377 replies to this topic

[cooper997]

Interesting what's lurking out there.

 

 

Tony Johns wrote...

Stephen had just loaded part 2 of the Dickason 1930 AGP story when I was contacted by fellow Melbourne motor historian, David Zeunert. He has kindly allowed us to add to the story by copying his 1930 race program which forms part of his extensive motorsport archive.

 

 

 

Note this is the first time I have seen Cyril Dickason called Bob. The photo caption states all three are driving new cars from the Factory.

 

 

 

There is no record of NSW Austin driver, Bill Kennedy actually competing in this year's race. With his name crossed out in the post 200 entry list.

 

 

 

 

 

Explaining how to understand the score board.

 

 

 

Austin advertisement in the program. 

 

 

 

Morris advertisement in the same program. Note SA Cheney was the agent for both Austin and Morris in Victoria in 1930.

 

 

 

Carved wooden LCCA badge. Made by the Terdich Bros. They were motorsport enthusiasts and founding members of the LCCA, the organisers of the Phillip Island Grand Prix. As well as competing in his Grand Prix Bugatti, Arthur Terdich drove his 3 litre Bentley in many Hillclimbs and Trials during the era. As the proprietors of a timber furniture manufacturing company they made this 12 inch diameter badge, which was mounted on the flat tail of his Bugatti in order to promote the club. David acquired the badge from the family many years ago, and it holds pride of place in his collection.  

 

 

To show the size and original placement of David's LCCA badge - photo borrowed from the Bill Thompson, Australian Motor Racing Champion by Kent Patrick.

 

 

Many thanks to David Zeunert Motorsport Archive for assistance with the contents of this post.

 

 

Stephen

[MarkBisset]

Wow

 

Fantastic post fellas, some great material from DZ’ Collection, reason enough to do a piece on the 1930 AGP!

 

Many thanks

 

m

[cooper997]

Not racing specific, but survival of very early Australian printed Austin Seven sales literature makes this item rare - with thanks to the David Zeunert Motorsport archive.

 

 

Tony Johns wrote...

"It is very special for the following reasons.

 

Not dated, but checking what year it was printed, I was able to confirm Saturday 26th September 1925 in order to coincide with the Royal Melbourne Agricultural Show.
Possibly the earliest surviving Melbourne printed Austin Seven brochure in any collection.
Pre SA Cheney’s involvement, when Austin Distributors was owned by Ralph Falkiner and the showroom was located in Queens Street Melbourne.
Headlights shown on the drawing on the front cover is very English with them mounted on the windscreen pillars whereas the inside photograph shows them front mounted to comply with Australian lighting regulations.

 

The Brochure has been shared by David Zeunert and is part of his extensive early motor sport collection.

Car salesman Fred Haynes, a long serving employee of Austin Distributors and was the original source of David’s Austin Seven brochure collection."

 

 

 

Stephen

[cooper997]

Tony Johns has prepared this feature on Nigel Tait's early exploits. All prior to Nigel joining Repco in 1965 and holding significant roles through the organisation.

 

 

 

Tony wrote...

"Home from boarding school for term holidays In late 1957 or early 1958, Nigel Tait had just purchased his first Austin 7. It cost 10 pounds which was all of his pocket money. Fortunately Nigel was able to include the tow from Essendon to his parents home as part of the deal. They used an A bar bolted to the front axle, as the brakes were not up to scratch. In those days the usual reason to buy an Austin 7 was to pull it apart and build a road-going special suitable for club events including the occasional hill climb. Times have changed over the years and restoration and touring is now the main focus of most owners.

 

Nigel Tait photo.

 

 

Road testing, or rather driving around the local park. Still at school, no licence or registration and a couple of miles from home.

 

Nigel Tait photo.

 

 

Having taken over his parents garage, and with help from the neighbours son Julian Smithers, the Austin is nearly ready to be registered.

 

Nigel Tait photo.

 

 

Now fully registered and with extensions added to the cycle guards.

 

 

 

Road registered and fitted with Bowden cable brakes on the front axle. Nigel's first competition outing, Templestowe Hill Climb September 3,1961. Top of the “Wall" heading down into the “Hole".

 

 

 

Six months later again at Templestowe Hill Climb March 18, 1962.  Nigel was one of six entrants in the Austin 7 Racing Formula. Modifications now include Big 7 front axle, alloy 15” front wheels but still wire spoked rear wheels.

 

David Lowe photo. NCT collection.

 

However, the fastest time in the Austin 7 class, 64.73  was recorded by John Bowring driving a very similar car, owned at the time by Jacques Sapir. Not far behind in second place with a best time of 65.53, was John Robertson in the Gordon Dobie built special. John Whitehouse was another entrant in the class driving the “Carrot”  already mentioned in an earlier post. 

 

David Lowe photograph. Bowring collection.

 

For many years the Sporting Car Club of South Australia organised two very popular events over the Easter Long Weekend. They were open meetings with categories for pre and post war cars, long before Historic Race Meetings were established in Australia. Saturday was the hill climb at the Angus family property Collingrove, near Angaston in the Barossa Valley, and on the Monday most of the entrants at Collingrove continued with circuit racing at Mallala, an ex army camp north of Adelaide. 

 

Collingrove Official Program Cover, 1969

 

 

 

Collingrove Hill Climb measured in feet with graph showing contour.

 

 

 

Navigating the “Wall" Collingrove 1964, further improvements include fitting Dale Shaw alloy wheel centres and widened 15” Renault rims on the back wheels replacing the original Austin wire wheels, stub exhausts pipes and single Weber carburettor.

 

Tony Johns photo.

 

 

Collingrove Easter 1964 approaching the finishing line. 

 

Tony Johns photo

 

 

Victory spoils following a class win. Car #97 is the Whitehouse “Carrot”. 

 

Tony Johns photo.

 

Mallala Official Souvenir Program cover, from the following year, 1965

 

 

 

 

 

Mallala Easter 1964, waiting to start the handicap race, with Mick Allen and Geoff Taylor giving advice. Can someone identify car 41 please?

 

Tony Johns photo.

 

 

Nigel and A7 Club member, Frank Walter discuss tactics in the Mallala Paddock 1964, while John Whitehouse, (in overalls) works on the “Carrot” 

 

Tony Johns photo.

 

 

 

Stephen

[Ray Bell]

I wonder who made those alloy front wheels?

 

And if they were heavier than the original spoke wheels?

[cooper997]

Alloy centres made by Dale Shaw (with widened Renault rims) mentioned in the caption between the Collingrove map and Nigel's side view (car #95) at Collingrove photo.

 

I dare say Tony will be the one to answer the weight issue though.

 

 

Stephen 

[Ray Bell]

Look forward to that, Stephen...

 

The sports car No 41 at Mallala is a Vanguard or TR Special, I'd suggest. 4-cylinders with the inlet and exhausts on the right hand side, but the stud pattern of the wheels could be Vanguard or they might even be early post-war Morris or Wolseley.

[Lee Nicolle]

Tony Johns has prepared this feature on Nigel Tait's early exploits. All prior to Nigel joining Repco in 1965 and holding significant roles through the organisation.

 

 

 

Tony wrote...

"Home from boarding school for term holidays In late 1957 or early 1958, Nigel Tait had just purchased his first Austin 7. It cost 10 pounds which was all of his pocket money. Fortunately Nigel was able to include the tow from Essendon to his parents home as part of the deal. They used an A bar bolted to the front axle, as the brakes were not up to scratch. In those days the usual reason to buy an Austin 7 was to pull it apart and build a road-going special suitable for club events including the occasional hill climb. Times have changed over the years and restoration and touring is now the main focus of most owners.

 

Nigel Tait photo.

 

 

Road testing, or rather driving around the local park. Still at school, no licence or registration and a couple of miles from home.

 

Nigel Tait photo.

 

 

Having taken over his parents garage, and with help from the neighbours son Julian Smithers, the Austin is nearly ready to be registered.

 

Nigel Tait photo.

 

 

Now fully registered and with extensions added to the cycle guards.

 

 

 

Road registered and fitted with Bowden cable brakes on the front axle. Nigel's first competition outing, Templestowe Hill Climb September 3,1961. Top of the “Wall" heading down into the “Hole".

 

 

 

Six months later again at Templestowe Hill Climb March 18, 1962.  Nigel was one of six entrants in the Austin 7 Racing Formula. Modifications now include Big 7 front axle, alloy 15” front wheels but still wire spoked rear wheels.

 

David Lowe photo. NCT collection.

 

However, the fastest time in the Austin 7 class, 64.73  was recorded by John Bowring driving a very similar car, owned at the time by Jacques Sapir. Not far behind in second place with a best time of 65.53, was John Robertson in the Gordon Dobie built special. John Whitehouse was another entrant in the class driving the “Carrot”  already mentioned in an earlier post. 

 

David Lowe photograph. Bowring collection.

 

For many years the Sporting Car Club of South Australia organised two very popular events over the Easter Long Weekend. They were open meetings with categories for pre and post war cars, long before Historic Race Meetings were established in Australia. Saturday was the hill climb at the Angus family property Collingrove, near Angaston in the Barossa Valley, and on the Monday most of the entrants at Collingrove continued with circuit racing at Mallala, an ex army camp north of Adelaide. 

 

Collingrove Official Program Cover, 1969

 

 

 

Collingrove Hill Climb measured in feet with graph showing contour.

 

 

 

Navigating the “Wall" Collingrove 1964, further improvements include fitting Dale Shaw alloy wheel centres and widened 15” Renault rims on the back wheels replacing the original Austin wire wheels, stub exhausts pipes and single Weber carburettor.

 

Tony Johns photo.

 

 

Collingrove Easter 1964 approaching the finishing line. 

 

Tony Johns photo

 

 

Victory spoils following a class win. Car #97 is the Whitehouse “Carrot”. 

 

Tony Johns photo.

 

Mallala Official Souvenir Program cover, from the following year, 1965

 

 

 

 

 

Mallala Easter 1964, waiting to start the handicap race, with Mick Allen and Geoff Taylor giving advice. Can someone identify car 41 please?

 

Tony Johns photo.

 

 

Nigel and A7 Club member, Frank Walter discuss tactics in the Mallala Paddock 1964, while John Whitehouse, (in overalls) works on the “Carrot” 

 

Tony Johns photo.

 

 

 

Stephen

In my many years in the A7 Club they were the ones that organised the Easter race Meeting. At least from the early 70s. It leaned to but was not exclusivly historic until probably the late eighties. The seven club gave up running racemeets by probably the end of the 90s and the SCCSA took over until the date was stolen by the Eastern States so now it is Anzac weekend.

The Sporting Car Club ran the hillclimb ofcourse.

[cooper997]

From Tony...

"To reply to Ray’s query asking if the alloy wheels were any lighter, the answer is clearly stated on this undated photo of John Bowring that will be included in the next post I prepare on John.  

 

 

 

What John's notes tell us is that the Melbourne made version of the UK Speedex alloy Austin 7 wheels are 2lbs lighter. 

 

 

 

Stephen has now suggested that the various types of wheels that have been used over the years warrant a post in their own right.

I can confirm that the 18” wheels fitted to the 1981 Raid Austins used alloy Spanish rims, and that the new wheel weighed less than the original Austin steel rim.

 

TJ's 'raid' A7 at Historic Winton with Max Lane Bugatti T51

 

Tony"

 

 

 

Stephen

[cooper997]

It wasn't all about World Championships you know... a lighter moment from those behind the RB Engines.

 

 

Nigel replied, after reading about my early Austin 7 days on the recent post,

"I thought this photo of my Chummy would be of interest.

 

Only a very small car could get through the pedestrian gate. We got my car into here for a photo, around 1967. On the right the office of the chief engineer, and his secretary. 

On the left the tin shed that was the engine lab, and this is where the Repco Brabham engine was designed by Phil Irving. And where we built and tested them until the move over to Maidstone. 

From left Ken Lord, Michael Whittaker, Lyn Kirkham, seated Brian McCarthy, and myself."

 

NCT collection

 

 

 

Stephen

[cooper997]

 

 

Mallala Easter 1964, waiting to start the handicap race, with Mick Allen and Geoff Taylor giving advice. Can someone identify car 41 please?

 

Tony Johns photo.

 

 

The answer to mystery car #41.

"Dean Hosking, one of the volunteers at the Sporting Car Club of South Australia's library has kindly answered the question of who was driving the car behind Nigel at Mallala Easter 1964.

It was the start of event 9B a handicap race for Racing and Sports Cars.

Car #41 is a MG TD special driven by Deane Clough. The results list Nigel in 4th place and Deane a DNF.

 

Tony Johns"

 

 

 

Stephen

[cooper997]

Tony Johns wrote...

"Following on from earlier posts with photographs from Barry Lake's book, Half a Century of Speed. Professional Sydney motoring journalist, Tony Davis has now shared copies of all the Austin 7 photos that were included in the book. As previously mentioned Tony’s source was the John Sherwood album.

 

No, this is not a bunch of pall bearers en route to a burial at sea. It’s motor sport officials and drivers carrying Tom Lord’s Gordon England’s Brooklands model Austin 7 across the flooded creek otherwise barring the way onto Gerringong Beach in 1928.

When interviewed in 1970, John Sherwood explained  "We ran at low tide on a four mile course, marked by two flags, two miles apart. The course was not dangerous because, if we went off the track, there were no fences to run into".

 

 

Tony Davis photo from the John Sherwood Collection.

 

 

 

Stephen

[cooper997]

John Ellacott has kindly sent through this Bill Warren Austin Spares/George Murray Austin 7 spl at Craven A Corner during the 21 January 1962 Catalina meeting. 

 

 

 

John asks... "Does anyone know if the car still exists ? , if so who owns it?" Please leave a note if you know.

 

 

Stephen

 

Tony has tried with some of his contacts to find out where the Bill Warren/ George Murray Austin ended up. By a clean out of old Bentley related emails today he has come up with this. It's in a museum collection.

 

Details here... https://collection.m...m/object/414365

 

 

Stephen

[Ray Bell]

I think Jock McLean owned it at the end...

 

Let's not forget, either, that it has a 1275cc A-series engine in it.

[cooper997]

Some more digging through the Bowring collection by Tony Johns allows more of his long time friend's Austin Seven antics to be added.

 

 

Tony wrote...

"Continuing on from the first John Bowring post #191, the next record in John’s diary was the Motor Racing Carnival at Fishermen's Bend, 18/19 October 1958.  There was a good entry of 11 Austin 7s for the B Grade Racing Car handicap. It may have been a program error but Mel Mason #62 is listed twice for the event.

 

AMS magazine November 1958 reported that the large batch of Austin 7s received a generous 90 second handicap ahead of the scratch men that included Ray Gibbs, Cisitalia, and Rod Murphy, QType MG. John Fleming was the first Austin home, but in his notes John Bowring recorded that his car ran a lot quicker in the Sunday race and recorded the fastest lap amongst the Austins. 

Looking at the program, the list of Austin drivers included Neil Johannesen who in this race was driving his own special, however by the late 1960’s he was the owner and racing the John Bowring Austin. 

 

Tony Johns Collection

 

Tony Johns Collection

 

A wartime airfield built adjacent to the Commonwealth Aircraft Factory. The year 1948 saw motorcycles competing and cars first appeared the following year. John Whitehouse came back from England and suggested the Club organise a Six Hour Relay Race. In 1961 the first Relay Race used the Fishermen’s Bend circuit, perhaps the last true race meeting if you don’t include 1/4 Sprints. 

 

 

John noted on the reverse of the photo — "extractor exhaust fitted for the first time, also pointed to the extensive drilling to lighten the radius rods".

A closer inspection of the photo shows it still retains a modified original track rod and a split swing axle, note the angle of the front spring shackles.

 

Bowring Collection

 

The 15” West London front wheels can be clearly seen. Photo taken at Fishermen’s Bend

 

                                                                                                           Bowring Collection

 

 

The bottom diary note was a closed Austin 7 Club Event, so no other reports are available. The Club preferred to call their events  "Nine Chain Sprints” 

 

 

 

Whilst John Bowring did not race at the "Gold Star" meeting held at Fishermen’s Bend back in February 1958, it is worth recording the Austins entered. Bill Rees was now the owner of the Derek Jolly Austin and most importantly in the Sunday race, event 9 "Victorian Trophy". South Australian Henry Short already mentioned racing at Phillip Island was deemed the only Austin quick enough to be included in Sunday's feature race.

 

 

 

 

The AMS magazine, April 1958 listed Henry Short finishing in 17th place. At the start of the feature race the two Australian specials, the Tornado and the Maybach were leading and ahead of the Factory cars. There were troubles on the third row when Owen Bailey in the ex Whiteford Lago Talbot sat helpless without transmission as the field sorted themselves around him. Bib Stillwell was forced to retire when his Maserati 250F suffered valve failure. Factory cars filled the first five places, 

 

 

 

 

Stephen

 

[Lola5000]

Some more digging through the Bowring collection by Tony Johns allows more of his long time friend's Austin Seven antics to be added.

 

 

Tony wrote...

"Continuing on from the first John Bowring post #191, the next record in John’s diary was the Motor Racing Carnival at Fishermen's Bend, 18/19 October 1958.  There was a good entry of 11 Austin 7s for the B Grade Racing Car handicap. It may have been a program error but Mel Mason #62 is listed twice for the event.

 

AMS magazine November 1958 reported that the large batch of Austin 7s received a generous 90 second handicap ahead of the scratch men that included Ray Gibbs, Cisitalia, and Rod Murphy, QType MG. John Fleming was the first Austin home, but in his notes John Bowring recorded that his car ran a lot quicker in the Sunday race and recorded the fastest lap amongst the Austins. 

Looking at the program, the list of Austin drivers included Neil Johannesen who in this race was driving his own special, however by the late 1960’s he was the owner and racing the John Bowring Austin. 

 

Tony Johns Collection

 

Tony Johns Collection

 

A wartime airfield built adjacent to the Commonwealth Aircraft Factory. The year 1948 saw motorcycles competing and cars first appeared the following year. John Whitehouse came back from England and suggested the Club organise a Six Hour Relay Race. In 1961 the first Relay Race used the Fishermen’s Bend circuit, perhaps the last true race meeting if you don’t include 1/4 Sprints. 

 

 

John noted on the reverse of the photo — "extractor exhaust fitted for the first time, also pointed to the extensive drilling to lighten the radius rods".

A closer inspection of the photo shows it still retains a modified original track rod and a split swing axle, note the angle of the front spring shackles.

 

Bowring Collection

 

The 15” West London front wheels can be clearly seen. Photo taken at Fishermen’s Bend

 

                                                                                                           Bowring Collection

 

 

The bottom diary note was a closed Austin 7 Club Event, so no other reports are available. The Club preferred to call their events  "Nine Chain Sprints” 

 

 

 

Whilst John Bowring did not race at the "Gold Star" meeting held at Fishermen’s Bend back in February 1958, it is worth recording the Austins entered. Bill Rees was now the owner of the Derek Jolly Austin and most importantly in the Sunday race, event 9 "Victorian Trophy". South Australian Henry Short already mentioned racing at Phillip Island was deemed the only Austin quick enough to be included in Sunday's feature race.

 

 

 

 

The AMS magazine, April 1958 listed Henry Short finishing in 17th place. At the start of the feature race the two Australian specials, the Tornado and the Maybach were leading and ahead of the Factory cars. There were troubles on the third row when Owen Bailey in the ex Whiteford Lago Talbot sat helpless without transmission as the field sorted themselves around him. Bib Stillwell was forced to retire when his Maserati 250F suffered valve failure. Factory cars filled the first five places, 

 

 

 

 

Stephen

So many known names in the various events including , Brighton boy B.Sampson.

 

From memory the Victorian trophy Jones won is not large but a very nice Stirling silver trophy that the VHRR is now the owner  , Simmo perhaps can confirm?

 

Looking at the the various cars entered  , so many are no longer in Australia , sad ..

[cooper997]

Inspired by John Ellacott's colour photo of the George Murray Austin, Kerry (aka plannerpower) has found these photos he took from the early days of Oran Park - one of the 1963 meetings.

 

 

 

 

Stephen

[Ray Bell]

That would have to be before the September meeting in 1963, it's on the original track...

 

This one is from March, 1965 if I recall correctly:

 

[cooper997]

Another slice of John Bowring's Austin Seven racing history.

 

 

Tony Johns wrote...

On reading John’s November 1958 diary, it must have been a busy month. It started with the the Australian Hill Climb Championship held over two heats. The 32nd meeting at Templestowe on Sunday 2 November was the venue of the first heat and the second heat was staged at the 50th Rob Roy meeting the following Tuesday, Melbourne Cup Day.

 

Once again JKB took over John Fleming’s "Merri Bridge Motors” entry, and this time the program listed F. Fleming as the driver.

At Templestowe, John notes that overnight he swapped gearboxes and rebuilt the distributor after Saturday practise. On Sunday morning he improved his time to 65.18 seconds which was sufficient to gain second place in class H. Rod Murphy was 8 seconds slower in the Q Type MG. Neil Johannesen was the other Austin competing in the class.

On his next run, John records blowing the head gasket on the start straight before a complete blowup in the esses, but the AMS report has another description. It said "John had a misunderstanding with the engine and spilt copious quantities of oil over the track after a complete disintegration along the straight." 

 

Bowring Collection

 

 

Bowring Collection

 

 

Bowring Collection

 

Bowring Collection

 

 

With no time to rebuild his engine for Rob Roy on Tuesday, John was able to borrow an engine from Dave Woodmason and even though recording a slow time of 54+, which was double the time of class-winner Murray Rainey in his supercharged Cooper/Norton, John was still runner up in class H in the 1958 Australian Hill Climb Championship.

 

By the following weekend at Darley, John had built a new motor using a 1936 crankcase and 1½” Speedy crank and rods.The damaged block was sleeved on no 2 bore. His best lap was 1-25 ahead of Doc Grosvenor 1-26-2.

 

 

Once again John’s diary records every detail.

 

 

 

 

Albert Park 23 November 1958, “B” Grade Racing Car scratch race. Retired when the exhaust fell off.

cooper997 collection

cooper997 collection

Bowring Collection

 

 

Stephen

[cooper997]

Although Tony Johns has co-ordinated this posting, who better than the current owner to accurately write the history of his Austin, so I am pleased to receive the following story from Martin.  

History of 'The Wedge' Formula 750 Racing Car - compiled by Martin Stubbs.

 

Ownership: 1966/69 John Kleine, Victoria.

This car was built between September 1966 and March 1967 in the workshop of Dale Shaw by Dale, John and his friend Russell Hook. 

The design was a natural development of Dale's previous 750 Formula car.

The Austin 7 Club's 750 Formula at that time required a car to be constructed using an Austin 7 engine, gearbox, differential and rear axle assemblies, and Austin 7 chassis side-rails with 1/4 elliptical rear springs. 

Most other components and materials were unrestricted.

'The Wedge' had an offset rear axle, John who had access to a lathe, cut 3" from the left side axle and the housing then added them to the right side. 

The suspension was designed to have the front roll centre 10" above the ground level and the rear at 13". No anti-roll bars were used but were considered for the future. 

Dale's cousin Barry Hudson made the body in aluminium which was later painted blue and the chassis mauve (purple).

Barry Hudson must have a busy man because he built several bodies for racing cars in that period including 'The Wedge's' 750 Formula predecessor for Dale (now Trevor Cole's car). 

Also the 'Carrot' for John Whitehouse and the 'The Wedge's' 750 Formula successor the 'Whitmor', also for John Whitehouse ('Whitmor' now back with Bill Morling). 

He also built the body of a later 750 Formula car for Nigel Tait (now Bruce Maplestone's).    

John competed at Winton and Templestowe, then had to sell the car for family reasons. The earliest Templestowe listing is 14 May 1967. 

A copy of the results for the #78 Templestowe, (Heat one of the Victorian Hill Climb Championship). Note Lachie Sharp lowered the class record in the ex Whitehouse “Carrot”. Previous record holder was John Whitehouse, 59.92 sec.

 

Three photographs, taken by David Lowe at Templestowe #79, 12 November 1967. John Kleine lining up for the start, to the left Tony Johns, Maggie Bone (white helmet) and #95 John Whitehouse.

Tony Johns Collection.

 

John wiping away the oil, note by 1967 mufflers were a requirement, behind John, #94 is the ex Bowring Austin owned by Neil Johannesen.

Tony Johns Collection                                                                                                                                         

 

Just after the start line.

Tony Johns Collection 

 

79th Templestowe Hill Climb. Sunday 12 November,1967 (Heat two of the Victorian Hill Climb Championship)

 

 

Winton 1967 start line, with John Marriott  #88 in his Austin 7 on the same row.

Martin Stubbs Collection.  

 

Ownership: 1969 Ian Wells, Victoria.

In October 1969 Ian Wells became the next owner, but soon destroyed the Austin 7 motor at Winton and in a short time sold the car on.

Ownership: 1969/77 Tony Grove, South Australia.

After the blowup at Winton, Tony whom had known Ian for many years casually asked him as they were leaving the circuit how much he wanted for the car. 

A week later Ian rang and they, agreed on a price. Tony fitted an Austin A30 engine, gearbox and back axle from the 'Ausford' as the Austin 7 back axle proved to be unsuitable with its torque tube. He also repainted the car to the deep orange it is today and constructed a short nose for hillclimbs as the original nose is very long and low and is more suitable for circuit racing.  

 

Tony Grove. Collingrove, Barossa Valley, South Australia. Note the A Series engine is much taller than the side valve A7.

Martin Stubbs Collection                                                                                                                                     

 

Ownership: 1977/78 Tim Sherman, South Australia.

Tim's friend Danny Larson on hearing that Tony Grove wanted to sell 'The Wedge' convinced Tim that he should buy it and that he Danny should drive it as Tim didn't have a competition license.

'The Wedge' was entered in only one event when it dropped a valve wrecking a piston and breaking the camshaft. Tim removed the tapered tubular wishbones and replaced them with the square ones, replaced the front drum brakes and fitted Galant GD discs with Galant steel wheels.

 

Ownership: 1978/85 Ian Wilson, South Australia.

Ian undertook a 2 1/2 year restoration and applied for a CAMS Log Book which he was unsuccessful due to some confusion about its history.

 

Ownership: 1985/02 Andrew Ford, South Australia.

 

Ownership: 2002/03 Tony Parkinson, South Australia.

Driven and maintained for Tony by Roger Oliver who used the car to obtain his CAMS licence. Car was sold on through Michael Finnis, Collectible Classics.

 

Ownership: 2004/14 Graeme Lukey, Western Australia.

Graeme had the car shipped to Western Australia and so started a long and fruitful ownership of continual development and restoration.

 

Ownership: 2014/ Martin Stubbs, Victoria.

A recent photo, Martin at the Eddington Sprints with the 1936 Ford-Amilcar MacDonberg #33 restored by Keith Roberts.

Martin Stubbs Collection

 

 

 

Stephen

[cooper997]

A couple of random Austin Seven related snaps.

Top photo came via Tony Johns, from Martin Stubbs and is from a reasonably recent VSCC Eddington Sprints.

 

Then below is one of my own from the lineup area at the Austin 7 Club-run Arthurs Seat Hillclimb.

 

If I could locate what I've done with the programmes, I'd tell you it's either the 1992 or 1993 event. Graeme Steinfort in the Waite AGP rep is the main focus of this snap.

 

 

 

 

Stephen

[cooper997]

Some feedback from Tony Johns to my Arthurs Seat Hillclimb start area photo (he hadn't seen if before it was added here). Who clearly knows where to find the programme

 

Tony wrote...

Program details confirming your photo was taken at the 1st Historic Arthurs Seat Hill Climb, organised by the Austin 7 Club with David Lowe Secretary of the Meeting.

 

As well as the Steinfort Waite Replica supercharged Austin in your photo, there were several more supercharged cars competing on the day in class 3. Allan Tyrrell #11 in his ex Joby Bowles Ulster. Doug Burnip # 12, with help from Ross Stewart had fitted a supercharger to his Austin “Standard Sports” more often called a "Latrobe Ace". Car #17, Charles Dentry Riley Nine S/C. 

Pat Mottram #30 driving her MG M-Type is waiting next to Graeme. In the background you can just make out Des Dillon’s aero engined Hispano Suiza. In total there were 13 Austins amongst the entry list.

 

 

 

 

Allan Tyrrell’s very original Supercharged Ulster, when owned by Joby Bowles, Hillclimbing in England.  

 

 

 

 

Stephen

 

 

[cooper997]

Another snap from 1992 Arthurs Seat HC meeting.(turn 1 I think)

 

Graeme Burnham in the ex Whitehouse 'Carrot'

 

cooper997 photo

 

 

Stephen

[cooper997]

It is about time for another Cyril Dickason story....

Another record attempt, on this occasion Dickason again used a Baby Austin to beat the time set by a non stop train journey from Bendigo to Melbourne.

Located 100 miles north west of Melbourne, Bendigo is proudly built upon on a gold rush legacy stretching back to the 1850s. Mrs Kennedy and Mrs Farrell, the wives of two workers from the Mt Alexander North pastoral property would change the course of history in 1851, discovering alluvial gold nuggets in Bendigo Creek while hand washing clothes. Around $8 billion worth of gold in today’s value was found here, and the area once boasted the world’s deepest mine, at 4,613 feet. That record earned it a place on Australia’s first pound note printed in 1913.

The period newspaper clippings below tell the story how on 25 September 1934 Dickason lowered the new record set by the train by 20 minutes and in turn earned the wrath of both the railway commissioner Mr N C Harris and the union secretary F W Sear. However H W Harrison, the secretary of the Chamber of Automotive Industries replied with a letter to the Melbourne Argus newspaper on 28 September extolling Cyril Dickason's driving skills and that no laws had been broken. He also wrote in favour of the car journey comparing both costs and time taken.

Tony Johns










The "Cyril Robert Dickason Collection", from the archives of the Austin 7 Club. Scanned by Robert Humphreys.



Stephen

[cooper997]

Templestowe Hillclimb was a popular venue built and run by the enthusiasts from the Victorian Sporting Car Club. Its 1st event held March 12, 1951 with Doug Whiteford, president at that time and when Templestowe was out 'in the sticks' from Melbourne. Then as the years progressed surburbia began the march and December 6, 1987, under MGCC organisation the last official event ran. (Moke Owners Club ran there later). Although the venue is still largely intact, 'The Hole 'and finish area are now someone's properties. With some irony to this thread I believe that when the VSCC formed it was known as the Austin 7 Car Club. Here's some eyewitness info/photos to an incident (SD) 

 

 

Tony Johns wrote...

The missing rear wheel was the likely cause of the roll over. A closer examination of the photo shows a three piece rear axle, radius rods mounting on the chassis side rails and what look like Bowden cable brakes.  

 

Melbourne. Sun News-Pictorial, photo.

 

 

This photo shared by Dr Bob King of an unidentified Austin 7 with the caption 'Inversion of Austin 7 at Templestowe Hill Climb’ had no other details. It would be easy to just forward the photo to Stephen and leave it at that. However I copied it to long time enthusiast and friend David White, well known to many in his role on the organising committee of the modern day MG Club’s Rob Roy Hillclimbs.

Not only was David able to confirm the date and fill in all the gaps. He was a youthful spectator at the 7th Templestowe Hill Climb held on  27 September 1953 having ridden there on his push bike from West Heidelberg, and has now supplied his own photographs taken before and after the accident.

Working in the city, on Monday mornings he would call in to 'Newspaper House' in Collins Street and look at the professional motor racing photographs that had been taken over the previous weekend and often purchased copies of photographs that did not end up in print.

 

Now with that information I was able to follow up with Austin 7 Club historians, Tony Press and Rob Humphreys and confirm that the driver, Rex Davis was the first of the three A7 drivers to join the Austin 7 Club founded in January 1950, and still active today as the organisers of the annual 'All Historic Race Meetings' held at the Winton circuit. Rex was a very early member #17 and served on the committee in 1950 and 1951.

Although the Austins were no match for the K3 MG driven by John Sawyer (later to take on the roll of chief mechanic of the Bob Jane Racing Team) and Mills in the supercharged Renault. Don Dunoon was half a second faster than the best time put up by Rex on earlier run. Don Dunoon is featured in the earlier post #174 which recorded the first meeting at Albert Park in November 1953.

 

 

Rex Davis arriving at the top of the ‘Wall' Templestowe September 1953.

David White photo.

 

 

Rex Davis still wearing his helmet after being rescued from under the Austin. Note the dress code of the early 1950’s.

David White photo.

 

Important to note the organisers listing ‘Sealed Surface’ 

Tony Johns Collection.

 

 

Event one, Sports Cars under 1100cc. Note Graham Hoinville entered both the first Templestowe Hillclimb and the last driving the same MG TC.

Tony Johns Collection.

 

 

Don Dunoon, fastest Austin ‘Banana Straight' in his Cambridge style special. David remembers the Austin being painted green.

David White photo

 

Results were published in the October 1953 issue of AMS magazine.

 

 

More from Tony Johns and David White soon...

 

 

 

Stephen

Edited by cooper997, 12 November 2020 - 23:18.

[cooper997]

To continue on from yesterday's post, David has looked through his records and now offered to share his story of his sports Austin 7 acquired in 1955. Like many of us, it was his first car and soon joined the Austin 7 Club. 

 

All the following photos are from David’s collection.

 

Lander’s For sale advertisement 

 

 

 

 

Front and rear views. Bodywork completed, still on 19” wheels, original sports Austin mudguards and windscreen.

 

 

 

 

Note David’s records are A$ however the advertisements are all in Aussie pounds of the day – 50% of Aus$ equals Aus£ price.

 

 

First of three adverts when David was forced to sell the Austin as a non runner including all spares, in the final ad the price had come down to 85 pounds.

 

 

David now concludes the story:

 

A relative of my brother’s fiancé bought it from me with a deposit only, the balance to be paid in due course – which did not eventuate.

While he had the car he fitted another engine, 16’’ wheels and cut down the mudguards, so I retrieved the car with his agreement and was not happy with the other engine and decided to rebuild it myself (with almost no experience I might add) and was half way through doing that when I was called up for National Service - 13 weeks plus two annual bivouacs over the following two years with the Army (heavy artillery) in July 1956.

So that’s when I sold it to that guy Tonta who took all the bits.

I never saw it again.

When in Puckapunyal you earned money which went straight into my bank account so when I came out the week before the Olympic Games I had a few hundred in the bank so bought a Singer 9 Tourer for cash which I drove to all the hillclimbs and car meetings at Phillip Island, I recall. A nice little, very reliable car.

David

 

 

My thanks to David White for his contribution to this story.

Tony Johns

[cooper997]

 

Tony Johns wrote...

"This advertisement appeared in the January 1932 edition of ’The Car’ magazine which was the official organ of the Royal Automobile Club of Victoria.

Each month several pages were allocated to report the activities of the LCCA, originally named ‘Victorian Light Car Club’.

 

The listing creates more questions than answers for Austin 7 enthusiasts.

 

Let me start with the name Brooklands Model. Are they referring to a Gordon England aluminium bodied ‘ Brooklands’  whose originally body has been replaced with a locally manufactured steel body, or perhaps a connection to the Brooklands Race Circuit? 

 

The low mileage confirms it is a competition car and has not been used for daily transport. Also mentioned is Triplex Windscreens (plural) which to me suggests twin aero screens and not a full width fold down screen.

 

The offer to prepare the car for a new owner in time to enter the AGP does not appear to have been taken up. Checking the list of entrants for the 1932 AGP held at Phillip Island, there were four Austin 7s entered. Austin Distributors with Cyril Dickason and Clarrie May used the same cars as previous years. Private entrants were McKinney and from NSW Bill Northam. The full report of this race will be incorporated in a future Dickason post.

 

Finally the most important question to ask is why would ’Sporting Cars’ the Victorian Bugatti agents be selling this competition Austin 7 when Austin Distributors with Cyrill Dickason as sales manager were just around the corner?"

 

 

Stephen

 

[cooper997]

This is one of several posts Tony is preparing that pretty much relates to one special car that helped kickstart South Australia's Elfin.

 

 

Tony Johns wrote...

"The John Blanden and Barry Catford book Elfin Sports and Racing Cars, gives a full insight into the construction of this most important Austin 7 racing car. It Is perhaps the best known Austin 7 using a BMC A series engine.

 

In 1952, South Australian Garrie Cooper turned 16 and was eligible for his driving licence. He went on to own five Amilcar 'Grand Sports’ cars before seeing the light and swapping to Austin 7s. This story is about his third Austin 7. He sold the first Austin to fellow South Australian Doug Trengove, a name that appears in other posts on this thread. Next was the ex Lyall Dent special that he raced twice before selling it to his close friend Murray Lewis. Finally he acquired a damaged 1931 short chassis tourer from Murray Lewis and set about constructing his own racing car, and it is this car that features in this post.

 

Acknowledging the shortcomings of the two bearing side valve engine, Garrie fitted a sleeved-down Austin A30 engine mated to a P-type MG gearbox with the intention of hillclimbing in the 500cc to 750cc class.

 

The first outing, a closed meeting at Port Wakefield, saw Garrie competing without bodywork. Two wins from three starts was not a bad debut. He then completed the body in order to be eligible to compete at the next open meeting. This time he won both races and from then it was the car to beat in Division 3.

 

Garrie Cooper was still racing the Austin when he constructed the first Elfin racing cars. They were the Elfin Streamliner's in the style of the Lotus Eleven. In all, 23 Streamliners were built.

 

 

First outing, Port Wakefield with Garrie behind the wheel.

Photo from the Elfin book by Blanden and Catford.

 

Murray Lewis in his Austin 7 engined Special competing at Port Wakefield.

 

 

Another angle of Garrie at Port Wakefield.

South Australian A7 Club photos.

 

 

 AMS, November 1957 Collingrove Hill Climb report noted that amongst the Austin 7’s, Garrie Cooper had built his new car using the motor from an Austin A/30 sleeved back to 750cc and his friend Barry Cutt had built his Austin 7 using the engine from Garrie Cooper’s car. However it was early days and Jack Walsh in his well sorted Austin 7 was the class winner.

 

 

 

 

Two months later they were back at Collingrove on December 7. This time there were  six Austins competing in 'Class H',  and once again Jack Walsh with a best time of 44.51 took the honours ahead of Garrie Cooper’s 44.73. 

 

 

 

 

cooper997colection

 

Port Wakefield 5 April 1958. Garrie Cooper was first over the line in event 2, 'Division 3 Scratch Race' and event 5, 'Division 2 Handicap Race'. Interestingly the AMS report refers to Garrie’s car as the Cooper A/30.

 

 

Two days later at the 'South Australian Hill Climb Championship', all but one of the eight entries in Class H were Austins with Garrie the fastest of the Austins improving his time from the previous meeting to 43.97. 

 

 

 

1958 Collingrove Hill Climb, South Australia. Garrie at the start line.

First in class, in those days the South Australians held the upper hand to the Victorian Austin 7 racers.

The photo from the Austin 7 Club of South Australia’s archives.

 

 

Detailed result sheets kindly made available by the librarians at the Sporting Car Club of SA, Dean Hosking and Bruce Roberts.

 

 

Garrie Cooper was back at Port Wakefield on 13 October 1958. In winning event 2 'Division 3 Scratch Race’, he lead from the start and was never troubled as he was comfortably ahead of Evans in an Austin Healey with Henry Short taking third spot in his Austin 7. In the handicap race later in the day, Short had a 25 seconds start ahead of Cooper and finished in second place behind Mel McEwin in the MacHealey with Cooper not placed.

 

Port Wakefield on Easter Monday 18 April 1960 saw a change in ownership of the Cooper Austin with Garrie now racing the prototype Elfin sports car. The first three production Elfins were also entries at this meeting. There was also a change of name for the Cooper Austin as the new owner, Bryan Cutt, had purchased the car minus the A30 engine. At that time he was employed by a Morris agent and they supplied a similar engine, but this time with a Morris badged rocker box. It was now entered as the Cooper Morris. Bryan Cutt led from the start but Garrie Cooper was soon in front and went on to win the Division Two Scratch Race with a fast finishing Cutt just missing out on second place to be third over the line.

 

Returning to Port Wakefield in June 1960, and once again in the Division Two Scratch Race, the positions were reversed with Cutt winning in the Cooper Morris and Garrie in second place in the Elfin.  Cutt also won the handicap section of the 15 lap Sporting Car Trophy. However from a later race we have a series of photographs, perhaps all taken by Bruce Ide.

 

An oversteering Bryan Cutt, Port Wakefield 13 June 1960.

Austin 7 Club of South Australia’s archives.

 

Austin 7 Club of South Australia’s archives.

 

AMS magazine July 1960, Bruce Ide photo.

 

 

The story continues in part two with a new owner in Victoria..."

 

 

 

Stephen

Edited by cooper997, 13 December 2020 - 08:39.

[Ray Bell]

Strange idea, sleeving back the 803cc A-series engine to under 750...

 

The Renault 750 engine was the right size (or a minor destroke with undersize bearings would be sufficient) already and a lot lighter.

[Lee Nicolle]

A couple of random Austin Seven related snaps.

Top photo came via Tony Johns, from Martin Stubbs and is from a reasonably recent VSCC Eddington Sprints.

 

Then below is one of my own from the lineup area at the Austin 7 Club-run Arthurs Seat Hillclimb.

 

If I could locate what I've done with the programmes, I'd tell you it's either the 1992 or 1993 event. Graeme Steinfort in the Waite AGP rep is the main focus of this snap.

 

 

 

 

Stephen

The polished alloy car Ian Brock? Henry Short car.

Trevor Cole in the green one

[Lee Nicolle]

Although Tony Johns has co-ordinated this posting, who better than the current owner to accurately write the history of his Austin, so I am pleased to receive the following story from Martin.  

History of 'The Wedge' Formula 750 Racing Car - compiled by Martin Stubbs.

 

Ownership: 1966/69 John Kleine, Victoria.

This car was built between September 1966 and March 1967 in the workshop of Dale Shaw by Dale, John and his friend Russell Hook. 

The design was a natural development of Dale's previous 750 Formula car.

The Austin 7 Club's 750 Formula at that time required a car to be constructed using an Austin 7 engine, gearbox, differential and rear axle assemblies, and Austin 7 chassis side-rails with 1/4 elliptical rear springs. 

Most other components and materials were unrestricted.

'The Wedge' had an offset rear axle, John who had access to a lathe, cut 3" from the left side axle and the housing then added them to the right side. 

The suspension was designed to have the front roll centre 10" above the ground level and the rear at 13". No anti-roll bars were used but were considered for the future. 

Dale's cousin Barry Hudson made the body in aluminium which was later painted blue and the chassis mauve (purple).

Barry Hudson must have a busy man because he built several bodies for racing cars in that period including 'The Wedge's' 750 Formula predecessor for Dale (now Trevor Cole's car). 

Also the 'Carrot' for John Whitehouse and the 'The Wedge's' 750 Formula successor the 'Whitmor', also for John Whitehouse ('Whitmor' now back with Bill Morling). 

He also built the body of a later 750 Formula car for Nigel Tait (now Bruce Maplestone's).    

John competed at Winton and Templestowe, then had to sell the car for family reasons. The earliest Templestowe listing is 14 May 1967. 

A copy of the results for the #78 Templestowe, (Heat one of the Victorian Hill Climb Championship). Note Lachie Sharp lowered the class record in the ex Whitehouse “Carrot”. Previous record holder was John Whitehouse, 59.92 sec.

 

Three photographs, taken by David Lowe at Templestowe #79, 12 November 1967. John Kleine lining up for the start, to the left Tony Johns, Maggie Bone (white helmet) and #95 John Whitehouse.

Tony Johns Collection.

 

John wiping away the oil, note by 1967 mufflers were a requirement, behind John, #94 is the ex Bowring Austin owned by Neil Johannesen.

Tony Johns Collection                                                                                                                                         

 

Just after the start line.

Tony Johns Collection 

 

79th Templestowe Hill Climb. Sunday 12 November,1967 (Heat two of the Victorian Hill Climb Championship)

 

 

Winton 1967 start line, with John Marriott  #88 in his Austin 7 on the same row.

Martin Stubbs Collection.  

 

Ownership: 1969 Ian Wells, Victoria.

In October 1969 Ian Wells became the next owner, but soon destroyed the Austin 7 motor at Winton and in a short time sold the car on.

Ownership: 1969/77 Tony Grove, South Australia.

After the blowup at Winton, Tony whom had known Ian for many years casually asked him as they were leaving the circuit how much he wanted for the car. 

A week later Ian rang and they, agreed on a price. Tony fitted an Austin A30 engine, gearbox and back axle from the 'Ausford' as the Austin 7 back axle proved to be unsuitable with its torque tube. He also repainted the car to the deep orange it is today and constructed a short nose for hillclimbs as the original nose is very long and low and is more suitable for circuit racing.  

 

Tony Grove. Collingrove, Barossa Valley, South Australia. Note the A Series engine is much taller than the side valve A7.

Martin Stubbs Collection                                                                                                                                     

 

Ownership: 1977/78 Tim Sherman, South Australia.

Tim's friend Danny Larson on hearing that Tony Grove wanted to sell 'The Wedge' convinced Tim that he should buy it and that he Danny should drive it as Tim didn't have a competition license.

'The Wedge' was entered in only one event when it dropped a valve wrecking a piston and breaking the camshaft. Tim removed the tapered tubular wishbones and replaced them with the square ones, replaced the front drum brakes and fitted Galant GD discs with Galant steel wheels.

 

Ownership: 1978/85 Ian Wilson, South Australia.

Ian undertook a 2 1/2 year restoration and applied for a CAMS Log Book which he was unsuccessful due to some confusion about its history.

 

Ownership: 1985/02 Andrew Ford, South Australia.

 

Ownership: 2002/03 Tony Parkinson, South Australia.

Driven and maintained for Tony by Roger Oliver who used the car to obtain his CAMS licence. Car was sold on through Michael Finnis, Collectible Classics.

 

Ownership: 2004/14 Graeme Lukey, Western Australia.

Graeme had the car shipped to Western Australia and so started a long and fruitful ownership of continual development and restoration.

 

Ownership: 2014/ Martin Stubbs, Victoria.

A recent photo, Martin at the Eddington Sprints with the 1936 Ford-Amilcar MacDonberg #33 restored by Keith Roberts.

Martin Stubbs Collection

 

 

 

Stephen

A lot of familiar names in that list for me.

Tony Grove as long time A& member and Mallala commentator.

Danny Larsen, another A7 club member and Galant tragic

Ian Wilson.

Andrew Ford.

Tony Parkinson

Roger Oliver who I went to school with and raced in more recent years a very well prepared Falcon Sprint in GpN then a  beautiful 69 Camaro that has now gone to WA. Playing with Late Models in speedway now'

And Michael Finnis. Collectable cars was close to me next door to Clem Smiths South Rd yard. And sons Jonno and Ben raced RX7s in improved production.

[cooper997]

Strange idea, sleeving back the 803cc A-series engine to under 750...

 

The Renault 750 engine was the right size (or a minor destroke with undersize bearings would be sufficient) already and a lot lighter.

 

 

Ray, the reason for using the A30 engine and not a Renault 750 would have been the car would no longer referred to as an Austin. Just look at all the Bugatti's that in later life became specials eg Bugatti Holden and Bugatti Ford.

 

However the good news is that in a future post I will record the history how the Austin 7 Formula in Australia was changed to allow the use of Renault 750 engines fitted with an inlet manifold restrictor, the size of which could be altered by the clubs committee with 30days notice.

 

Tony Johns

[cooper997]

Inspired by some Speedex information sent through by Roger Lund.

 

 

Tony Johns wrote...

"To the best of my knowledge only one Speedex Austin 7 ever came to Australia. In the early 1960’s English enthusiast Eric Wilson emigrated to Melbourne and included in his luggage was his Speedex bodied special, seen here parked under the trees at the Annual Kalorama Vintage Rally.

Unpainted alloy body with bright red offset wheels, 15” on the front and 16” on the rear. These ended up on my first racing car back in 1965 minus the fake knock ons.

 

 

First two photographs, supplied by Ashley Tracey.

 

The front-on photograph shows the down draft carburettor and the wide track IFS. Note to get it registered in Melbourne Eric took the easy way out and swapped the plates from the Holden bodied fabric saloon he purchased soon after arriving in Australia.

 

 

Eric Wilson competing at the Calder Park Sprints organised by the Vintage Drivers Club. The reversing of the headlamps was to add to the streamlining not to protect the glass. Darren Overend in charge of the starting spoon.

 

Tony Johns photo

 

Edit 15/2/21 please refer post 260 https://forums.autos...-6#entry9369456

Speedex special is a Super Sportsman

 

 

Stephen

 

Edited by cooper997, 14 February 2021 - 23:16.

[cooper997]

Tony has been busy with more of the Cooper-Austin, that follows on from post 228

 

 

Tony Johns wrote...

"The 'Cooper Austin' story continues at the second meeting held at Winton, a new country circuit located six miles from Benalla in North East Victoria. I have included the circuit map, as Winton has always been a favourite with the Austin 7 drivers because it is a very tight circuit without long straights. In 1977 the Austin 7 Club held their first Historic Race Meeting and it has been held there every year since.

 

 

11 February 1962, Winton. The next owner/driver, a young Peter Macrow was first in the Racing Car Handicap for Division 2 cars. 

 

18 March 1962, Templestowe Hillclimb. Third in the 500-1100cc Racing Car Class with a best time 59.84. The air cooled  motor cycle engines cars were also competing in the same class and they normally produced the FTD.

 

Peter safely through the first corner, but I am unable to accurately date this David Lowe photograph.

 

Tony Johns Collection.

 

Two months later Peter recorded another handicap win this time at Sandown Park on Sunday 20 May 1962, beating Jim Russell, Nedloh. Bryan Thomson in his Cooper Climax finished in third place.

 

22 August 1962, Calder Park. Division 2 Scratch Race Peter finished in second place, but ahead of the Murphy Q Type MG.

 

4 November 1962, Sandown Park. #19 Peter Macrow -1500 cc combined Scratch and internal handicap race. The December AMS report noted that at the rear of the field a hilarious dice developed between the Cooper Austin and George Jennings in the Ralt. The two cars were so evenly matched in performance that they could pass and repass each other continually while slipstreaming down the straight.

 

 

 

18 November 1962, Tarrawingee. Peter was first in both Division 2 Scratch Races, and second behind Bryan Thomson (Cooper Climax 2.5 S/C) in the first heat of the handicap races for Racing Cars and again second place in the final.

 

25 November 1962, Calder Park. Peter was first in the Division 2 Scratch Race. 

 

9 December 1962, Winton meeting, the entry was made by Sapir Racing Service. Jacque had previously raced two Austin 7’s  before competing with a 'Nota Sportsman' in the sports car class.

Peter won the Divison 2 Racing Car Scratch race and recorded the fastest lap 1:23.1. Later in the Handicap race he again finished in first place with Nigel Tait second in his Austin 7. Jim Orr finished in third spot , his Austin 7 also fitted with a BMC A Series engine. Peter improved his lap time to 1:21.9.

 

26 December 1962, Hume Weir. First Division 2 Scratch Race, and second in the Handicap Race. At this meeting it was again incorrectly listed in the results as the Sapir Austin rather than Cooper Austin. 

 

20 January 1963, Calder Park. The March 1963 'Australian Autosportsman’ reported the opening race, the 8 lap Division 2  scratch race as a three way battle with Macrow in the Cooper Austin going indecently fast and on the second lap briefly taking the lead and finishing in second place.   

 

17 February 1963, Winton, recorded the fastest lap in the Division 2 Scratch Race. 1:21. Nigel Tait, first in the Consolation Handicap.

 

24 February 1963, Calder Park. 8 lap Division 2 Racing Car Scratch race, third place and fastest lap. 54:7.

 

7 April 1963, Tarrawingee.

 

 

#48, the Sapir Racing Service entered Cooper Austin, driver Peter Macrow.

It is interesting to note that Don Stevens in the same race has entered his Bugatti and Fraser Nash. Was he the next owner of the Cooper Austin?

 

 

 

Two photos of Peter Macrow competing at Tarrawingee, but not April 1963 when he was #48.

 

 

 

23 June 1963, Sandown Park. The program lists entries in Event 2 Racing Car Scratch Race - Div 2 5 laps.

39 Peter Macrow/ Peter Macrow Cooper-Austin Silver 1098 Vic
Event 5 Historic Racing Car Handicap 6 laps, so in with Stan Jones and the 250F. 
Also listed in Event 8 St Vincents Trophy 26 laps.

 

Ashley Tracey photo.

 

 

14 June 1964, Hume Weir. The 'Cooper Austin’ now with fourth owner Don Stevens, who entered several races including Event 11 the Riverina Gold Cup Trophy for Formula Libre Racing Cars. 

 

 

 

23 August 1964, Geelong Sprints. Stevens entered the Cooper Austin with R. Thompson as the nominated driver, however as the records do not list a time it would appear to have been a non starter.

 

part 2 to be continued...

 

 

 

Stephen

[cooper997]

Part 2 of Cooper-Austin part 2 (post 234).

 

 

It was around September 1964 when the Cooper-Austin found its next owner. In what must have been a swapping of cars and cash adjustment. This involved Don Stevens taking over the Mike Ide Lotus Seven with Mike taking the Steven's Cooper-Austin. As can be seen in the following images Mike is part of the Six Hour entry list with the Cooper-Austin. The weekend following the Six Hour was Templestowe #62 with Ide running the Coooer-Austin and Don Stevens entered in the Lotus Seven. Reference being made in the November 1964 Autosportsman report for that Templestowe meeting.

 

Program cover for the 4th National Six Hour Relay Race. Artwork by David Lowe. Having retired from racing his Austin 7, John Bowring was the race secretary for this event. 

The cars on the cover show the Tony Johns A7 Chummy and the Dale Shaw A7 special before it was altered in later years.

 

 

 

There is now a long gap in the history before Lou Molina acquired the Cooper Austin. The collage of photos below, many taken in the Molina workshop show the knock on hubs that were fitted during his term of ownership. The front hubs have since been replaced with original Austin 7 three stud hubs and bolt on wheels. 

 

 

 

John Hazelden continues the story, stating that he purchased the Cooper Austin from Lou Molina around 2000 and he remembers competing at the following events.

Rob Roy. Sept 2002
Mount Tarrengower. October 2002
Geelong Speed Trials. 2002. Won class
Rob Roy. Nov 2002
Eddington Sprint Meeting. March 2003
Mount Tarrengower. October 2003
Winton  Regularity. May 2008
Rob Roy. Nov. 2008
Winton Regularity. May 2009
Display car with Elfins at AGP

 

It was during this period that John applied for a replacement Vehicle Log Book, as the original Log Book was not with the car when purchased from Lou. 

 

 

 

On display at the Elfin Heritage Centre.

Bill Hemming photograph.

 

 

Now after all these years it is back in South Australia where it rightfully belongs and owned and raced by enthusiast Dr Sam Shahin seen here a few weeks ago competing at The Bend Motorsport Park with Sam behind the wheel.

 

Both photos supplied by Dr Sam Shahin.

 

 

My thanks to Bill Hemming (Elfin Heritage Centre), John Hazeldene and Deb Ziernicki, PA to Dr Sam Shahin for help with the recent history.

 

If anybody reading can fill in the missing ownership years between Mike Ide and Lou Molina then please let us know.

 

 

Tony Johns

 

 

 

 

 

 

 

 

[cooper997]

Sunday, 29 November, 2020 was 'reopening for business' at Rob Roy. 'The business' was of course to have some fun for the first time since Victoria went into Covid lockdown back in March. Traditionally November's RR meeting is the Historic & Classic meeting each year, this time with the cancellation of events throughout the year there was a full variety of competitors to get a hill fix.

 

Amongst them was just the one Austin 7 running, Russell Clough's single seater version which over his time with the car has had an A Series engine conversion.

 

cooper997 photo

 

 

Stephen

 

.

 

 

[cooper997]

Here begins another piece of the Austin Seven AGP jigsaw - 1931 part 1

 

 

Tony Johns wrote...

The 1930 AGP, covered in two previous posts, #197 and #200 where Cyril Dickason finished third outright behind two Type 37 Bugattis. In that race the outright winner, Bill Thompson’s Bugatti was supercharged whereas the Austins were not supercharged in 1930.

 

For the 1931 race, both Dickason and May used the same ‘Ulster Austins' from the previous year, however this time they were entered with ‘Cozette' supercharged motors in the hope of repeating Captain Arthur Waite’s success in the first race back in 1928.

 

Captain Waite having returned to England was responsible for all Austin Works racing activities. He arranged for the engine from the Austin which was driven to victory by the Earl of March and Sammy Davis in the '1930 Brooklands 500 Race’. to be shipped to Melbourne in time for it to be fitted into the Dickason car. (more details and photographs of the engine in a post to follow). 

 

 

The front cover from the brochure produced by the Austin Motor Company to promote the Austin victory at the Brooklands circuit in 1930.

 

David Zeunert Collection.
 

A page showing the winning drivers and the trophies.

David Zeunert collection

 

 

The timber bridge from San Remo to Phillip Island was not completed until 1940, well after the AGP had moved to other mainland circuits. The Victorian Railways was busy promoting the race and their rail service with this poster as the best way to get to Phillip Island. 

 

David Zeunert Collection.
 

 

John Blanden in his book ‘History of Australian Grand Prix 1928-1939’ makes the following observations about the 1931 race.

 

After several years of rather solid use, the circuit had broken up quite badly and together with the higher speeds made it obvious to the Light Car Club that improvements would be needed before the 1931 AGP could be run. With the co-operation of the local authorities the track was widened and chain-wire fences were erected for the safety of the spectators.

It was strongly impressed on the drivers that the concession from the government to have the roads closed had been hard won and they might be lost as a result of a serious accident.

He also noted that it was the first time the race would be run as a handicap. 

Because of the high cost of pouring used sump oil on the dirt roads to reduce the dust problems for drivers, water was all they could afford for this year's race.

 

The Depression was blamed for the reduced entry of 19 cars in this year's race, but only three Austins took part. They were driven by Cyril Dickason (Sales Manager with Austin Distributors), Clarrie May (Service Manager Austin Distributors) and competing in his first AGP, Cec Warren in his unsupercharged Austin 7 Ulster. I believe this was the same car that was driven by Harry Burkhill in last year's race when it finished fourth outright and second in class behind Cyrill Dickason. However in the end, only 14 cars lined up for the start of the race. The non starters were crossed out in this copy of the race program.

 

Note the handicap starting times had already been calculated, and were published in the program before the cars had practised. The handicappers awarded Cec Warren a five minute start ahead of the two supercharged Austins.

 

 

Program from Bob King Collection.

 

As the 1931 AGP is fascinating from an Austin 7 point of view and with so much material available to me, this story will be continued over several future posts.

 

Thank you to David Zeunert & Bob King for access to material from their collections.

Edited by cooper997, 20 December 2020 - 09:40.

[Ray Bell]

If you look hard, Stephen, you might find where the words attributed to Blanden were originally published...

 

Virtually all of his book is lifted straight from publications of the day.

[cooper997]

Ray, with the State Library of Victoria closed for the last six months, I had a couple of options available to me. The first was not to write the Dickason post on the 1931 Australian Grand Prix until next year when I will have had the opportunity to read copies of 'The Car' magazine at the SLV. Another option was to use with the material I have and not to include any story text, and the third to quote a paragraph from the late John Blanden’s book and acknowledge it as my source.

Fortunately I have sufficient material on hand including copies taken from Cyril Dickason’s scrapbook and details of the engine number, confirming it was originally built  by the Works Competition Department as a ‘Factory' racing engine to be used in one of their team cars. Hopefully my future posts on this particular race will make interesting reading to all Austin 7 enthusiasts and will have content not seen before.

Tony Johns

[cooper997]

Tony continues on from post 237 with part 2 the lead up to the 1931 Australian GP...

 

 

Before the start of the 1931, ‘200-Mile Grand Prix' Dickason received several telegrams, as well as cables from England wishing him good luck and we are fortunate to have copies to include in this story.

This cable from Capt. Arthur Waite (winner of the first race in 1928) offering final instructions to both Dickason and May, in the lead up to the race on how to achieve an outright victory noting that the faster cars often fail to finish.



SCH (Sammy) Davis, at the time Sports Editor for the Autocar magazine was also a successful racing driver, winning Le Mans in 1927 driving a 3 litre Bentley. He was also behind the wheel of the Austin in the 1930 Brooklands 500 race mentioned in the previous post.

 

Clarrie May’s mechanic in the process of starting the number two entry while Dickason riding mechanic James Long, is already seated and adjusting his goggles. It is worth noting both the drivers and officials are all in clean overalls the same cannot be said for the Austins. 

William Darge photo.


Worth noting the shading of the #2 on the stone guard of May’s Ulster in order to help identify the cars with all the dust, and the upswept exhaust manifold on car #1. Note the variance in the gap between the air pumps and exhaust pipes. 

William Darge Photo


Dickason and May start their first lap, while the scratch markers have 30 minutes to wait before their turn.

Photo supplied by Tony Davis from the John Sherwood Collection.

 

The story of the race will continue in Part 3. With the exception of the above Sherwood photo all other photos and scans are from the Cyril Dickason collection.

 

Tony Johns

 

 

[Doug Nye]

What a fabulous thread this is...  Just the archive material presented is a real eye-popper.  

 

DCN

[cooper997]

Doug, I can safely say that as a retired Motoring Book seller, Tony Johns has sold many of your titles and is enjoying reading your kind words about this thread.

 

It all began as a way of filling lockdown spare time, but he has plenty more archive material to keep things going for a while yet.

 

 

Stephen

[cooper997]

Tony continues on from post 240 with this part 3 relating how the 1931 Australian GP unfolded...

 

 

The report of the race published in the Melbourne Truth newspaper on the 28 March 1931 makes interesting reading.

 

Having removed the supercharger from his Riley, Barney Dentry’s handicap was increased from 11 to 15 minutes.

 

The scene at the start was a bright affair, reminiscent of similar occasions on Brooklands famous track. Drivers, mechanics and their pit attendants in their white Xpando overalls, presented a scene of activity while adjustments and arrangements were being completed.

 

The organisation throughout the race could not have been better, for which the Victorian Light Car Club is to be heartily congratulated.

Sharp at one o’clock the starter and referee, Mr O.F. Trough, who fortunately for spectators, has always proved a martinet for punctuality, sent Warren (Austin) on his journey. From then onwards, at the handicap intervals, the field was despatched.

From the outset, Dickason (Austin) the third man away, made the pace a scorcher, and with his handicap advantage of 30 minutes from the scratch men, was obviously all out to pile up a huge lead, which might cause the higher-powered cars to crack up in an attempt to overhaul him.

That these tactics were sound were proved by the fact that no less than seven competitors failed to finish, either through mishap or mechanical trouble.

 

Dickason’s first lap was timed at over 71 miles per hour, which was greater than the fastest time recorded in last year’s race, and by the end of the third lap he had taken the lead.

 

At this stage, Lowe (Lombard), after safely negotiating Young and Jackson’s corner on the first lap, stripped his gears and retired from the race.

By the time the two scratch men Hope Bartlett and Arthur Terdich were sent away, Dickason had completed 5½ laps, May 4, Warren 4, Russell 4, Jennings 3, Miss Richmond 3, Dentry 2½, Junker 1½, Clements 1½ , and Drake-Richmond 1½ .

It was interesting to note the different tactics adopted by the two scratch men. Bartlett decided to “go for the doctor” from the word “go,” and on his first lap was timed at the sensational speed of 79.1 miles per hour, which is the highest ever recorded on the Cowes course.

It remained to be seen whether he could maintain this extraordinary high speed, and if he could, he had every chance of overhauling Dickason.

Terdich, on the other hand, lapped steadily at between 65 and 70 miles per hour, hoping, no doubt, that the higher speed of his competitors would eventually force them out of the race. Unfortunately, during his ninth lap, he broke a connecting rod just before reaching Hell corner, which definitely put him out of the race.

From this time onwards, the race resolved itself in a duel between Dickason and Bartlett, with Bartlett gaining ground on every lap. However, in his second last lap, engine trouble developed, and he was forced to retire.

 

Driving magnificently and handling his tiny car in a masterly way on the corners, Dickason eventually finished in the very fine time of 3 hours 2 minutes 24 seconds, thus winning the race on handicap and recording second fastest time of the day.

 

The results, subject to official confirmation, were as follow:-

Handicap.-First, and second fastest time, C.R. Dickason (Austin), 3 hrs.2 min. 24 sec.: second and fastest time, C. Junker (Bugatti), 

                 2.54 2-5th; third, Drake Richmond (Bugatti) 3.3.19 2-5th.

A Class,- First, C.R. Warren (Austin), 3.35.1 1-5th.

B Class,- First, Dentry (Riley), 3.14.39 3-5th; second, Miss Joan Richmond (Riley)

C Class,- First, Drake Richmond (Bugatti).

 

With the track in perfect condition, serious mishaps were fortunately avoided this year, although J. Clements gave spectators at Young and Jackson’s corner a thrill in his fifteenth lap.

Braking, just before reaching the corner, his near side front brake seized, with the result that he skidded violently from one side of the track to the other.

It was only by skilful driving driving that he avoided smashing into a tree, and eventually came to a standstill in a ditch.

It must be said that as a spectacle the race was not very attractive. The competitors, with few exceptions, corned with cow-like placidity, and the crowds did not get the “corner thrills” they expected.

Miss Joan Richmond was the only lady driver in the race. You can’t tell her that number 13 is unlucky, for she chose this number in the race, and has it in her registered touring figures, and yet she was one of the few competitors to finish.

 

 

Dickason’s mechanic, James Long waves to thank Dentry for making room as the Austin overtakes the Riley.

'Wheels in Victoria 1824-1984'. Harold Paynting. Photo credit,  Ann Dickason. 

 

 

Note the banner promoting radio station 3UZ. They were broadcasting the race back to Melbourne listeners for the first time.

 

 

Hope Bartlett had just overtaken Dickason at Heaven corner. Bartlett’s Type 37A Bugatti had won the previous years race with Bill Thompson driving.  

Photo supplied by Tony Davis from the John Sherwood Collection.

 

 

Cec Warren in the unsupercharged Austin.

Bob King Collection.

 

Wheels in Victoria 1824-1984. Harold Paynting. Photo credit, Ann Dickason. 

 

 

More to follow.

Tony Johns

[mikeC]

Some fabulous photos there 

[MarkBisset]

Wow, that is interesting Stephen, Tony

 

To the extent I’ve looked at this 1931 race it’s always been the outright positions, Dickason’s really was a magnificent drive in that little car
 

We almost need a little table of the differences in result calculation differences from 1927 to the war 

 

Top shots too- many thanks

 

m

[cooper997]

In this 1931 AGP part 4 (with one more to go), Tony Johns continues on from post 243 with the period news reports, 1930s style 'tweets' and intended publicity...

 

 

News of Cyril Dickason’s victory at Phillip Island in 1931 must have travelled very quickly, judging by the congratulatory cables he received both from England and friends in Australia. This post contains some of the local newspaper clippings from his scrapbook. It ends with a photo created by the publicity department of the Austin Motor Company where they superimposed a photo of Dickason’s head (already on file) seated in a standard road going Ulster to be used in press releases in England promoting the win.

Dickason’s hand written comments are recorded at the end of his copy of the release.

 

 

Melbourne ‘Sun' newspaper 24 March 1931.

 

 

Melbourne ‘Sun' newspaper 24 March 1931. Results.

 

 

Melbourne ‘Age' newspaper 24 March 1931.

 

 

Melbourne ’Truth' newspaper 28 March 1931.

 

 

Melbourne ‘Argus' newspaper 24 March 1931.

 

 

Telegram received from Sydney Austin agents LARKE, HOSKINS & CO. LTD.

 

 

Telegram received from Federal Parliament House, Canberra. Unable to positively identify ‘Allan'.

 

 

Cable received from Captain Arthur Waite.

 

 

Cable received from Sir Herbert Austin. (His peerage was bestowed in 1936).

Saved ‘TJ A7 1931_03_26 TG Austin Cong success AGP’

 

 

Cable received from S C H 'Sammy' Davis.

 

 

Letter received from Vacuum Oil Company Pty. Ltd.

 

 

This Austin Distributors advertisement promoting the win, appeared in the Truth newspaper on the 28 March soon after the race, ‘Cordially inviting you to inspect the winning car in their Showrooms'.

 

 

The doctored photograph showing Dickason seated in an Ulster. The front numberplate has been covered to hide it’s true UK identity.

Austin publicity department.

 

 

Austins suggested wording to be used by the British press.

 

 

Source acknowledgment: Cyril Robert Dickason collection from the Austin 7 Club of Victoria archives, scanned by Robert Humphreys

 

Tony Johns.

[cooper997]

Part 5 of Tony's 1931 AGP coverage continues on from the previous post.

 

 

In an attempt to clarify why history records Carl Junker in his Bugatti as the winner of the 1931 AGP and not Cyril Dickason, the only explanation I can offer comes from a letter written by Dickason’s widow to the Birdwood Mill dated 6 November 1982.

The purpose of the letter was to identify some of the photos she was lending to be displayed alongside his trophy collection which was at the time on display at the Mill. In the letter she writes that after winning the Grand Prix and being awarded the trophy on the evening after the race, the following day the Victorian Light Car Club committee altered the rules and declared Carl Junker the winner based on his race time ignoring the handicaps listed in the program. 

 

 

The results page of the following year’s program (1932) lists all the previous winners including Captain Arthur Waite’s victory in the first race in 1928. The footnote confirming Cyril Dickason as the winner of the handicap section even though the race had been promoted as a handicap race

Bob King collection

 

 

To a passionate Austin 7 enthusiast this seems most unjust, as the organisers were promoting the race in the program as a handicap event and to alter the rules after the race had been won by Dickason seems most unfair. After 1931 all AGPs up to the late 1940s were run as handicap races and the trophies were awarded accordingly.

 

 

Note middle of second row. VLCC. Winner Australian Grand Prix, (200 Miles) 1931.

Source acknowledgment: Cyril Robert Dickason collection from the Austin 7 Club of Victoria archives, scanned by Robert Humphreys and  Bob King Collection

 

Tony Johns

[Ray Bell]

Wasn't it just the same as the 1950 race?

 

A handicap race, but with the outright winner being the driver who set the fastest time.

 

Do we have the regulations for the event?

[MarkBisset]

Wow, what an immensely significant contribution to our knowledge about AGP’s in general and 1931 in particular. Many thanks for publishing all of this unseen source material.

 

I’ve not had much time to think or fossick. So initial points;

 

. Agree with Ray re regs. Blanden publishes the 1932 regs in that chapter of his ‘A History of AGP 1928-1939) but not 1931, so i assume he did not have access to those then (1981)

 

. Does the program mention the ‘awards’ in particular how the winner was to be determined?

 

.The biggest cash prize of 100 pounds (by a factor of 2) was for the fastest time which one could argue is indicative of ‘winner’ intent

 

Great stuff, look forward to others thoughts

 

M

[MarkBisset]

Have just carefully read all of Tony’s material again Stephen and it seems Dickason was robbed.

Surely?

Not at home @ present so have not had a look @ HAGP.

 

Unless I’ve missed something the Austin 7 won in accordance with the rules, as Tony says, and was shafted by the LCCA the following day.

Why? 

m