MAGAZINE No 103 AUTUMN 2005
Edlines
This is something of an index issue with both a subject
index covering all previous issues of the magazine
(helps with Alarics BOGOF sale) and a list of all known
Olympics with current or last known owners.
In the interests of our members I obtained an insurance
quotation from Adrian Flux Insurance for my Olympic, feeling that I was paying
more than average from Footman James (£122.25 for unlimited mileage etc etc and
several drivers). I called their friendly and expert staff on their 0870
number. After 15 minutes of pre-recorded messages to keep me listening and a
few brief interrogations interspersed with Motown B sides, I was quoted £120
for limited mileage and one driver. When I rang FJ to renew, the phone was
answered immediately by a real person and the job was over within 3 minutes.
Oh, and my call cost me nothing as they have a geographical (01) number (I'm
with Toucan). The paperwork arrived the next morning. That's what I call a
good service.
Another company with a good (excellent) service has
come to my notice via Nigel Whittaker. This is b, Automotive Components Ltd,
of Coventry, who manufacture steering columns, shafts, UJs etc for major
companies but, rather surprisingly, are happy to supply a one-off at very
moderate cost. Nigels purpose-made shaft with UJs cost £45 (inc carriage) and
came within a month. They also do a steering lock especially for the kit car
market. He rates them highly. Contact them on 02476 687714 or info@bsquaredautomotive.co.uk ; or visit www.bsquaredautomotive.co.uk.
Phase 2
Subframe
Several Olympic Phase 2 owners have recently reported a
need for a new subframe. The committee recently discussed whether to take the
lead in getting a batch made, but could not decide on the best course of
action, feeling that members requirements were too varied for a single design
to satisfy everyones needs. Various designs have been aired in the magazine
which have attended to the perceived faults in the original design (castor too
large and asymmetrical; anti-dive having undesirable side-effects; non-Standard
Triumph bushes) and offer other features too. Will those members needing a
new subframe please let us know your requirements. If there is sufficient
unanimity one of these designs could perhaps be made a club standard part. (NB
main features: castor angle, removal of anti-dive, use of Triumph uprights and
bushes, bolt-in/laminate-in).
LETTERS
Dear Mr. Spendlove,
John Woollatt was a friend and colleague of mine in the
1950s and 60s when we both worked for the same engineering company and were
members of the same dinghy sailing club. We lost touch in the mid 60s when he
moved away from the Manchester area.
He was a very good mechanical engineer and amongst other
things he built a Ford 10 Special from scratch. In the early 1960s he was
involved in the development of the Phase 1 Rochdale Olympic and I distinctly
recall the early production prototype (it had a curved windscreen) which
Rochdale Motor Panels supplied for him to carry out development work. I rode
in this car on several occasions. It was totally lacking in internal trim
apart from the instrument panel. I recollect that the doors did not fit very
well, requiring a sharp slam to get them to latch properly and that one of the
mechanical weaknesses was the rear suspension attachment to the body shell.
The purpose of this message is to enquire whether any of
your members know anything of John Woollatt or his whereabouts. Efforts by
myself and others over the years have failed to turn up any information. What
we do know is that in the late 60s he left corporate employment to go self
employed as a consultant without, we believe, too much success and then
possibly went to the North East as a technical college lecturer or similar.
Maybe some of your longer standing members remember him and have some
information. I realise that this is a very long shot, but any information
which you might be able to unearth would be greatly appreciated.
Yours faithfully,
James Robinshaw.
(Replies to Alaric please)
* * * * * * * * * * * * * * * * * * * * * *
I am interested in the Rochdale with no roof. My father
Geoff Williams removed the roof some 20 years ago and as a young boy of 12 I
travelled all over the country to shows with him in this car (come rain or
shine). I have just stumbled across a picture of it on the Practical Classic
web site and it has bought back some wonderful memories. There is no info on
the site about the car so I was wondering if you know of the car and if it is
still around, and maybe for sale.
If you have any info. or if you could pass my e-mail
address to the owner it would be great. I have attached the picture of the car
as I cannot remember the reg.
Many thanks
Carl Williams
(via the website)
(Replies to Alaric please)
WHAT DID YOU BUY THAT FOR?
Dear Alan
In 2002 I purchased a Rochdale GT first registered in
1961. When the car arrived at home the first thing my son said was, What did
you buy that for? The car had a Rochdale chassis to which the body was
bonded, a standard E93A Ford engine and was running but without an MOT.
After giving it the once over I replaced the steering
column, king pins, wheel bearings, water pump, tyres, some wiring and trim
etc. The red body was, and still is, in the well-used condition OK for the
road but far from good. Early on I decided to make getting the car back on the
road and enjoying some motoring a priority.
While carrying out the work I was lucky enough to come
across a suitable Aquaplane head and manifolds. The inlet manifold was for
twin Zenith Carbs which to be honest I was not able to set up to run
satisfactorily but then I am not an expert. I eventually gave up the Zeniths
and used a Single SU with a homemade manifold.
About three years later, time flies when you are enjoying
yourself, and with a few adjustments here and there and getting the appropriate
things to work, I got an MOT for the GT, but not before the examiner said, What
did you buy that for? Since then I have been checking out the reliability and
enjoying GT motoring, with the body still looking somewhat shabby. The first
time I took the car out I had a conversation with someone who surprisingly
recognized the Rochdale who started the conversation by saying, What did you
buy that for?
Best Regards,
Roy Beasley
Roys GT (right)
|
ISSUE
|
PAGE
|
SUBJECT
|
AUTHOR
|
|
|
|
|
|
|
57
|
26
|
Roof
Lining Ph II
|
John
West
|
|
|
34
|
Re-Paint/Body
Restoration
|
John
West
|
|
|
40
|
Conversation With Dunwell & Mackimm
Pt 2
|
Paul
Narramore
|
|
58
|
6
|
GT
Register
|
Malcolm
Mckay
|
|
|
12
|
GT
Restoration
|
David
Belwood
|
|
|
30
|
Rebuilding
Ph II Pt 1
|
Alan
Farrer
|
|
|
32
|
GT
Restoration
|
Roy
Dawson
|
|
|
40
|
Transformation
To GT
|
A.
Taylor
|
|
|
46
|
Two
Interesting Rochdales
|
Paul
Lyon
|
|
59
|
6
|
Modified
Olympic Ph II
|
Barney
Concannon
|
|
|
23
|
GT
Restoration
|
Roy
Dawson
|
|
|
28
|
Odds
And Ends
|
Paul
Narramore
|
|
|
30
|
Bromley
Pageant
|
Paul
Narramore
|
|
|
42
|
GT
Register
|
|
|
60
|
7
|
Olympic?
I'd Like One But....
|
Conrad
Cork
|
|
|
12
|
Sierra
5-Speed G/Box To Kent Engine
|
Mike
Bamber
|
|
|
18
|
Pinto
Engined Olympic Ph II
|
Mike
Bamber
|
|
|
20
|
Weatherproofing
The Olympic
|
Mike
Bamber
|
|
|
30
|
GT
Register
|
Malcolm
Mckay
|
|
|
34
|
Members
List
|
|
|
61
|
13
|
Rebuilding
An Olympic Pt 3
|
Alan
Farrer
|
|
|
14
|
Suspension
Arms Ph II
|
Mike
Bamber
|
|
|
18
|
NEC
Classic Show Birmingham
|
Ron
Scarfe
|
|
|
21
|
GT
Register
|
|
|
62
|
7
|
Canadian
Olympic
|
John
Somerville
|
|
|
12
|
Shock
Mods. Ph I
|
Pete
Lyall
|
|
|
16
|
Fuel
Tank for Ph II
|
Alan
Farrer
|
|
|
19
|
Max.
Speed - Theoretical
|
Alan
Farrer
|
|
63
|
6
|
Chairmans
Report
|
Malcolm
Mckay
|
|
|
8
|
Capesthorne
'95
|
Ron
Scarfe
|
|
|
10
|
Ph
II Restoration
|
Bill
Kirkham
|
|
|
13
|
Mods
To Ph. 1 1/2
|
Keith
Hamer
|
|
|
20
|
Spare
Wheel Housing Ph II
|
Alan
Fairer
|
|
64
|
15
|
Shockers
Ph II
|
Mick
Cullen
|
|
|
25
|
Door
Hinges Ph II
|
Bill
Kirkham
|
|
|
28
|
Conversation
With Ken Armistead
|
Paul
Narramore
|
|
|
41
|
In
Praise Of Olympics
|
Mike
Bamber
|
|
|
44
|
Early
Rochdale News
|
Malcolm
Mckay
|
|
|
48
|
Membership
List
|
|
|
65
|
9
|
NEC
Classic Show Birmingham
|
Ron
Scarfe
|
|
|
10
|
Ph
II Restoration
|
Paul
Lyon
|
|
|
20
|
Ph
II restoration
|
Mick
Cullen
|
|
|
23
|
Canadian
Olympic Ph I
|
John
Somerville
|
|
|
24
|
Californian
Olympic Ph I
|
Paul
Delderfield
|
|
|
29
|
MGB
Engine into Phase I
|
Paul
Lyon
|
|
|
30
|
Propshaft
Shortening
|
Keith
Hamer
|
|
|
34
|
Unsprung
Weights
|
Alan
Farrer
|
|
|
35
|
Early
Rochdales
|
Malcolm
Mckay
|
|
65
|
29
|
MGB
Engine Into Ph I
|
Paul
Lyon
|
|
ISSUE
|
PAGE
|
SUBJECT
|
AUTHOR
|
|
|
|
|
|
|
66
|
17
|
Rochdale Mk.6
|
Roger Coupe
|
|
|
22
|
Hinges GT
|
Roy Dawson
|
|
|
25
|
Classic Car Day Out
|
Cecil Hampton
|
|
|
26
|
Early Rochdale News
|
Malcolm Mckay
|
|
|
27
|
TVR v Olympic Ph II
|
Small Car 1964
|
|
67
|
3
|
Capesthorne 1996
|
Ron Scarfe
|
|
|
6
|
Ph II Restoration
|
Neil Roshier
|
|
|
7
|
Ph I Restoration
|
Nigel Whittaker
|
|
|
9
|
Canadian Ph I
|
John Somerville
|
|
|
12
|
Monte-Carlo Challenge
|
Keith Clements
|
|
|
18
|
Project Olympic
|
Roger Coupe
|
|
|
24
|
Olympic News
|
Paul Narramore
|
|
68
|
3
|
Restoration Ph II
|
Brian Easton
|
|
|
6
|
Canadian Ph I
|
John Somerville
|
|
|
8
|
Handbrake Cable Ph I
|
Jack Thomas
|
|
|
9
|
Australian Ph II
|
Howard Fryer
|
|
|
10
|
Ph II Restoration
|
Paul Lyon
|
|
|
12
|
Australian Ph II Rebuild
|
Neil Roshier
|
|
|
15
|
The Racing Banana
|
Keith Hamer
|
|
|
18
|
Front Suspension Ph II
|
Keith Pralt
|
|
|
20
|
Diary Of A Rebuild Phi-Pt.l
|
Alan Farrer
|
|
|
25
|
History Of The Su Carb.
|
Burlen Fuel Services
|
|
|
30
|
Lean Out-Su Carbs
|
Alan Farrer
|
|
69
|
4
|
NEC Classic Car Show-Birmingham
|
Ron Scarfe
|
|
|
7
|
Front/Rear Suspension Ph I
|
Ron Scarfe
|
|
|
8
|
Front Suspension Ph I
|
Neil Roshier
|
|
|
10
|
Ph II Restoration
|
Mick Cullen
|
|
|
12
|
Gillie Tyrer's Supermotor
|
Paul Narramore
|
|
|
16
|
Diary Of A Rebuild Ph I - Pt.2
|
Alan Farrer
|
|
|
20
|
Book Review - "The Private Car"
|
Paul Narramore
|
|
|
23
|
Early Rochdale Register
|
Malcolm Mckay
|
|
70
|
3
|
Ken Armistead - Obituary
|
Paul Narramore
|
|
|
6
|
Irish Rochdales
|
D. Welsh
|
|
|
8
|
Lightweight Olympic Ph I
|
Keith Hamer
|
|
|
10
|
Rochdale Olympic (Ph III?)
|
Paul Narramore
|
|
|
12
|
Classic Winter Motoring - Scimitar
|
Chris Johnson
|
|
|
16
|
Diary Of A Rebuild Ph I - Pt.3
|
Alan Farrer
|
|
|
19
|
AGM Minutes
|
|
|
|
26
|
Olympic News
|
Paul Narramore
|
|
|
29
|
Rochdale Remininces
|
Frank Butterworlh
|
|
71
|
3
|
Capesthorne '97
|
Alan Farrer
|
|
|
6
|
Fuel News And Update
|
FBHVC
|
|
|
8
|
Ph II Restoration
|
Brian Easton
|
|
|
9
|
Ph II Restoration
|
Tony Avis
|
|
|
11
|
Steering/Cooling Ph I
|
Keith Hamer
|
|
|
13
|
Australian Olympic Ph II
|
Neil Roshier
|
|
|
15
|
Diary Of A Rebuild Pt.4
|
Alan Farrer
|
|
|
18
|
MGB Engine/Gearbox To Ph I
|
Alan Farrer
|
|
|
23
|
Remote Oil Filter To BMC 'B'
|
Alan Farrer
|
|
|
24
|
Autocross Olympics
|
D. Bussey
|
|
ISSUE
|
PAGE
|
SUBJECT
|
AUTHOR
|
|
|
|
|
|
|
72
|
6
|
GT Restoration
|
Robert Chalk
|
|
|
7
|
Racing Olympic Update
|
Keith Hamer
|
|
|
9
|
Ph II Restoration
|
Mick Cullen
|
|
|
10
|
Olympic Weights
|
Alan Farrer
|
|
|
11
|
Ph II Restoration
|
Brian Easton
|
|
|
13
|
GT Restoration
|
Guy Stallard
|
|
|
20
|
Classic Castrol Oils
|
Castrol
|
|
|
22
|
Ph I Rear Suspension Arms
|
Alan Farrer
|
|
|
27
|
Air Vents, Bushes, O/Drive, Cooling, Horse Power,
|
Alan Farrer
|
|
|
30
|
Memoirs Of A Rochdale Romeo
|
Brian Easton
|
|
|
32
|
ROC/RMP-A History
|
|
|
|
34
|
Olympic News
|
Paul Narramore
|
|
73
|
4
|
Duncan Rabagliati Collection
|
|
|
|
6
|
Rear Suspension Ph 1
|
Paul Narramore
|
|
|
11
|
Thoughts On Olympics: Front Suspension Weights,
Wide Tyres/Arches, Tele Dampers/Lever Arm, Susp
Geometry/Roll Centres, Torsion Bars/Roll stiffness,
Propshaft Balance, Car Weight & Stability
|
Keith Hamer & Alan
Farrer
|
|
|
15
|
Racing Olympic
|
J Jackson
|
|
|
16
|
Phase 3 update (902 DUF)
|
Alan Farrer
|
|
|
18
|
Adjusting Lever Arm Dampers
|
Alan Farrer
|
|
|
21
|
AP Lockheed Remote Servos
|
|
|
|
22
|
Classic Cars & Modern Fuels
|
Shell UK
|
|
|
24
|
Olympic News
|
Paul Narramore
|
|
|
25
|
An American Olympic
|
Milt Forgatch
|
|
|
30
|
Electronic Tachos Calcs.
|
Alan Farrer
|
|
74
|
3
|
Duncan Rabagliati Sale Results
|
|
|
|
5
|
Fuel News & Update
|
FBHVC
|
|
|
8
|
GT Restoration
|
Gordon Cowley
|
|
|
12
|
More Thoughts On Olympics
|
Keith Hamer
|
|
|
15
|
Memoirs Of A Rochdale Romeo Pt.2
|
Brian Easton
|
|
|
20
|
GT Restoration
|
Guy Stallard
|
|
|
23
|
AGM Minutes
|
|
|
|
28
|
Spare News And Bush Details
|
Les Elliott
|
|
75
|
3
|
Capesthorne '98 Impressions
|
Alan Farrer
|
|
|
6
|
Olympic New Front Section
|
Malcolm Mckay
|
|
|
8
|
Glass Fibre Repairs
|
Roy Dawson
|
|
|
9
|
50 Years Of Rochdale
|
Malcolm Mckay
|
|
|
18
|
Glass Fibre Repairs
|
Roy Dawson
|
|
|
19
|
Tests For Aerodynamic Lift
|
Richard Parker
|
|
|
30
|
Spares News
|
Les Elliott
|
|
76
|
6
|
Ride Height & Olympic door hinge solution
|
Ron Collins
|
|
|
8
|
Ph II Restoration
|
Mick Cullen
|
|
|
14
|
Rare Rochdale In Cornwall
|
Alaric Spendlove
|
|
|
20
|
Memoirs Of A Rochdale Romeo Pt.3
|
Brian Easton
|
|
|
22
|
Ramblings of an obsessed Olympic Owner
|
Keith Hamer
|
|
|
24
|
MGB engine power & torque printouts (Phase 1)
|
Alan Farrer
|
|
|
26
|
Glass Fibre Repairs
|
Keith Hamer
|
|
ISSUE
|
PAGE
|
SUBJECT
|
AUTHOR
|
|
|
|
|
|
|
77
|
5
|
NEC Classic Motor Show
|
|
|
|
6
|
Ph II Restoration
|
Mike Smith
|
|
|
8
|
Dutch Ph I Returns To UK
|
Grahame Brown
|
|
|
13
|
Ph I Restoration
|
Nigel Whittaker
|
|
|
14
|
Canadian Ph I
|
John Somerville
|
|
|
16
|
Ph I 401 FUS Rescued
|
Christine Kitchin
|
|
|
19
|
GT Restoration
|
Bill Oakes
|
|
|
20
|
GT Restoration
|
Guy Stallard
|
|
|
22
|
Ph II Restoration
|
Robert Harrison
|
|
|
24
|
London-Cape Town Rally
|
John Blanckley
|
|
|
29
|
Tech Note-Bump Steer
|
Alan Farrer
|
|
78
|
3
|
AGM
|
|
|
|
6
|
Club Rules
|
|
|
|
8
|
Chuntering From The Chair
|
Malcolm Mckay
|
|
|
12
|
Australian Olympic
|
Keith Nicholson
|
|
|
18
|
Ph II Restoration
|
Barry Higgins
|
|
|
23
|
Tech Topics - Panhard Rods, Toe In/Out, Spring Rates
|
Alan Farrer
|
|
|
24
|
Lead Free Motoring
|
|
|
79
|
2
|
Our New Olympic Registrar
|
Derek Bentley
|
|
|
3
|
Ph III Olympic ?
|
Graham Lyall
|
|
|
4
|
Ph HI Olympic ?
|
Paul Narramore
|
|
|
6
|
Ph I Restoration
|
Robert Harrison
|
|
|
8
|
Ph II Restoration
|
Barry Higgins
|
|
|
11
|
Ph I Lightweight Olympic
|
Keith Hamer
|
|
|
13
|
Ph III Olympic ?
|
Brian Easton
|
|
|
15
|
Olympic Variations
|
Derek Bentley
|
|
|
16
|
Memoirs Of A Rochdale Romeo Pt.4
|
Brian Easton
|
|
|
18
|
Project Riviera
|
Roger Coupe
|
|
|
25
|
Ph I Fuel Tank Drg. 10 Galls.
|
Les Elliott
|
|
80
|
2
|
Capesthorne 98 - Japanese View
|
Garo Aida
|
|
|
5
|
Olympic Ph II aerodynamics, wheels/tyres
|
Neil Roshier
|
|
|
11
|
Olympic Ph II dismantling, various.
|
Paul Narramore
|
|
|
20
|
Rochdale GT rebuild
|
Guy Stallard
|
|
|
21
|
Olympic Ph I rebuild, steering
|
Nigel Whittaker
|
|
|
23
|
Olympic Ph I update, interior
|
Ron Collins
|
|
|
24
|
Autograph Hunting
|
Paul Narramore
|
|
|
28
|
Project Riviera - Pt 2
|
Roger Coupe
|
|
|
36
|
Olympic News
|
Derek Bentley
|
|
|
37
|
List of all known Olympics
|
Derek Bentley
|
|
|
41
|
ROC Magazine Subject Index, Nos 1 - 80
|
|
|
81
|
6
|
Bump steer and Ackerman
|
Paul Narramore
|
|
|
7
|
Phase I restoration
|
John Kearle
|
|
|
10
|
Thoughts on "Phase 3"
|
Keith Hamer
|
|
|
12
|
Early History of the Olympic
|
Derek Bentley
|
|
|
16
|
Phase 2 rebuild Metro master cylinders.
|
Alan Farrer
|
|
|
18
|
Phase 1 window frame using MM items
|
Derek Bentley
|
|
|
21
|
Register of all known pre-Olympic models
|
Malcolm McKay
|
|
ISSUE
|
PAGE
|
TITLE / SUBJECT
|
AUTHOR
|
|
|
|
|
|
|
82
|
4
|
Minutes
of 19th AGM
|
|
|
|
13
|
Details
of a Mk VI in Cornwall
|
Alaric
Spendlove
|
|
|
18
|
Phase
1 window frame using MM items
|
Derek
Bentley
|
|
|
22
|
Last
Olympic made (1975) PSJ 351
|
Barry
Higgins
|
|
83
|
2
|
Phase
1 heater/demister & painting
|
Alan
Farrer
|
|
|
4
|
DeDion
for Olympic
|
Keith
Hamer/Alan Farrer
|
|
|
6
|
Basket
case Phase 1
|
Ron
Palgrave
|
|
|
11
|
Phase
1 on road impressions
|
Nigel
Whittaker
|
|
|
16
|
Phase
1 front wheel alignment data
|
Ron
Collins
|
|
|
18
|
A-Series
engine to Spitfire O/D Gearbox conversion. Drawings & photos
|
Colin
Breakspear
|
|
|
26
|
Engine
& gearbox weights
|
Practical
Motorist
|
|
84
|
3
|
How
I came to own a Rochdale (Phase 1)
|
Chris
Wymer (1977)
|
|
|
4
|
More
details of GT rebuild
|
Guy
Stallard
|
|
|
7
|
Early
photos of Olympics
|
Conrad
Cork
|
|
|
10
|
DeDion
(defence of & discussion)
|
Brian
Easton
|
|
|
16
|
Track
day at Goodwood
|
Alan
Farrer
|
|
|
17
|
Phase
1 rear axle/suspension repairs
|
Richard
Disbrow
|
|
|
18
|
More
on Basket case Phase 1
|
Ron
Palgrave
|
|
|
22
|
History
of Ron Palgrave's Phase 1
|
Derek
Bentley
|
|
|
23
|
How
Many Olympics?
|
Derek
Bentley
|
|
|
24
|
Lightweight
Olympics
|
Derek
Bentley
|
|
|
25
|
More
on weight of Olympic
|
Alan
Farrer
|
|
|
26
|
AVO
dampers for Phase 2 a report
|
Alan
Farrer
|
|
85
|
5
|
Richard
Parker Obituary
|
|
|
|
8
|
More
on DeDion debate
|
Brian
Easton
|
|
|
12
|
More
on weight of Olympic
|
Nigel
Whittaker
|
|
|
13
|
Phase
2 subframe woes
|
Mick
Cullen
|
|
|
16
|
Olympic
homologation a warning
|
Jeff
Ward
|
|
|
18
|
Disc
brake conversion for Phase 1
|
Ron
Collins
|
|
|
20
|
Rolling
Olympic restoration
|
Alaric
Spendlove
|
|
|
23
|
Build
a Rochdale for £13.95
|
Les
Brown
|
|
|
26
|
Phase
1 subframe replacement
|
Derek
Bentley
|
|
|
29
|
Re-skinng
an Oympic door
|
Neil
Roshier
|
|
|
30
|
Adding
some wider hips to the Old Girl
|
Neil
Roshier
|
|
|
32
|
Early
Rochdales Registrar falls for a GT
|
Malcolm
McKay
|
|
86
|
2
|
Brief
reports on Capesthorne & AGM
|
|
|
|
6
|
Research
into F-Type Olympic 118 JAC
|
Mick
Cullen
|
|
|
7
|
Rebuilt
Phase 1 impressions
|
Robert
Harrison
|
|
|
10
|
Electrical,
wheel bearing & water problems
|
Alaric
Spendlove
|
|
|
12
|
The
Origins of the Rochdale Marque pt 1
|
Frank
Butterworth
|
|
|
15
|
Original
engine options for Olympic
|
Derek
Bentley
|
|
|
17
|
The
Rochdale Riviera
|
Derek
Bentley
|
|
|
18
|
Club
Rules
|
|
|
|
20
|
Minutes
of 20th AGM
|
|
|
|
24
|
Suspension
bush data
|
Spares
Officer
|
|
ISSUE
|
PAGE
|
TITLE / SUBJECT
|
AUTHOR
|
|
|
|
|
|
|
87
|
3
|
Restoration
of Phase 2 - initial stages
|
Russ
Collins
|
|
|
6
|
Phase
2 window frames in s/s from MM
|
Mick
Cullen
|
|
|
8
|
Where
Have all the Olympics Gone?
|
Derek
Bentley
|
|
|
9
|
Laminated
windscreen manufacture
|
Triplex
Pilkington
|
|
|
14
|
The
Origins of the Rochdale Marque pt 2
|
Frank
Butterworth
|
|
|
19
|
Body
Painting
|
Alan
Farrer
|
|
88
|
1
|
NEC
Show Report
|
Alan
Farrer
|
|
|
2
|
Goodwood
Track Day report
|
Alan
Farrer
|
|
|
3
|
A
Testimonial to Malcolm McKay
|
Frank
Butterworth
|
|
|
4
|
The
Rochdale Olympics Sculpture
|
Adrian
Moakes
|
|
|
8
|
Phase
2 wiring
|
Les
Brown
|
|
|
12
|
Phase
2 subframe mods
|
Paul
Narramore
|
|
|
14
|
New
brakes for Phase 1
|
Keith
Hamer
|
|
|
16
|
Subframes
my method
|
Keith
Hamer
|
|
|
17
|
Cooling
The Olympic
|
Letter
from Richard Parker in The Motor 19 July 1961
|
|
|
20
|
Early
days with 36 GOH
|
Bill
Coyne
|
|
|
22
|
Latest
ideas for Phase 2 rebuild
|
Brian
Easton
|
|
|
24
|
GT
restoration & driving impressions
|
Guy
Stallard
|
|
|
26
|
The
Origins of the Rochdale Marque pt 3
|
Frank
Butterworth
|
|
|
32
|
Olympic
News
|
Derek
Bentley
|
|
89
|
3
|
The
Olympics Sculpture update
|
Adrian
Moakes
|
|
|
5
|
Compulsory
Insurance Regulations
|
FBHVC
|
|
|
6
|
Continental
tour to Laon, France
|
Derek
Argyle
|
|
|
7
|
The
demise of Olympic FWO 764C photo
|
|
|
|
10
|
Guinea
Tip Dulux emulsion!
|
Les
Brown
|
|
|
12
|
News
of WAY 183J a chassied Phase 1
|
Keith
Hamer
|
|
|
13
|
Rebuilding
Phase 2 rear suspension etc etc
|
Alaric
Spendlove
|
|
|
16/17
|
Olympic
Wiring Diagram
|
Les
Brown
|
|
|
18
|
The
Origins of the Rochdale Marque pt 4
|
Frank
Butterworth
|
|
|
23
|
Historic
Mk VI resurfaces
|
Malcolm
McKay
|
|
|
24
|
French
GT with Riley 1.5 motor
|
Malcolm
McKay
|
|
|
26
|
Pre-fire
Olympics; WAY 183J; Convertible
|
Derek
Bentley
|
|
90
|
4
|
Chairman's
Chunterings his Super Two
|
Malcolm
McKay
|
|
|
5
|
Electric
window kit & rack attachment
|
Keith
Pratt
|
|
|
6
|
Rebuild
of Phase 2 9810 LG
|
Barrie
Jones
|
|
|
8
|
Corsi
The story of a Rochdale C-Type
|
John
Walkington
|
|
|
11
|
Door
hinge tip
|
Richard
Disbrow
|
|
|
12
|
Phase
1 rear seat repair (easy way)
|
Ron
Collins
|
|
|
14
|
Phase
2 Subframe - a Rethink
|
Alan
Farrer
|
|
|
18
|
The
Origins of the Rochdale Marque pt 5
|
Frank
Butterworth
|
|
|
22
|
Minutes
of 21st AGM
|
|
|
91
|
2,
11+
|
Reports
on Sculpture in Rochdale
|
|
|
|
4
|
Phase
2 rebuild suspension, aerodynamics
|
Brian
Easton
|
|
|
8
|
Rebuild
latest roll cage, grp techniques
|
Neil
Roshier
|
|
|
22
|
A
Grand Day Out Capesthorne 2002
|
Ratty
|
|
|
23
|
Composite
Subframe for Phase 2
|
Colin
Breakspear
|
|
|
24
|
Details
of Olympic for sale on internet
|
Derek
Bentley
|
|
ISSUE
|
PAGE
|
TITLE / SUBJECT
|
AUTHOR
|
|
|
|
|
|
|
92
|
2
|
Joys
of GT ownership
|
Guy
Stallard
|
|
|
4
|
Cooling
system problem and solution
|
Mick
Cullen
|
|
|
6
|
Discussion
on roll centres
|
Robert
Harrison / Alan Farrer
|
|
|
9
|
Phase
2 front suspension bush ideas
|
Keith
Pratt
|
|
|
10
|
Phase
2 trailing arm drawing
|
Keith
Pratt
|
|
|
11
|
Compulsory
Insurance & Valve Seat info.
|
FBHVC
|
|
|
12
|
ROC
Magazine Subject Index Nos 81 -92
|
|
|
|
14
|
Competition
Olympics
|
Derek
Bentley
|
|
93
|
6
|
Frank
Butterworth Remembered
|
various
|
|
|
14
|
In
Conversation with Frank Butterworth
|
Paul
Narramore
|
|
|
28
|
Adjustable
Gas Springs (hatch stays)
|
Les
Brown
|
|
94
|
6
|
Project
Mk VI
|
Roger
Coupe
|
|
|
9
|
MGB
engine cutting out; Axle ratios; Suspension; Overheating
|
Barry
Higgins
|
|
|
13
|
All
a Load of Gas? (hatch stays)
|
Ron Collins, Roger Coupe, Barry Higgins
|
|
|
32
|
Olym
Reg. 645 DXW, VWT 144F, Magaloysius
|
Derek
Bentley
|
|
95
|
2
|
Exhibitor
Support Pack
|
Roger
Coupe
|
|
|
6
|
GT
Restoration
|
Gordon
Cowley
|
|
|
13
|
Building
and Running a Rochdale Olympic
|
Motor, Dick Cawthorne & Derek Argyle
|
|
|
20
|
EU
Legislation: Paint Directive; Number / Q Plates
|
FBHVC
|
|
96
|
7
|
Rochdaless
Finest article on Rogers Riviera
|
Sports
Car Classics
|
|
|
11
|
What
are the Small Firms Doing? Rochdale
|
Motor
Sport June 1963
|
|
|
16
|
Phase
2 Door Catch
|
Alan
Farrer
|
|
|
17
|
Olympic
Hinge Cure (using rod ends)
|
Alan
Farrer
|
|
|
20
|
Olympic
Engine Variations
|
Derek
Bentley
|
|
97
|
5
|
GT
firing order & Lynx manifold
|
Gordon
Cowley
|
|
|
13
|
Letter
re Olympics & Wildcats
|
Derek
Argyle
|
|
|
20
|
Trailers
and SORN clarification
|
FBHVC
|
|
|
22
|
Early:
GTs NAS 438, 2232 MK,MZ 536, 9559E
|
Malcolm
McKay
|
|
|
26
|
Various
lost Olympics
|
Derek
Bentley
|
|
98
|
7
|
Olympic
subframe design (Triumph turrets)
|
Ron
Collins
|
|
|
10
|
Olympic
Interior (luggage space design)
|
Les
Brown
|
|
|
15
|
Early:
Bert Tressel GT, Fran Honeywell GT
|
Malcolm
McKay
|
|
99
|
4
|
New
Olympic shell found in Darlington
|
Les
Brown
|
|
|
8
|
Midas
(Olympic descendant?)
|
Michael
Horsley
|
|
|
9
|
Seat
Belt Law
|
FBHVC
|
|
|
10
|
SORN
explained
|
FBHVC
|
|
|
12
|
Planet
Rochdale (Classic Le Mans)
|
Jane
Devons & Nigel Whittaker
|
|
|
16
|
Olympic
Seatbelts (on door pillars)
|
Alan
Farrer
|
|
|
18
|
Dampers
& Handling
|
Car
Convs for Pwr & Speed
|
|
|
19
|
Brake
bleeding (official methods)
|
Girling
& Lockheed info
|
|
|
20
|
Grundling
axle cure for Olympic
|
Alan
Farrer
|
|
|
21
|
The
Rochdale Olympic Success or Failure?
|
Derek
Bentley
|
|
ISSUE
|
PAGE
|
TITLE / SUBJECT
|
AUTHOR
|
|
|
|
|
|
|
100
|
4
|
MGB
engine stopping a cure?, GT cooling
|
Barry
Higgins
|
|
|
6
|
Club
Website
|
Aubrey
Richardson
|
|
|
8
|
Work
in progress
|
Keith
Hamer
|
|
|
11
|
Southern
Riviera (production details)
|
Derek
Bentley
|
|
|
12
|
Triumph
to Ford Hub Conversion (Phase 2)
|
Alan
Farrer
|
|
|
16
|
GT
MLF 838F
|
William
Culbert
|
|
|
19
|
GTs:
57 OAF, ESH 200(GVS 313), YOD 740, RXO 366
|
Malcolm
McKay
|
|
|
21
|
Out
in Front (book review re Leslie Ballamy)
|
Malcolm
McKay
|
|
|
23
|
New
Shell & CNK 210B, OBD 391D, LYG 741D
OAE
775 (lhd), 8500 DT, 9735 NC (Climax engine)
|
Derek
Bentley
|
|
|
|
|
|
|
101
|
2
|
Bristol
Classic Car Show report
|
Alan
Farrer
|
|
|
6
|
Issue
of Originality
|
Malcolm
McKay
|
|
|
9
|
Issue
of Originality
|
Ron
Collins
|
|
|
10
|
Prescott
in Phase 1 779 CUG
|
Tony
Wright
|
|
|
11
|
Humour
|
FBHVC
|
|
|
12
|
How
I came to own a Rochdale
|
Tim
Cutts
|
|
|
15
|
Olympic
Reg: 829 JOP, 333 VLG, 112 XPG
|
Derek
Bentley
|
|
|
16
|
Early
Rochdales: GTs on ebay & elsewhere
|
Malcolm
McKay
|
|
|
21
|
Hints
on Fitting a GT Bodyshell
|
RMP
pamphlet
|
|
|
|
|
|
|
102
|
3
|
Capesthorne
2005 Report
|
Alaric
Spendlove
|
|
|
6
|
Rochdale
GT
|
Gordon
Cowley
|
|
|
7
|
Re
modified Olympics
|
Barry
Higgins
|
|
|
9
|
Phase
2 Rear Suspension (alignment of)
|
Les
Brown
|
|
|
14
|
State
of acquired Olympic
|
Aubrey
Richardson
|
|
|
17
|
100E
into Ford 10 Does Go
|
Gordon
Cowley
|
|
|
24
|
AGM
Minutes
|
|
|
|
28
|
Club
Rules
|
|
|
|
30
|
Top
Twenty Oil FAQs
|
Morris
Lubricants
|
|
|
33
|
Pre-Olympics:
GTs: Brewery; Overseas; USA; ebay
|
Malcolm
McKay
|
|
|
40
|
Olympic
Reg: BMC Suspension Parts
|
Derek
Bentley
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
Complete
mould upside down
If you ever wondered what a Phase 1
Olympic mould looked like .
Roof
and bolted flange
Pictures
courtesy of Roger Drinkwater
PRE-OLYMPIC
REGISTER
Malcolm McKay
The Rolls-Royce Rochdale GT
A visitor to the stand at Capesthorne this year was
Jim Blackhurst of Shrewsbury. Back in 1957, Jim worked for Rolls-Royce and
bought one of the first GT bodyshells, which was apparently assembled largely
in Rolls-Royce workshops and using all Rolls-Royce quality nuts and bolts: it
must have been one of the finest GTs built. Sadly Jim has no recollection of
the number plate and a glance through the Register photo album didn't jog his
memory but what he did recall of the car was interesting anyway.
In white, the GT body was fitted to a standard Ford
chassis and retained the Fords original registration. Examples of the high
standard to which it was built included rope crosses bonded to the inside of
the door panels to strengthen them. The car boasted a mesh grille made from
Rolls-Royce materials, an RR oil breather and a Ballamy-style independent front
suspension made in Rolls-Royces workshops. The bonnet bulge had a small
grille too at its front and aluminium quarter bumpers from a TVR Grantura were
fitted.
Under the bonnet was an E93A engine with water pump,
four-branch exhaust and single SU carburettor, topped by the Rochdale header
tank.
Inside were two grey seats and grey carpet, a wooden
dashboard, lots of chequerplate aluminium, a remote gearchange and a hand-made
wood and aluminium steering wheel. What a fine car I hope one day we can
identify and trace it.
The Cooper Rochdale GT
Some (no, many) years ago I came across the following ad in
Motor Sport (June 1959, p463) -
GRAN TOURISMO COOPER. Mark IV chassis. Ford 100E engine,
supercharged; Italian red Rochdale
G.T. body; M.G. T.D. g/box; I.F.S., I.R.S. Full
instruments, carpets, lights, 0-60m.p.h. 10 secs, 112
m.p.h. max, 30 m.p.g. Superb road holding, with brakes to
match. Shod Dunlop R.5s. Professionally constructed Sept. 1958. Further
details and full history available. Out-corners nearly anything.
Complete with twin-carb manifold, racing tyres, helmet (7)
and spares. Bread and butter car in exchange. £650. Radforth, 100, Allerton
Road, Mossley Hill, Liverpool 18.
I always wondered what became of the car, but with no
registration had little hope of tracing it. Then, recently, Ron Collins
alerted me to a retired RAF Squadron Leader reminiscing about the Rochdale
Cooper he owned in the early 1960s. Chris Golds' recollections make an amusing
contrast to the ad above...:
Ref: Rochdale GT, reg. number 274 AKB. Colour: dark wine
red. Bought from a butcher in Liverpool just after I returned from West
Germany where I was a fighter pilot in the RAF driving a Porsche 356 Damen
1300cc.
I collected the Rochdale and drove it back to my new base -
Leuchars in Fife on a Sunday - mistake! Just short of Hawick ((Hoike) the left
drive shaft gave up and away went the left rear wheel rolling back downhill.
It took 3 weeks for car to be delivered up to Leuchars and all repairs were
done and paid for by the butcher!
Cost was (about) £600. - cannot remember. Ford 1172
with a Shorrocks blower fitted. Unbelievably noisy with power to terrify me on
the road. Remember I was flying Hunters at the time capable of about 720 mph!
Dunlop R5 tyres, could be spun in 2nd gear on tarmac. Very bare inside except
for extra noise! Huge fun to drive. Terrified all my squadron pilot friends
when I gave them lifts - usually to parties.
Max speed about 80 (gearbox ratios I suppose) but
acceleration enormous. About 22 mpg. The Rochdale was sold (for £150) by a
friend after I had left Leuchars for Cyprus.
The GT we'd all love to find seems to have disappeared
without trace; when I notified the Cooper registrars about it, they were very
excited but could find no clues to its whereabouts in their records. It must
have been quite a machine
Supercharged Cooper-chassis Rochdale GT, where are you
now?
Interest in early Rochdales continues unabated, despite
none (to my knowledge) appearing on ebay in the last few months. I think the
prize for most active owner this summer has to go to Dave Milner.
Rochdale-chassis GT returns from Ireland
Dave Milner from Doncaster has bought the Rochdale-chassis
GT we featured two issues ago from Jim in Belfast. Initially Dave had planned
to finish his Olympic before starting on the GT, but was so excited when the GT
arrived that he couldn't stop himself getting stuck in on preparing the
bodyshell. He's particularly keen to hear from anyone with a GT bodyshell that
has its original moulded dashboard and glove pockets these add a great deal
of stiffness to the bodyshell but have been cut out on his car. If anyone can
help, please contact me.
I was able to supply Dave with a series of photos of his
actual car, photographed about 20 years ago, showing everything was present and
correct then; also a pic of the most original-looking dashboard I've seen; this
is on the £10,000 car now in Japan. The wood was added when it was rebuilt but
is tastefully done as it could have been when new; the instruments are straight
out of a 1940s Ford Prefect, I think.
Other known surviving Rochdale chassis GTs are:
436 RTB - Richard Crompton of Chorley, last heard of 2000,
rebuild near complete
71 SPA - M Evans, Bristol, last heard from 1999, rebuild
under way by Flexolite
480 UTC - Roy Beasley, Wolverhampton - this car was in show
condition in the mid 1980s but subsequently got neglected - I believe it's
pretty sound now.
Pictures, from top left:
The bodyshell of Dave Milner's newly acquired GT, pictured
when it was still languishing in Northern Ireland
Rochdale chassis under a GT, showing the suspension, the
complete moulded floorpan and how the chassis was bonded to the floor. It's
actually one of the five square-tube chassis that they made.
A shot of the fine original dashboard of the GT now in
Japan, showing the original glove boxes in place with the central dash panel as
Frank, Harry and Richard designed it
A few days after delivery, Dave reported: Whilst stripping
the turquoise paint today I decided to keep sidevalve power in the car. You
convinced me it is a good option. I am convinced the suspension units came
from a motorbike unless you know different, perhaps you will let me know. I
will contact the guy in the Midlands and see if he will let me view his car.
I'll let you know how I get on. A lot of work to do but no more than I had to
do on my Olympic!
At this stage, I'm not sure about the suspension units and
have asked Dave how they compare to Olympic rears. I've no idea if they're
even similar, but I would not be surprised if Rochdale had economised by using
the same...
A couple of days later, Dave responded: Been busy, most
of the paint is stripped off, very little damage to shell. I have been in
touch with Roy Beasley. He has just MoT'd his car and I am going to see him
shortly to take some pictures. He told me his car has a Ballamy square tube
chassis and front suspension so I will send you a picture or two when I have
been to see him.
This news on Roy Beasley's car is intriguing, because it
was already known to the club when I first joined in the 1980s and I was told
by everyone it had a Rochdale chassis, so I assumed that must be true! I'll be
very interested to see photos, because I'd be very surprised if it's a Ballamy
chassis. It wasn't strictly square tube and very few were made, as Ballamy
sold the design to Reliant for the Sabra and Sabre - it wouldn't have been easy
to fit a GT on it. Apart from the five square tube Rochdale chassis made,
square tube chassis were built by Bowden, Ashley, Bel-ford, CRS and EB; I have
photos of them all and they are each quite different, so it should be easy to
identify. The Rochdale one was an exact copy of their round tube chassis but must
have necessitated a new floor mould....
Barely a week passed before Dave came up with some more
news: I have managed to get all the front and rear lights, Minor stainless
door window surrounds with glass and regulators, door locks and handles and door
hinges. I am presently repairing gel cracks to the roof, back and front panels
which were caused by tipping the car onto its roof at some time in the past.
I have managed to trace the cars history back to 1984/5
and think I may be able to go back further. I will of course keep you informed
as things develop. The gearbox cover has been found and should be on its way
from NI this weekend but I am still looking for a car with an original dash
that I can take a quick mould from.
In answer to Daves questions, I was able to advise that
hydraulic brakes are unnecessary in my experience: provided the mechanical
brakes are set up properly and do not alter length as the suspension moves,
they are very effective. 15in wheels can be created by welding
VW rims to cut-down Ford centres, provided you are or know
a capable engineer who can jig-build them accurately and safely.
Mechanical parts - it would be well worth joining the Ford
Sidevalve Owners Club as it has a great spares service and has had lots of bits
put back into production, plus plenty of secondhand for sale in its
classifieds. Also useful are Pop Parts Plus (www.poppartsplus.co.uk) and Small Ford Spares
(www.smallfordspares.co.uk). Ebay and the classifieds in Classic Car Weekly are also
good sources for complete engine/gearbox.
Another week later, Dave reported: I met Jim today in
Filey near Scarborough, he's on holiday with his family. He brought me the
transmission cover from Mark Kennedy (owner of the car in the 1980s). Do you
think there might be a need for duplicates of it to go with the doors and
bonnet that the club supplies? It should complete the set of removable
panels. I've just got to hang the doors and adjust gaps and I'm ready to start
spray filler and primer.
Daves rapid progress is highly commendable and I hope
someone can help on the dashboard front. I also think getting a mould made from
the transmission cover is an excellent idea only the Rochdale-chassis cars
had a glassfibre gearbox cover so we'll need to check whether it fits the Ford
chassis too.
Ex-McKay GT resurfaces
Three years ago I briefly owned TJY 744, a GT that had been
owned since the 1980s and partly restored by Craig Turner in Leeds. I passed
it on to Malcolm Burgess, who bravely stripped it down again and rebuilt the
chassis, suspension and brakes. Now he's swapped it with brother-in-law Mike
Hall for Mikes 1955 Standard Eight and Mike is looking forward to completing
the engine build and sorting the bodywork.
From what I recall, the nose section is the only part of
the body that is likely to prove challenging, as a previous owner had clearly
stuck it back together after a bump and failed to get the shape quite right.
Options, I guess, are to work with what's there or take a mould off another car
with an undamaged front and then graft in a new section - I look forward to
hearing how he gets on.
Ex-Coupe GT resurfaces
A few years ago, Chairman Roger sold a GT bodyshell to the
proprietor of Robin Hood; when the company ownership changed hands recently,
the GT was one of many sold off at a dispersal sale; thankfully it's found an
enthusiastic new owner, Kenny, who plans to unite it with an ex-hillclimbing
Spitfire chassis and running gear.
On hearing this I was able to advise that he will need to
lengthen the Spitfire chassis (and propshaft) a bit to fit the Rochdale body -
the body was designed for a 7ft 6in wheelbase, whereas the Spitfire is 6ft
11in.
The best way to locate the body to the chassis will
probably be to weld on rear outriggers to the Spitfire chassis then weld on
side rails (rather like the Herald set-up) to support the body just inside the
sills. I don't think Kenny has a full floor in the bodyshell (the standard GT
just had enough at each side to bolt onto the Ford Pop chassis rails) - I guess
the really neat way to do it would be to buy a pair of Ford Pop chassis rails
and cut and shut them to join the Spit chassis as the body will then bolt
straight on. It's worth watching ebay - a few weeks back someone was trying to
sell a Pop chassis that had been modified for something else and the top bid
was 99p! Would've been ideal to cut up...
As well as the part-floor sections bolting onto the
chassis, the body was bolted to the Pop chassis straight through the front and
rear inner wheelarches. This was actually the strongest and most important
mounting area - another argument for adapting Ford chassis rails or building
some sort of outrigger system to reproduce it at these crucial points...
Once the body is solidly mounted to some form of welded-on
outriggers, you can fill in the gaps however you like - sheet aluminium would
probably be the lightest and simplest, because it's easy to make flat panels
folded around the edges and is surprisingly stiff when folded (but don't try to
make double curves with it unless you're a skilled panelbeater - in that case
go for glassfibre!).
Kenny replied: I thought I'd have to go down the
outrigger route and have a couple of ideas, first was to hack up the Spit
floorpan to fit, but if I need to stretch the chassis that won't work, so plan
B would be to have a subframe made up, my thought is that this would be one
piece incorporating the drive tunnel, which would be placed over the stretched
chassis rails and welded in place, making a nice and strong assembly, problem
is where do you stop with that idea, should the subframe incorporate a roll
cage too, maybe, just need to see what the budget stretches to!
How does all this cutting up and modifying the chassis
affect things for the dreaded SVA? Am I right in saying that if I modify the
chassis but use the rest of the running gear and suspension set up from the
donor I should still be good for an age-related plate? My other thought was to
change the back end for a De Dion set-up based on a Ford diff, shafts and
brakes. This would keep the chassis strong as the only cutting and shutting
would be done at the relatively unstressed back end, where it only needs a
mount for the Panhard rod and the rear corners of the shell. Would make for
great handling and easy upgrades like LSD and disc brakes! But how would that
affect registering it?
The other question I have for you is a point William made;
he mentioned that I might need flared arches. Flaring the arches could be a
very good thing, as the centres could be changed slightly to make the shell fit
the standard chassis, and save a bit of cash at the same time! I suppose some
of the purists on the Owners club would want to shoot me for thinking these
things, still what are kit cars about if not an expression of your
individuality!
Kenny certainly has an ambitious project, but it sounds as
if he's not afraid of a challenge so I wish him the best of luck! I don't
think anyone in the club is going to object much when all he's bought is a
bodyshell - it's not as if he's taking it off the original chassis and throwing
that away!
On the subject of arch extensions, the problem is that the
Spitfire track is wider than the original Ford so the wheels stick out a bit
and most people put arch extensions on. It's possible to avoid this, though, by
fitting wheels with more inset than standard - I've seen a car with these on
and it looks fine, but I'm not sure what they're from - could be Marina... If
you want to go the arch extension route, you can just slap on a pair of
extensions and be done with it, but if you want the car to look really nice
(especially at the back where extensions look naff in my opinion) the best
answer is to split the tops of the wings, pull them out about an inch and glass
in a strip of fibreglass, so that the wing keeps a smooth consistent shape but
is wider than before. Sounds easy but I guess it's quite tricky unless you're a
real fibreglass expert...
Possible disadvantages with the subframe idea are weight
and height - for hillclimbing, you need to keep both as low as possible.
However, there's a lot to be said for stiffening the chassis too and
incorporating a roll cage in the plans for the chassis. If I was doing it, I'd
cut the chassis in the middle, cut a seven inch section out of the middle of a
scrap Spit or Herald chassis, then cut and fold a strip of 16 gauge steel to
fit inside each chassis rail end, weld it in place, then slip the new section
over it and weld it to the main chassis and the inserted strip - should be
really strong. Then I'd get a pair of Herald rear outriggers and side rails and
weld the rear outriggers in the correct position so the radius arm would bolt
straight in - the good thing with using Herald outriggers is they're designed
to fit securely around the chassis, easy to weld on top and bottom and have the
mounting for the radius arm already built in - and they come off the chassis at
the right angle. Link up the side rails between front and rear outriggers so
they support the body and then make a floor with sheet ally but with a steel
bar or two welded in to attach the seat rails - that way it should be possible
to get the seats nice and low (headroom is a bit limited in the GT body!). It
should also be possible to build in roll cage mountings at each corner where
the outriggers/side rails join. I wouldn't bother with welding in a steel
transmission tunnel, I'd make that out of ally too (using the Spit tunnel as a
former) to keep the weight down. Oh, and I'd probably weld on a pair of Herald
boot outriggers to support the back of the body and drop in a Herald Estate
petrol tank. But that's just me Kennys probably got much better ideas! As
for SVA, the simplest answer is to keep it registered as a Spitfire, that way
you don't have to argue the case. If the car had been built in the 1960s on a
Spitfire chassis, that is exactly what the original builder would have done
many GTs are still registered as Fords so it should not be a problem.
Kenny replied: I was thinking of some old MK1 Escort rally
style arches and graft them in, could look a bit
Cobra Le Mans! I'm no expert with fibreglass but I'm no
stranger to the stuff either. We did waterskiing when I was younger and I did
all the glass work on the boat, not boat building but modifying, I've also done
some bodywork for my old motorbike. The thought of effectively shortening the
shell appeals as this does away with the SVA completely and allows me to
register it as a Spitfire.
I should have the shell here next week, so can get to work
on designing a subframe set up, probably come up with a couple of designs and
get fabrication costs (I don't trust my welding enough, besides my girls Dad
has a welding supplies company so he should be able to help me on that). I'll
have a look at arches too and see if they can be done, a friend of mine is into
his MK1 Escorts so he should be good to source the arches.
I must admit though, if I'm going to do that much work to
design a subframe/cage assembly I'd be as well with a purpose-built chassis. As
you can guess this is a lon-term project, in fact I'm going to have to ban
myself from it for a month or so to get some investments sorted out, I need to
keep the money coming in to pay for the toys after all.
Long-lost GT almost back on the road
The club forum is already proving its worth, turning up 202
HTF, a car owned for many years by Mike Pritchard of Luton but never, to my
knowledge, receiving any attention during his ownership.
New owner Mat Nowell asked what bonnet hinges were originally
fitted and whether the chassis needs to be boxed in the original had been
boxed with very thin steel that had rotted out.
The original bonnet hinges were very similar to Triumph
Herald etc boot hinges, which are still readily available new or secondhand.
In fact the same hinges were originally used for the doors, though they're a
bit weak for that purpose. The actual hinges used were slightly simpler than
the Herald ones - I've seen exactly the same on Reliant Regal 21E bonnets, but
they're getting rare in scrapyards now! The bonnet was hinged at the back with
a budget lock at the front; it's important to make sure that your budget lock
slots well under the bodywork in front of the bonnet as air pressure at speed
can pull the panels away from each other slightly and it was not unusual when
the cars were new for the bonnet to fly up at speed and break the
windscreen...
As to the chassis, to box it properly you need to take the
body off. Rochdale did recommend that the chassis was boxed, otherwise it can
be a bit flexible and stress the body if used much on rough roads. That said,
it was the way the GT body stiffened a Pop chassis that inspired them to build
the glassfibre monocoque Olympic so, provided the body and the main chassis
legs are strong, there's not much to worry about. The GT I used to run in the
1980s had been boxed with glassfibre, which was as good as useless, yet it
always felt taut and handled well with its Ballamy suspension and 15in wheels.
202 HTF was registered as a new car, in March 1959 in Lancashire, which
would normally mean that it had a new chassis, but Mat reports it in fact is a
very early chassis. I'm looking forward to seeing the car at Specials Day.
Mat Nowell's GT undergoing rapid
restoration work to get it back on the road, pictured from his bedroom
window!
GT memories of the Sixties
Ian Guild, a long-term ROC member now living in the
Netherlands, mentioned on the forum that he owned a GT in the late 1960s: It
was a horrible thing - reversed VW rims on the back and 12" rims welded
onto the Ford front hubs, nevertheless it got me from Luton to Heathrow every
working day for nearly a year then I sold it for what I paid for it.
I couldn't resist asking Ian for any anecdotes about why he
felt it was so nasty! Reversed VW rims was a pretty standard trick in the 50s
and not too silly on the rear (those who put them on the front - and many did -
found they had a pretty weird effect on the steering!) while the 12in rims
welded on the front were probably professionally made by West London Wheels,
who supplied wheels with Ford centres and 12in, 13in or 15in rims welded on -
it was done with a jig and their wheels were widely used for racing on Lotus
Sixes and the like (many with far more power than an 1172 sidevalve) and I've
not heard of any breakages...
Ian responded: Looking back almost 40 years, the front
rims looked "cool", I never had any problems with balancing so I
guess they were done quite professionally.
The reasons it was "nasty"? All were probably
fixable with a bit more knowledge and experience, however.
Lack of oil pressure; I could dial my own in on the gauge; on the
original motor it never seemed to get over 7psi. I eventually changed the
engine (the old one went in the bin - I learned a few new words when the binman
tried to pick it up).
Doors kept closed by a bungee cord stretched between
them. A beautiful relationship was ended when a BEA hostess, in full uniform,
going on duty, was dumped out on the roundabout at Heathrow.
The bonnet, probably the most aerodynamic part of the car,
flying off on the M1. It was later repaired, for some reason using the Daily
Mirror as filler.
Sorry, I can't recall the registration or any details,
beyond the fact that it was green with red wheels. A mate of mine, Mick
Hadland, now living in Leigh, had another. It was in much better condition.
It was painted metallic grey - on reflection it looked like primer - one of the
most memorable features was that the floor had cut-outs to lower the seats as
Mick is over 6 feet tall.
I owned mine for about a year, however it was eventually
replaced by a Hillman Imp - bought for 75 quid, an ex-factory development car,
very much non-standard, with a one-litre engine and a Jack Knight straight -cut
gearbox, but at least it had a heater, which kept the girl friend happy!
As Ian says, all the problems were fixable - 7psi is a sure
sign of a worn-out sidevalve, the bonnet flying up is a common GT fault, it's
vital to keep the budget lock adjusted so it fully engages and can't shake
undone, while the doors is an unusual one - the original MG T-series type door
catches never let me down on my GT despite spirited cornering...
