock wagons, drays and horses, it follows the contours. What a pleasure in a pre-war car. Having ridden horses over these roads – the Back Ridge Road was a particular favourite, I told my navigator Gerald he could throw away his notes and enjoy the ride. For me it brought back memories of four day rides through the area with fellow horse-loving friends. Generally I would borrow a lively Arab gelding from an Irish stock and station agent – Robert Mcquestian. Unfortunately

8

Robert didn’t ride Bluey very often as he had a very poor mouth necessitating a Hackamore bridle – in effect a choker. The first day was a constant challenge and it often ended at the Woolamai racecourse. I would mount Bluey with a whip and send him around the track until we achieved a mutual understanding – generally after a few circuits. The next day to Dave Holland’s place at the mouth of the Powlett River – now next door to the desalination plant. By then Bluey would be fresh for more tricks so I’d put him into the wet sand along the beach to the old Wonthaggi coal mine site. After camping at Inverloch in a lush paddock, Bluey and I would enjoy the full length of the Back Ridge Road with gusto and pleasure. My mount on other occasions was the sturdy hack Ned, who spent his week rounding up beef cattle on the Hunter’s property at Kernot. He was everything Bluey wasn’t. What he lacked in speed he made up for in stamina. I couldn’t help reflect that the D6/70 and les

camions le plus vite represented the auto equivalents of Blue and Ned respectively. I thoroughly enjoyed the challenge of both. We all had smiles on our faces.

The Lang Lang, Poowong, Drouin and Korumburra to Warragul Roads provided ever increasing pleasures. What one wouldn’t give to run closed road Targa stages along them! After a while one forgot about the double lines and drove line of sight. Following John McQuay’s open Bentley with four up until it blew a rear tyre, and pursued up hill and down dale by John Sheard and son in what must be the world’s fastest DM, added to the pleasure. Even the highway section skirting Drouin was enjoyable, as were the final 10km to Jinks Creek Winery.

LUNCHEON AND OTHER MATTERS

Whilst coffee and cakes made a good start at Caldermeade, the buffet lunch

at the winery provided an excellent if noisy opportunity to really catch up in a picturesque setting and leisurely manner. Natural reticence and modesty of the normal car pack gave way to flagrant display in the area between the reception centre and the vineyard after a number of Bentley-wallahs lined up their beasts. Not to be outdone, most of the Delages responded – naturally pitting French elegance against the British beasts at a rakish angle to the four square aspect of the Bentleys. What a contrast!

Des Dillon, on his way through Drouin had exchanged the Boxster for the Alphonse Hispano. What Delage lacked in quantity it made up for in quality. Alan and Jan Reid’s beautiful open D8S, the flame orange D6/70 Le Mans which always draws a crowd, the Anderson’s elegant boat decked DISS, and Max Foster and Karen Holland’s lovely DML Tourer. The Sheard DM chose to stay in the carpark.

Right: Peter Willcox, Paul Latham and Clare Hay - at Jinks Creek winery for lunch.

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It was particularly good to catch up with Lyn Miller, who had travelled in convoy with her in-laws Alan and Judy Watson in their 4-litre. Clare Hay, the famous Bentley scholar from the mother country, was a special guest of the Aussie club and was enjoying herself away from the rigors of recording their stories.

High office obviously sits hard with Delage people. Recently elected President Courtney Pern and Ros

abandoned the DE Tourer ostensibly with a broken rear spring after filling it with petrol, whilst ex-President Gerald Swinnerton parked the DIC in the garage – the consequence of blown bearings following his travels in the mountains. Newly appointed Treasurer Gerald Baker, having cleaned up the trophy last year, stayed home with his accounts and Angie with her golf trophies.

Two awards were presented during the luncheon:

Gregor Rusden Trophy was presented this year by the Bentley fraternity to Clive Smith, in recognition of his continual generosity in providing fellow Bentley owners with major help including the loan of cars and components such as gearboxes to enable them to enjoy events in Australia and overseas.

Robert Benoist Literary Trophy was unexpectedly awarded by the Delage Club to John Lawson! - the rather curious trophy features a piston from the World Championship-winning straight 8, one and a half litre GP Delage. Having driven one of these

gems and not wishing to appear too ungrateful, I could not help noting the award should go to somebody who has used a Delage in historic events to good effect or restored a significant car. Obviously the Delage fraternity believe the pen is mightier than the sword (or the spanner/steering wheel). Perhaps a sign of age and decay! I’m for the road and Targa is a hell of a lot harder than writing an article.

We prefer our social motoring events to start with coffee/tea and a friendly catch-up with the day’s entrants and their cars, followed by enjoyable motoring on challenging and interesting roads, and ending with a meal, drinks and excited chatter and stories. A minimum of trial (without tedious fact-finding) and a maximum of fun motoring help to get the cars out of their garages. Fortunately, those who participate are not those in the movement obsessed with insurance and car value.

This Gregor Rusden event certainly filled the bill. Thank you Barry and Des.

John LawsonApril 2014

Bentley participants:

Barry & Cheryl Batagol (Speed Six) Allan & Judy Watson (4 litre), with Lyn MillerGary & Desa McMillan ( 6 ½ litre) Peter &Suzanne Willcox (3 litre)John & Carol McQuay (3 / 4 ½) Philip & Tina Ironside (3 litre)Lawrence & Chee Southward (4 ½) Darryl Stanisich & Clare Hay (3 / 4 ½)Wayne Fitzgerald (3 litre) Phil Schudmak (3 / 4 ½ )Des Dillon (Hisso Alfonso) Paul & Yao Latham (RR Silver Ghost)Tony & Christine Johns (4 ½ litre) with Allan & Jill Powney

Delage participants:

Fergus & Louise Anderson (DISS) John Lawson & Gerald Swinnerton (D6 70)Max Foster & Karen Holland (DMN) Allan & Janet Reid (D8S)John & Sebastian Sheard (DM) Courtney & Roz Pern (modern)

I read with great interest of the UK road test summary of these two great cars and I thought that perhaps my experience with both these cars maybe of interest.

I currently own a 1928 speed model 3 litre Bentley with its original VdP body ( chassis HT 1642 ) and a 1922 Velox bodied E type 30-98 ( chassis E 467 ) and I have previously owned 2 OE 30-98’s and a long chassis 3 litre Bentley (chassis 990, now with Dennis Lingane).

I am basing my present thoughts then on a very similar car basically to the 3 litre tested, that is with all the late 3 litre modifications – better brakes, large sump, lighter lower geared steering, C type gearbox etc. We are not told the detail of the” mechanical improvements” the test 3 litre was subjected to, however some of my experiences are quite the reverse to those stated. I find the Vauxhall gearbox much easier to change than the C type Bentley box, although it is a shade heavier in action. The greater torque at the lower half of the range

together with the much superior grunt of the side valve 30-98 certainly results in superb acceleration up to say 50 mph, ( in spite of the much higher rear axle ratio of 3 to 1 ) and the impression gained is that as you change into top gear the car gives a superb deep throated bellow and starts to devour the road. Incidentally the exhaust note is deep and quite strident, the OE is much sweeter and refined in its note and the Bentley possesses a lovely exhaust note, quite different to both Vauxhalls. Certainly the twin SU carburettors do assist acceleration somewhat. The multi plate Vauxhall clutch is just as sweet as the Bentley leather cone clutch but heavier in operation.

The handling of both cars is very good indeed, contrary to popular opinion the E type runs around corners as if on rails, whilst the steering is lighter and just as accurate as the Bentley – no doubt greatly aided by the fact that this 30-98 has 2 wheel brakes and runs on beaded edge tyres. So I rate them equal on handling and the Vauxhall with nicer steering. Brakes are a

different matter! The Bentley brakes are hugely superior to the E type, and also better than the later 4 wheel OE brakes. The Vauxhall is of course a largely Edwardian design.

The E type is very light and is probably quite a lot lighter than the Bentley and this together with the larger engine certainly results in a very lithe and lively machine. Both bodies are superb in looks and I can not imagine a nicer looking body than the spidery Velox or the VdP Bentley body. I find both driving seats very comfortable and support one’s back very well indeed. How a passenger in the back seat of either car could survive a long journey is quite beyond me!

The ohc Bentley engine is mechanically not as quiet as the side valve Vauxhall in spite of the .048 valve clearance in the side valve 30-98. Both engines are very flexible but the larger side valve engine clearly is superior in this area. It is of course no surprise that the Bentley is better at the top end of the rev range than the E type – and the OE Vauxhall is also

Some Thoughts on 30-98 Vauxhall v 3 Litre Bentley.

better than the E in this regard. The later OE’s with the counter balanced crankshaft are incredibly smooth for a large 4 cylinder and I would think from memory smoother than the 3 litre.

I note in the BDC Review of May 2005 that at the Colingrove Hillclimb a 3 litre ( Gary Rainsford well known early car ) climbed in 59.09 seconds and a 30-98 in 55.74 seconds, the 3 litre time being the fastest up to that time, a little faster even than Neville Webb’s 3 litre time of many years before.

Any comparison today depends so much on the state of the cars tested, in their heyday when both were to all purposes standard it was perhaps different. Bentley Sales Manager A.F.C. Hillstead says that the E type was superior in performance to the 3 litre and in fact also rates the OE as superior in performance to the Four and a half litre, in its standard form. Many of the cars today have received quite extensive modifications, especially Bentleys, Vauxhalls much less so, as it is said that increasing the performance impinges to some degree on their smoothness and charm.

I totally agree with the comments made in the article about the centre throttle pedal, so I try not to drive either of these cars with my size 12 beetle crushers!

The question of UK values seems to me a bit odd, and certainly not reflected in Australia.

Whilst the comparison is difficult is to assess, we must remember that when the last 3 litres were made the 30-98 was long out of production and they are so different in so many ways, especially considering the much older design of the 30-98 – especially the

E type. Australia was a huge market for Vauxhall, greatly assisted by their dynamic agent Boyd Edkins in Sydney, so it is no surprise that 30-98’s greatly outsold 3 litre Bentleys here. Their much simpler engine design probably greatly contributed to this and so many 30-98’s were sold new to affluent graziers who lived far away from major agents and service centres. Many more 3 litres were sold world wide than 30-98’s, however more than half the 3 litres made were in fact lwb standard cars which lacked the performanceof the speed models and probably should be compared more with the 23-60 Vauxhall which sold very well here, especially in rural areas.

When I was a schoolboy I thought that for me the ideal vintage stable would be a 30-98 Vauxhall, a Rolls

Royce Silver Ghost and a 3 litre Bentley. That was many years ago and I have not changed my view, and I count myself extremely fortunate to own examples of all three. Perhaps a large 6 cylinder Delage and Sunbeam would also be nice!

The 3 litre Bentley certainly seems to me to possess a charm and balance that the later larger engined Bentleys somewhat lack. I have always coveted a twin cam Sunbeam but perhaps the complexity would defeat me! The 3 litre Bentley is pure WO just as the 30-98, especially the E type, is pure Pomeroy. They remain to my mind the iconic English sports cars of the 1920’s. They are superb cars and without doubt in a class of their own.

Peter Crauford.

Peter Crauford on a recent BDCV outing with Roger Cameron, Des Dillon and Sue Schudmak.

The Association of Motoring Clubs held an important and very well patronised meeting in Melbourne on May 17th to explain the new regulations to be introduced by Vicroads covering “modified” vehicles on the Club Permit Scheme. These regulations should be available within the next week or so and will probably become effective before September 2014. Remember, we are only talking about the definition of, and requirements for, any historic vehicle modified from the original and on a Victorian Club Permit. The extent of the interest in this topic could be judged by the fact that almost 300 delegates attended and there was standing room only. The meeting was conducted by Rod Amos of the VSCC, who has been doing an outstanding job guiding the new regulations through the bureaucratic and very technical processes. It must have been a full time job for him over the past six years or more. The definition of “modified” is in the various state and federal rules and regulations and carry the force of law. If you don’t comply, you are have an illegal vehicle. It’s got very little to do with “roadworthy” or “safe to use”. Depending on these definitions, very few older cars have not been modified to some extent from the original over the years. You will know what I’m talking about! Perhaps because exact replacement parts are no longer available (e.g. tyres), because of modernisation improvements (e.g. halogen light globes, turn indicators, wider rims, etc.), because of convenience or performance improvements (e.g. different engine, different gearbox, different carbys, bigger engine capacity, higher compression, different camshaft, etc.) or because

components were no longer useable or appropriate (e.g. the body). Many of these might seem trivial, but they could still be against the rules. Some are much more serious. For example, if a new body has been put on a car, it must be comprehensively stress tested. This would destroy any timber-framed vintage body, and a 1950’s or 60’s sports car wouldn’t be so happy either. Rod began by saying that despite the fervent interest in the topic by all those in the room, it occupies only 0.01% of Vicroads’ time, budget or energy. While there are still some officers of VicRoads who want to see a successful scheme in place, there are other areas of Vicroads where there is little or no understanding, technical skill or interest in classic cars or their heritage value, so it’s an uphill battle. Very fortunate for us, Rod is not the sort of person who gives up easily and the new rules will be much better than feared earlier. Basically, it looks like a very good result for most of the older (pre-1969) cars, but not so good for the newer ones. The new Club Permit (log book) Scheme has met with almost universal approval by the classic car owners, although many have suggestions for a variety of “improvements”, and there are some stories of abuse. A few things are still on the agenda, yet to be sorted, including the definition of “replicas” and guidelines for the approval of clubs authorised to participate in the scheme and their regulation. (There have been quite a few “motoring clubs” formed recently with the main purpose of providing some of their mates with “cheap rego” and for cars that go beyond the definition of what might be called a hobby vehicle.)

So far, vehicles on Victorian Club Permits have not been subject to the modification laws, but a few years ago Vicroads was about to impose the same State and Commonwealth Vehicle Standards modification regulations (VSI 8 and VSB 14) that apply to cars on full rego. Basically these rules are designed for and quite appropriate for modern cars. Details of the regulations are on the Vicroads and AOMC websites. VSI 8 is only eight pages and is fairly straightforward, mainly common sense and includes many exemptions. However, the federal VSB 14 is a lot more complex and was certainly not designed for older vehicles. Quite simply, it would not be possible for older cars, particularly pre-war, to comply with them and they would be off the road. (There’s nothing new here for owners of older cars on full rego, but if they have been modified in any way, they might like to ask themselves whether they have a legally registered vehicle or not!) Fortunately for historic car owners, Rod (on behalf of the AOMC) was able to head off the new rules and they have been on hold until now. The new modification rules (VSI 33) will apply to all Victorian Club Permit vehicles from later this year and will differentiate three different historic classes: 1. Pre-19492. 1949 - 19693. post 1969 (there is a 25 year old minimum requirement) The details will be available soon (refer the AOMC or Vicroads websites). Briefly, the older group 1and 2 vehicles are permitted greater latitude for restoration and modification (so long as they comply

New Regulations for Historic ClubPermits in VictoriaBy Phil Schudmak

with the spirit and style of the era) and the newer ones very little. If a car is modified beyond the relative parameters, it must be inspected and certified by an authorised VASS engineer before it can go onto the Club Permit Scheme. This is in addition to the required RWC. The initial application and annual renewal forms from Vicroads will require the owner to certify that the car has or hasn’t been modified, so that many modification made after the vehicle is on red plates will need to be certified.

This is only a very short summary of Rod’s presentation, which lasted for almost three hours. There will be much more to absorb in the next couple of months and all members are encouraged to have a good look at the details. Basically, we have a great system for our hobby cars and better than anywhere else that I’m aware of. Rod said that the

new rules have been thrashed out over several years and, by and large they are as good as we are going to get. They are a sensible mixture of technical, safety and heritage values. They will not be subject to further negotiation or debate, but he encouraged clubs to write to Vicroads (copy to the AOMC, please) with any constructive comments. This is especially if clubs thought exceptional circumstances might apply to their particular models.

I don’t know how these Rules work interstate. Unless their local licensing authorities have introduced similar exemptions, historic cars would be subject to the national VSB 14 Modification Standards, in which case heaven help them!! We are hearing stories of recent very strict supervision of the once envied permit system in South Australia. One long-time classic car owner had his 1969

Plymouth GTO fail its compliance test because the rocker covers had been chromed. It wasn’t passed until he provided factory documentation that it was an option at the time! He shouldn’t have sold his 3 litre !

The Marketplace...........John Lackey is reluctantly offering his 3 litre for sale after 37 years of ownership. Full details are to be found in this Newsletter.

The late Russell Tapp’s 3 litre (chassis No. 365) has been in the UK for several years now and his son James tells me that it has now been sold to a buyer in Scotland. This was an original Australian delivered car and was the first Bentley owned by Neville Webb in 1948.

Syd Reinhardt tells me that he has sold his 6 ½ litre Sedanca de Ville and it has gone to a good home in England. He understands that the buyer plans to retain the original Mulliner body. Readers will recall that Syd was showing the car at the prestigious Villa d’Este concours in Italy when an incorrect starting procedure led to a serious fire in the engine compartment. Fortunately it was all covered by insurance and Graham Moss in the UK was able to make a 100% restoration.

Tery Hurst tells me that there are two WO’s that will be for sale in Brisbane soon:

Chris McGirl is selling his “Old Mother Gun “ 3 – 4 ½ replica that Max Houston built in 2009. This has chassis number 1123 and engine 1115.

The late Peter Gargett had been planning to sell his 3 litre (chassis 533) before his passing.

John McQuay’s 3-4.5 litreHaving completed a full restoration in time for the Britain by Bentley tour in 2011, John is now offering the car for sale.Email: jvictorm@iprimus.com.auTelephone: 03 9827 8218Mobile: 0412 322 297

Robert Burke’s 8 litre tourerChassis no. YM5045Email: robourke@bigpond.comTelephone: (02) 4861 1912Mobile: 0419 253 769

For further details and photo refer the previous Autumn 2013 newsletter

Max Bacon’s 3 litreChassis no. 383Email: maxbacon@bigpond.net.auTelephone: 03 95608986Mobile: 0401 767 954

See feature story in the Autumn newsletter 2011

It is with great reluctance that I offer my Bentley for sale. With due deference to my passions, my pleasures and my age, along with consideration of the fact that I can only drive one car at a time, now is the time for someone else to become custodian of my long chassis Blue Label car. It has given me many years of enjoyable, reliable motoring, but now is the time…………..

The car is a 1924 model with 4 wheel brakes and spring safety brackets fitted from new. Its guarantee was cancelled in 1928 as upgrading work to some Speed Model specifications was carried out by an outside firm – but the guarantee was reinstated a couple of months later upon this work being checked out by Bentley Motors. It has original engine (no. 550) and chassis (no. 543). The gearbox has been replaced by an A type close ratio unit (normally fitted to Speed Models) prior to my ownership. All the major component numbers are close to the chassis number (engine, differential, bonnet, steering box) and appear original and correct. The body is the original 5 seater tourer body built by Stanford and Gray of London. I acquired the car in 1977 in the UK and imported it to Sydney in April of that year. The aftermarket mascot was found broken under the driver’s seat and has been repaired and re-nickelled. The original UK number plates (HT 9672) and buff UK registration form and the last MOT inspection certificate are with the car,

so I think it can be taken back to the UK without incurring import duties.

I used the car mostly on Bentley Drivers Club (BDC) of NSW and Vintage Sports Car Club of Australia (VSCCA) rallies and events. During my Chairmanship of the BDC and my Presidency of the VSCCA the car almost never failed and attended every event/rally. I have competed with it on the circuits at Amaroo and Oran Park in Regularity Trials. An article about my car appeared in the BDCA and BDC of NSW magazines.

When Clare Hay was in Sydney she examined my car with an audience of fellow BDCA members. Pictures of Dr Hay inspecting my car were published in the Sydney Morning Herald. She stated that she thought my car was very original and found that the car departed from originality in only a few minor areas, such as the dash board had screws visible from the front, whereas the screws should have been hidden behind the dash board and that the oil pressure gauge was 0 to 50 psi whereas it should be 0 to25 psi.

Early in my custodianship I had considerable difficulties with the original ML magnetos and as a consequence it is now fitted with extremely reliable BTH aircraft magnetos (the original ML magnetos are included with the car). Over the 37 years of my custodianship

(in rough order of occurrence) I have restored/refurbished/repaired/replaced the differential, fitted new 8 Litre half shafts, the propeller shaft replaced with a modern Hardy Spicer unit, the valves, valve guides and valve seats, a modern Z9 oil filter fitted (to replace the gauze and felt filter originally supplied), starter motor, new wiring and trafficators fitted, springs re-set, Hartford shock absorber discs, the brakes relined, perrot shafts re-bushed, the vacuum tank by-passed by addition of electric fuel pump, the clutch brake relined, the sloper SUs completely overhauled by Midel (Sydney SU specialists), a new core fitted to the radiator shell, new water pump, the body painted in the original green, a new hood and tonneau covers, clutch relined, gearbox overhauled (including all new gears), new Michelin tyres and draglink ball joints and cups replaced. There are probably other works carried out over the years but they escape my memory at the moment.

The car starts on first push of the button and has good oil pressure, pulls up in a straight line and handles well. It has a very comfortable ride and will over steer when pressed. The car comes with some special tools:- a rear axle puller, a valve spring compressor, and a spanner for the coolant drain tube nuts. In addition all the replaced parts go with the vehicle (original oil filter, ML magnetos, old gears, water pumps etc.).

I have a genuine reason for the sale and would like the car to remain in Australia. If you are interested in acquiring it, save yourself the buyer’s premium and me the seller’s premium and buy from me – the car will go to auction if not sold privately. It is currently located in the Blue Mountains west of Sydney. I can be contacted at jscl.2996@gmail.com or 0400 388 859. Further details and pictures can be provided.

John Lackey

For Sale John Lackey’s Bentley 3 Litre

InRemembrance.............

Tony Johns, Jean and John Weatheritt and Phil Schudmak during the “Britain by Bentley” Rally

We have just heard that Peter Gargett passed away late in May. Peter was an active Bentley and Rolls Royce enthusiast in Brisbane and had owned his 3 litre, (chassis 533), for more than 50 years. His first Bentley was chassis 323, now being restored by Patrick Ryan, which Peter and some of his friends bought as a “project” in the early 1950’s. We will give more details in our next issue.

John Weatheritt, who was our earliest “Honorary Member” passed away last February in Kelso, UK. He was 82 years of age. John and his wife Jean drove overland to Australia in the early 1960’s in a 2CV Citroen, having left their 3 litre at home. They spent a couple of years in Melbourne before returing home and were very active members of the club in its early days. In 1965 John and Jean presented the club with our first perpetual trophy, The Weatheritt Trophy, to be awarded to the member who most used his or her Bentley.

In those days, many members used their Bentleys regularly and in order to keep track of things, members recorded the milage an an entry form each time they used it. Early winners included John Cresswell, Andrew Moran, Rod Warriner, Gregor Rusden, Jumbo Goddard, Philip Ironside, Neville Webb, Jim Nilsson and Graeme Miller.

John and Jean returned to Australia in 2000 and were able to present their trophy to that years’s winner – Barry Batagol. More recently Chester and Sally McKaige met up with them in the UK during one of their visits, and the Johns and Schudmaks had lunch with them during the Britain by Bentley Rally.

the Gregor Rusden Run (being carefully

courtesy Wayne Fitzgerald.

I know that most of us are on a pretty steep learning curve when it comes to coming to grips with our PC or Mac, let alone a new “smart’ phone. Scanners have been around for yonks and if we ever have cause to use one, usually as part of our photocopier, it’s just a question of pressing the button and sending it off, or filing it away somewhere hoping to find it in the years to come.

However, our Vintage Book team has been subject tomuch more severe discipline routines from the nerve centre in Cambridge UK and just pressing button and hoping for the best is no longer good enough. In order to get consistent high quality photos for the book, we’ve had to scan and re-scan hundreds of photos from our club archives and from collections sent in by members and former owners. We have been extremely grateful for all these and are still hopeful of receiving many more in the next few months.

I thought than members might be interested in hearing of one story almost typical of how things sometimes work out when you’re on the track of something interesting, and how modern technology can be such a help.

Our leader, Clare Hay was keen to see if we could find the details of an auction of the house, contents and car

(a 3 litre Bentley) held in Adelaide in 1930. These were owned by Geoffrey Wardle, who owned two 3 litres at the time and was selling up and returning to the UK. Luckily the auction company was Theodore Bruce, which is still very active in Adelaide after 135 years. (and now have an even bigger operation in Sydney).

A call to James Bruce, the current CEO of Theodore Bruce established that the company records were destroyed in a flood some years ago, so no joy there, other than perhaps the State Library might have some newspaper reports (they were a lot more detailed then than the pathetic efforts of today.) However, James said that, “by the way, my grandfather used to have a Bentley. His name was Mick Young and he went to London to spend a bit of time in the factory and to pick it up.”

A quick check of our database showed the car to be a Speed Six, chassis FR2640, the quite splendid Gurney Nutting coupe that was later owned by Keith Dureau and Owen Bourke. We knew from Clare’s records that HH Young was the first owner and that it had come to Australia many years ago, but we knew nothing of Mr Young or that he lived in Adelaide.

I had known James’ father, Ian Bruce, in Adelaide many years ago, and was surprised to learn that he had retired to Robe, where we have been regular visitors since the good old days. Another phone call established that Horace Howard Young (always known as “Mick”), was Ian’s father-in-law. In the 1930’s he had moved to a horse breeding property near Camden, then on the outskirts of Sydney (actually, just about where the new Badgerys Creek airport is to be built). Mick kept the Bentley until after the war and Ian was kind enough to send me some photos, including one when Mick first collected the car in London in 1929.

One of the photos of the Bentley in the garage in 1938 looked to be of limited interest. The tiny photo was a distance shot only showing the rear of the car, but on seeing this, Clare quickly asked if I had we enlarged it to show the registration plate? I’d used the strongest magnifying glass I had, but it was just a blur.

Oh! The Wonders of Modern Technology!.......

and a Bentley Detective story.

However, our new “Standard Procedure” manual calls for all photos to be scanned:

In colour (despite that most are black & white, or sepia)In high resolution (at least 600dpi), and Saved to TIFF file format (not jpeg or PDF)

The TIFF bit is very important because it allows you to enlarge the photos to very high degree – big enough to see the previously invisible rego plate – nsw 71883. The following photos might show you the difference.

John Lackey had phoned be at about the same time as this little project and I said that FR2640 was such a distinctive car, it must have been photographed, recorded or remembered by someone in the Sydney area during the 15 or more years that it had been there. I emailed a photo of the car to John and he called back straight away. He remembered seeing the car around Haberfield when he was going to school as an 11 year old. Amazingly, John also eventually recalled the name of the man who owned it – Dr Blunt. This confirmed our own records, although we had him owning the car after Keith Dureau. We now know that Dr Blunt brought the car with him when he moved to Melbourne in the late 1940’s and he sold it to Dureau. We have a great photo of the late Tony Gaze with the car in the 1950’s.

To finish the exercise, I though it might be worth checking the current ownership and whereabouts of FR2640. BDC records showed that Jack Goffette owned the car in the USA ten years or so ago (he still owns WK2658, which was another ex-Aussie 6 ½ litre). More recently Daniel Sielecki from Argentina did a major restoration of the car in the UK and Mr Google tells me that it later went on to be judged Runner-Up as “Best of Show” at the 2011 Pebble Beach Concours.

Phil Schudmak

Max Bacon's 3 Litre is now for sale. This

(courtesy Warrick Hansted) soon after

22

Readers may recall that I reported in our previous Newsletter that I had met up with Richard Pringle Jones when we were in Hobart last year on the “Tour of Tassie” rally. He was an old friend of mine from the days when we both had a proper job, but neither of us then knew of our Bentley interests.

I bumped into Richard at David Short’s classic auto workshop while my Bentley was having a bit of routine maintenance and he mentioned that, as a teenager, he’d spent many years trying to trace his late father’s 3 litre. His father, Basil Jones, had owned the Bentley from 1929 until he was married in 1937. Richard was born in 1940 and his father was tragically killed in a flying accident a few months later. Richard therefore never knew his father or the Bentley, but he did havea couple of faded photos.

Richard still has copies of letters that he had written in the late 1950’s to various vintage car and Bentley folk trying to trace the car. He had many helpful replies, but none had made the connection with 246, which by then was with Max Liddiard in Stawell and later Robin Ritchie. However, we were quickly able to identify the car from our archives.

A few months ago Richard was in Melbourne and we were able to introduce him to his father’s old car, which is now owned by Peter Willcox. Peter kindly took him for a couple of laps around the block and the smile on Richard’s face was something to behold.

Phil Schudmak

246ChassisSentimental “Reunion”

23

In view of the good turnout for last month’s Gregor Rusden run, the unusually pleasant Autumn weather and the very happy memories of a similar run last year, we thought we should organise another lunch at the Mt Macedon Hotel.

John McQuay kindly put together a good run through Romsey and Lancefield, skirting Hanging Rock, to the old pub. He also arranged to have coffee, scones and cream, and to start at Woodlands Homestead, not far past Tullamarine airport. It would have been nice to have a bit more time here as the homestead turned out to be a very interesting early (1843) large pre-fab timber kit house from the UK. The surrounding parks are now the home of several well-known retired race horses.

The weather was indeed kind to us, until we began the steep ascent around Mt Macedon, where we unexpectedly hit quite dense fog, which slowed progress somewhat.

Clive and Carolyn Smith had very generously invited us to join them for pre-lunch drinks at their lovely home opposite the pub and this allowed president Batagol to formally present Clive with the Gregor Rusden Trophy. Clive was unable to come on the Rusden rally last month, so it was “presented” to him then in absentia.

We all enjoyed an excellent lunch after the Smiths’ very kind hospitality and had an easy run home.

Phil Schudmak

Autumn Runto

MT Macedon

The Aussie team cars of Tony & Christine Johns, Gary & Desa McMillan, and Peter Graham & Jenny Lebens in Monaco.

The Aussies at the end of a

rally at Veuve Clicquot, Reims, France: John & Annie Maloney, Ian & Maxine Holdaway, Tony

the coolant), David & Lorraine Hughes, Gary & Desa McMillan, Peter Graham & Jenny Lebens, Adrian & Jennifer Cook.

On the road to Klosters, Switzerland

Europe by Bentley Tour May 2014