Written by Pella Windows & Doors of Wisconsin on July 17, 2018 . Posted in In The News, Pella News.
We didn't think it was possible, but 2017 was one of the best years yet at Pella Windows & Doors of Wisconsin!
There were a record breaking sales across our business segments, community events and causes that we were proud to be a part of, and breathtaking projects that we had the privilege to work on.
In short, 2017 was awesome, which is why we want to take a moment to reminisce about the year and also showcase how you, our customers and partners, helped make it such a successful one.
One of our goals at Pella Windows & Doors of Wisconsin is to serve our customers to the best of our ability and that's why we expanded our staff quite a bit in 2017.
We hired new sales representatives for our trade, retail, and commercial business segments; added project coordinators, experienced managers and administrative staff; expanded the operations team; and created new positions to better support and develop our team members.
The expansion doesn't end there either since we're currently looking for additional members to join our team. If you're interested, make your way to our careers page to find out how to apply.
Just like in 2016, we made it a point to support local charities and organizations.
We had the pleasure to be a part of so many stunning retail, commercial, and trade window and door projects in 2017.
On the retail side of our business, we helped thousands of customers revamp the look of their homes through the installation of replacement windows, entryway doors, patio doors, and the combination of any of these.
On the commercial side of our business, we were involved in multiple projects throughout Wisconsin, ranging from multi-use buildings to apartments, assisted living homes, schools, hotels, college residential dorms, restaurants, and many others.
Then finally on the trade side of our business, we worked with several builders in Wisconsin and Michigan on both new construction builds and replacement jobs.
Our trade sales reps work side by side with the builder, homeowner, and designer during the planning stages of a home to ensure that the right window is being selected to match the goals of the home's design. Plus, our trade sales reps assist the builders with anything else they may need, including answering installation questions, solving any problems or concerns that may arise, and just being available whenever a builder may need them.
In addition to the above projects that were some of our favorites, we also had a Pella 2017 Year in Review Project Contest where you, our readers, submitted their entries for a chance to win a gift card and a signed mini helmet.
To learn more about Hameister Architects, Inc., visit their website. And, to learn more about the project itself, visit the Fawn Lake remodel project page.
Pella Co-Owner John Calawerts (left) accents an award from BCHBA President Ryan Radue.
The Pella Windows & Doors of Wisconsin's team's hard work and dedication throughout 2017 led to multiple company and individual awards.
One of those awards was being nominated as a 2017 Finalist for the Best of the Bay Reader's Choice Awards. This contest was run by the Green Bay Press-Gazette and we were honored to receive this nomination. We also were recognized by the Brown County Home Builders Association for our 40 years of commitment to the association.
Employees at Pella Windows & Doors who won individual awards included 2017 Pella President Award Winners Bryan Lampereur (Trade Sales Rep), Mike Goessl (Trade Sales Rep), Ross Sobacki (Retail Sales Rep), Sean Parrish (Commercial Sales Rep), and John Ryun (Architect Consultant). Commercial Sales Rep (Kellen Anderson) was selected as the 2017 Commercial Sales Rep Rookie of the year.
Pella Managers (from left to right) Andy Bosdeck, John Hayes, and Barry Schoening cook breakfast this past summer.
The term work hard, play hard applies to the crew at Pella Windows & Doors of Wisconsin. The culture of our company is all about taking our jobs very seriously, yet at the same time, we have plenty of fun doing it.
On top of that, we had some good times at different company events. Like, when we got together to play kickball after hours or how we tailgated at our Football Tailgate yard before each football home game in Green Bay, WI. There were also plenty of food days and potlucks, jean days to support our favorite sports teams, and our annual white elephant gift exchange during the Christmas holiday.
To learn more about our company and what we do, visit our team webpage.
All in all, we had a great year in 2017 and we can't wait for 2018.
Make sure to check our website often to see new projects, blog posts, and updates about our product offerings. Things can change sometimes in an instant and we want to keep you in the know.


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Invitation to Edward Floyd De Lancey for the centennial celebration of George Washington's presidential inauguration, April 29-30 and May 1, 1889
The Centennial Celebration of the Inauguration of George Washington as First President of the United States
April 29 - May 1, 1889
Centennial Celebration of the Inauguration of George Washington as President of the United States. Reception at The Lawyers' Club, April 29, 1889
Equitable Building No. 120 Broadway, N.Y. Sent to Edward Floyd De Lancey.
Envelope addressed to Edward Floyd De Lancey, postmarked April 23, 1889
Envelope addressed to Edward Etienne De Lancey, containing invitations and admission tickets, 1889
Admission ticket to Edward Floyd De Lancey to attend centennial celebration banquet, April 30, 1889
Admission ticket to Edward Floyd De Lancey to attend centennial celebration ball, April 29, 1889
Admission ticket to Edward Etienne De Lancey to attend centennial celebration ball, April 29, 1889
Invitation and admission ticket to Edward Etienne De Lancey to attend service at St. Paul's Chapel, April 30, 1889
Invitation to Edward Etienne De Lancey to attend military parade, April 30, 1889
Reception at the Equitable Building, in the Lawyers' Club, April 29, 1889
Sent to Edward Floyd De Lancey. 3 p.
Centennial Celebration Ball of the Inauguration of George Washington as President of the United States, April 29, 1889
Sent to Edward Floyd De Lancey.
Centennial Celebration of the Inauguration of George Washington as President of the United States. Naval Display April 29, 1889
Admit to Steamer Erastus Wiman, 9:30 AM Pier foot of 23rd Street, North River. Sent to Edward Floyd De...
Program of literary exercises at the Sub-Treasury building in commemoration of the inauguration of George Washington, April 30, 1889
Edward Floyd De Lancey served on the Committee on Centennial Celebration of the Inauguration of Washington....
Invitation to Edward Floyd De Lancey to attend exhibition, April 17-May 8, 1889
Invitation to Edward Floyd De Lancey to attend a reception at the Lawyers' Club, April 29, 1889
Envelope addressed to Edward Floyd De Lancey, containing invitation, 1889
Manhattan (New York, N.Y.) (14)

redpajama_set_name: RedPajamaCommonCrawl


Smart Alley Educational Toys Store $10.00 - $29.99 $10.00 - $29.99 Trudino soft Lion 6" Trudino soft Lion 6"
Trudini, the line of little Trudi soft toys for great moments! There are many Trudini: the farm animals, such as the friendly pig, the tender rabbit or the strong horse; the exotic animals, such as the soft koala, the funny zebra and the elegant giraffe; sweet kittens and faithful doggies and many other baby animals, all to be cuddled! The Trudini line is divided into the Classic version, smaller copies of the bigger characters, and the Soft version, characterised by the use of particularly soft materials and with a cuter look. All the Trudini characters are sold with an elegant red Trudi gift box, enriched with a refined satin ribbon. The Trudini can be machine washed at temperature not exceeding 30°C (85F).


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Congress>
It makes no sense to give lawmakers more cents
Ross Marchand
Ross Marchand takes issue with Rep. Alexandria Ocasio-Cortez, who claims that lawmakers cannot afford two homes on their $174,000 annual salary when the median household income in D.C. is half that amount.
Alex Wong/Getty Images News
Marchand is the director of policy for the Taxpayers Protection Alliance.
"We want a raise!" is a sentiment that many can relate to ... up to a point. Even though congressional salaries have been frozen for a decade (at $174,000 a year plus generous benefits), taxpayers across the country are understandably outraged that members of Congress are trying to vote themselves a raise. The issue appears to have been shelved for the time being, but will surely be back on the agenda sooner rather than later.
Some supporters of a pay hike argue that even higher compensation would attract better talent and deter members of Congress from pursuing lucrative lobbying jobs at the end of their tenure. In reality, America is stuck with the same jokers whether their salaries are set at $1 or $1,000,000. The best that taxpayers can do is hold members of Congress accountable for their reckless spending. The best Congress can do is to actually do something to prove they have earned the raise.
Since enactment of a 2009 law blocking automatic cost-of-living increases for members of Congress, lawmakers' salaries have fallen 16 percent in inflation-adjusted terms. It's far from obvious that this salary slide is a bad thing, considering that members of Congress make more than thrice the median full-time U.S. worker (who earns less than $50,000 per year). This assumes that the typical American worker and member of Congress log a similar number of hours, which is far from the case. John Q. Taxpayer is expected to show up to the office around 260 days out of the year, versus almost always less than 190 days for lawmakers! And for America's representatives and senators the (potentially lifelong) health insurance benefits are great, and the free gym, parking, and million-dollar annual allowances for staff and travel aren't too shabby either.
But maybe Rep. Alexandria Ocasio-Cortez is right, and it is just too difficult to afford to rent two apartments on a $174,000 budget. Bear in mind that median D.C. household incomes are around half that of the base congressional salary, and the median Washingtonian can usually find an affordable one bedroom apartment within a reasonable commute to downtown. A member of Congress can find a perfectly nice, spacious apartment in a pleasant building in a suburb such as Greenbelt or Deanwood, Md., for under $1,500 per month.
But maybe even $174,000 isn't enough to keep America's public-spirited defenders from falling into the clutches of K Street. A recent op-ed in this publication argues that "record numbers of legislators are now going to work for big bucks on K Street." Lobbying has inevitably increased over the past 50 years, as far more federal expenditures are at stake (outlays per person have doubled in real terms) and industries have done their best to respond to existential threats.
But, since the congressional pay freeze came into effect a decade ago, fewer retiring/defeated lawmakers have opted to go private. The Center for Responsive Politics (hardly a right-wing outfit) has found that, from the 111th Congress through the 115th Congress, the number of lawmakers going to work for a lobbying firm, advising a lobbying client, or banking a job with any other private company has gone from 59 to 33. The number continually declines year over year, election year or not.
And there just doesn't seem to be much evidence that members of Congress are getting squeezed by low salaries and jump ship in panic. Representatives typically run for office after successful careers, and spend an average of 17 years in the House before retiring from service. Besides, some of the best-known (read: notorious) lawmakers turned lobbyists – such as Evan Bayh, Kay Bailey Hutchinson, and Heath Schuler – had net worths well into the millions before leaving Congress. Maybe, just maybe, these politicians like staying close to the action and wheeling and dealing, regardless of their finances.
If members of Congress really want their salaries boosted, they should make their case to the American people why they deserve it despite record debt and general inaction. But as is, the salaries and perks are more than sufficient and haven't seemed to fuel the growth of K Street. There are few bargains in this world, and raising the pay of a well-off, well-connected throng of political elites certainly isn't one of them.
Does Congress Deserve a Pay Hike? | Cato Institute ›
Ocasio-Cortez Thinks Members of Congress Need a Pay Raise ›
Here's why Congress deserves a pay raise — yes, a raise! - Los ... ›
Why Congress does not deserve a pay raise - Washington Times ›
Your Take: Securing top secret documents
Like Citizens United, Moore v. Harper could haunt American democracy
David O'Brien
Time for new presidential candidates in 2024
Steve Corbin
Podcast: Turmoil among House Republicans: Is the political system to blame?


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Louis Andriessen: 80th birthday celebrations
(January 2019)
Events honouring Dutch master Louis Andriessen's 80th include performances of his new orchestral work Agamemnon and a concert series in Amsterdam.
"Not only the leading Dutch composer of our time, but one of the most important figures in European music in the last half century, whose influence has spread far beyond that of his own works." So The Guardian summed up Louis Andriessen, whose 80th birthday on 6 June is celebrated throughout 2019.
Harnessing the propulsive energy of minimalism and jazz to a distinctly Stravinskian approach to compositional technique, Andriessen was once branded as a polemical iconoclast. However, the true range of his music has been fully revealed in recent decades: it can embrace philosophical visions just as readily as hard-hitting political debates and can inhabit gentle domestic interiors as often as the fires of hell. Such seeming contradictions power his creativity, the Los Angeles Times characterising him as "a clear-eyed Dutch sceptic and humanist… the great argumentative opera composer of our day".
Andriessen's 80th birthday year opened with the first European performances of Agamemnon, a rare foray for the composer into the orchestral sphere, with Marin Alsop conducting the London Philharmonic Orchestra and JoAnn Falletta the Netherlands Radio Philharmonic Orchestra in the ZaterdagMatinee series at Amsterdam's Concertgebouw. Described by the New York Times as a "frenetically inventive tone poem", the 20-minute work was premiered last October within the New York Philharmonic's Art of Andriessen series, conducted by Jaap van Zweden.
"…a compelling performance of an ambitious premiere… The lavishly orchestrated score abounds in raucous, militaristic fanfares; eerie high-pitched chords and grumbling percussion, all to suggest the warlike atmosphere that permeates Agamemnon's public and family lives… the jazz elements here are processed through his acute ear and powerful imagination. Bouts of thick, piercing chords make the orchestra fleetingly sound like a modern-day big band…"
"…shining, tart orchestration and powerful pulse… Most prominent and pleasing were long, graceful, quasi-romantic lines for the strings, and a handful of gorgeous, sinuous, characterful woodwind solos. These helped leave a strong, lingering impression of this intriguing new work."
New York Classical Review
As Andriessen's birthday month approaches, the Los Angeles Philharmonic and Esa-Pekka Salonen present the first performances of The Only One, written for genre-breaking singer Nora Fischer (2/4/5 May), and Amsterdam hosts a major series devoted to the composer (23-26 May). The six concerts at the Muziekgebouw include Asko|Schönberg in La Passione, I SOLISTI in De Staat, Nieuw Amsterdams Peil in a double bill of Odysseus' Women and Anaïs Nin, and recitals by electric violinist Monica Germino and pianist Ralph van Raat. For full information visit www.boosey.com/andriessen80
> Further information on Work: Agamemnon
Photo: Marco Borggreve


1. Machine frame and blade frame are welded structure, vibration to eliminate stress, can maintain good accuracy.
2. Series cylinder structure, good synchronization performance, and can adjust the angle of shear, and the shearing quality is very high.
3. Adopting the three-point support rolling clamping rail, to maintain good accuracy, the blade frame running smoothly, and can quickly adjust the blade gap.
4. The blade frame's stroke can adjust stepless, in order to improve production efficiency.
5. Upper blade frame is with introversion structure, easy blanking, to improve the accuracy of the workpiece.
6. The overall rectangular blades, four cutting edges can be used, with long service life.
7. Digital display backgauge device adopts Nanjing ESTON E10 NC system, clear and accurate showing backgauge stroke data.
8. Motorized backgauge provides forward, backward and manual fine-tuning these three regulatory function, easy operation.
9. With a variety of operating functions, debugging, use, and easy maintenance.
10. Electromechanical interlock safety device with emergency stop button installed on the right side of operation panel, front wallboard and removable foot switch. Security fence and etc. Device are installed in the throat parts of machine, worktable operating parts and the rear of machine; which is safe and reliable.


Class B 300 Survivor...Standby Safety Vessel..IMO...7711368. Owner...BUE Marine Co Ltd...Leith, Scotland. Builder/Year...Estellieros Amazonia S.A. , Brazil...1977. Loa...55.40m...Beam...11.60m...Draft...4.0m...Grt...802t. Engines..2 x B&W Alpha Type 8V23LV....2480Bhp. Rudders. 2. Props...2 x Fixed Pitch. Thruster(s)...Bow...1 x Schottel, Driven by 240bhp 3.0st......2.7 T Thrust. Picture.....Date...21/09/2000 Location....Yarmouth.


From this deeply personal conviction, Days with David was born.
Days with David is a gathering where Dr. Shibley unpacks his most valuable lessons from over 50 years of vocational ministry. For two days at a time at the Global Advance headquarters, he downloads this rich wisdom with the laser-focused mission of investing in and inspiring emerging young leaders.
The group is purposely kept small; each Days with David session typically hosts between 8 – 12 young leaders. Participants are recommended by pastors of partnering churches with Global Advance, and attendance is by invitation only. The target demographic of this unique offering is young people - usually under the age of 40 - who are specifically called to vocational ministry.
Over 150 young men and women have attended Days with David weekends since they began 18 years ago.
Sessions are in a dialog format. Although Dr. Shibley covers a defined curriculum of material, participants are encouraged to engage with the teaching throughout the weekend and to approach Dr. Shibley at any time with questions or comments.
The intentional training structure and warm, personal setting allow for just that.
"This is one of the most gratifying things I do in ministry. From now until I see Jesus, I want everything I do in ministry to be trans-generational. I leave these weekends mentally exhausted, but very happy and grateful."
Today, a collection of photos line the walls of the Global Advance offices - memories of past Days with David gatherings and the fruitful ministry that has emerged since. Each photo tells a story, packed with beautiful reminders of God's faithfulness in using one man and his bold decision 18 years ago to give back intentionally. Dozens of testimonies have rolled in throughout the years, much like the one participant who, with tears in his eyes, thanked Dr. Shibley saying, "I feel like I just cheated on life. It's like I just received a 25-year head start!" A walk by the photo collage is an encouragement to press on; to continue investing well and making much of Jesus as long as we have today.
Global Advance is engaging the next generation of kingdom leaders to fulfill the Great Commission. They are the current and future leaders of the Church and the key to advancing the gospel in every sphere of culture. Training next generation leaders helps bridge the leadership gap, and ensures a successful leadership handoff.
Days with David continues to download a legacy of leadership to the next generation because we have been entrusted with the gospel. Consider partnering with us by hosting a future Days with David event.
The first ever Days with David for Pastors event was held on August 16, 2018, in Rockwall, Texas.
The paradigm of God is multi-generational. From one generation to the next, we are invited to participate in the story of His glory. Yet within the body of Christ, we struggle with this thread of continuity.
THE GOSPEL IS ALIVE IN RUSSIA!
Recently, Global Advance spent a week in the Siberian region of Russia. Despite dangerous sub-zero temperatures, 450 passionate young leaders traveled to our NexGen Conference.
The paradigm of God is multi-generational. From one generation to the next, we are to participate in the story of His glory.
When we say that leaders matter, we mean just that. At Global Advance, we are working to train and equip the next generation of indigenous leaders for the Great Commission.


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'Look what's turned up' is a constant story on Loose Fillings and thanks to some very nice photography we are pleased to bring you no less than three 'barn-find' Coopers recently for sale in the United States.
Daniel Rapley said he had two lots of cars for sale. First there was a Mk7 AND a Mk9, recently pulled out of a barn in Massachusetts. The Mk9 engine was apart. There was a quantity of spares, both mechanical and bodywork. Price was $US22,500 for the pair
The other lot was a Cooper Mk4 which came out of the same Massachusetts barn that the Mk7 and Mk9 came out of. It was owned from 1959 to 1972 by Milo Kibbe in the USA. Photos of it racing in 1960 show it looking in this exact layout. She's a lovely old thing. Price was $US19,500.
We'll let you work out which car is which. For more call Daniel Rapley +1-203-470-5298 or email: danielrapley@gmail.com
While on my annual migration from Australia to the English summer of 2018, I was recalling my first such trip way back in 1978. I had decided to settle in Australia and was returning to sell our little house in Stony Stratford which was just within earshot (with the right wind) of Silverstone circuit.
Apart from my day job, I had started to write and sometimes photograph freelance for Australia's Revs Motorcycle News and the Australian, and New Zealand contingent at the Silverstone British GP that year was one of my targets. I interviewed and photographed Greg Hansford, Jack Findlay, Mike Hailwood, and Dennis Ireland. It was, I think, the year of Mike Hailwood's return to the Isle of Man and he, for a while then an antipodean, was also in the frame.
It's mainly distant memories now. However, I have no trouble remembering the day that Alexander, Lord Hesketh, (properly Alexander Fernor-Hesketh, Baron Hesketh) who lived even closer to Silverstone, turned up at my front door to try and shut me up about the new motorcycle he was planning to make.
I had heard on the grapevine that Ron Valentine, technical head of the Weslake concern, was developing a V-twin version of their very successful speedway 500cc single. Such an idea interested me and to find out more I rang Ron, and after speaking some vintage JAP, soon had an invitation to visit his works in Rye on the south coast.
Ron was most hospitable; we spoke a lot more JAP; he took me to lunch and then I had a tour of the works. They did everything there – cast crankcases and cylinders even – and my freely-taken photos show piles of these in various stages of machining (below).
In the foundry, attention that day was focused on the first casting of the left side crankcase of the new V twin which Ron told me was to power a motorcycle that Lord Hesketh was planning.
The other crankcase half had already been cast and heat-treated and was being milled in the machine shop (below), so that scene was added to the pictures I had taken in the foundry.
This wasn't the race engine I had expected to see. It was much more interesting than that. As far as my nascent freelance journalism was concerned, I had a motorcycle 'scoop'. Hesketh had become world famous with James Hunt driving the F1 cars built in his stable block – maybe he could revive the almost dead British motorcycle industry? This was pretty exciting stuff in those days, I can tell you, with British manufacturing on its knees and Margaret Thatcher yet to give the country some tough economic medicine.
Back in Stony Stratford, I rang the nearby Nicholas Hawksmoor designed Hesketh stately home of Easton Neston near Towcester and soon found myself asking his lordship for details of his motorcycle manufacturing plans. I told him about the photographs I had and after a few seconds of seemingly stunned silence he said
'Just down the road in Stony Stratford', I replied.
'Can I come round – I can be there in 20 minutes', he said.
So Hesketh turned up in his Rolls-Royce, drank tea in the kitchen and laid out the deal he had in mind. If I held off publishing my photographs he would give me exclusive access to all the Hesketh material well before the official announcement was made. Revs would have the full story before any other motorcycle magazine worldwide.
I ran all this past Revs editor Mike Esdaile. Hesketh's offer seemed genuine enough. It seemed a pity to put a damper on his plans by prematurely releasing the story for the sake of being first with it. His lordship had been very friendly and persuasive and so we agreed to his proposal. Eventually I found out that Hesketh was no gentleman as far as his word was concerned. Neither Revs nor I heard a word from him again and my photos of the prototype Hesketh engine haven't seen the light of day until now.
The Weslake engine which I had seen in its early stages was ready to ride in 1980 and offered all sorts of novel – for British breeds – technology such as four valves per cylinder and chain driven twin overhead camshafts. Hesketh's success with his Formula 1 team gave everyone hopes that his motorcycle project would succeed at a time when there was little public confidence in Britain's manufacturing competence.
Designer and cartoonist John Mockett has written about the project's development, 'I was working for Yamaha Europe, making prototypes and concept models … Yamaha encouraged me to get involved … and paid for some of my time there because they thought there should be another British motorcycle. The first prototype I saw didn't need a side-stand because the exhaust pipes held it up, so you just lent it on the pipe! That was the stage they'd got to – they didn't have anyone in a senior role who knew anything about motorcycles.'
MotoGP journalist Michael Scott was at the champagne and caviar launch in 1981 (below, Alexander Hesketh with Mike Hailwood aboard) and he wrote, 'We all had a test ride, and the bike was lovely, a bit big and heavy, but it had this terrible gear change….the Hesketh people would ask us what the bike was like and we'd say it's really nice but, er, the gearbox is a bit clunky …. I do remember my coverline …: To The Spanner Born.'
Hesketh Mototcycles plc was formed and a factory was set up in nearby Daventry to assemble outsourced components. It was, says Alan Cathcart, conceived as a 'two-wheel Aston Martin – a classy, expensive, gentleman's express'. But the bike soon demonstrated a multitude of faults. It was heavy, unreliable and the rear cylinder overheated. With unfavourable press reports and the motorcycle market then falling, only 139 bikes were produced before the company went into receivership in 1982.
Cagiva and the Triumph cooperative looked at buying the rights and then Lord Hesketh formed a new company in 1983 to manufacture a full-faired version called the Vampire. However, the old faults were still there and this venture only made 40 bikes before closing in 1984.
Mick Broom, one of Hesketh's team on his estate, then took on development and support and resolved the V1000s overheating problem with improved oil flow. He made a few bikes a year until the marque was sold in 2010 to a new company headed by Paul Sleeman, which announced it was going to make just 24 bikes in total with a 1917cc S&S engine made in Wisconsin – the very same one they put in the recreated Morgan threewheelers.
The price when it was launched in 2014 was a whopping £35,000. Motorcycle News said it had 'style, character, quality and exclusivity' and they all sold. Last year the Hesketh Sonnet was put on the market with a more affordable (for some) price of about GBP25,000. For that you got an even bigger 2163cc, triple camshaft S&S engine producing 145bhp at 6000rpm. 'It delivers a completely unique blend of Anglo-American performance that nobody else offers on two wheels right now', writes Cathcart. And now for 2018 there is the supercharged Valiant SC with 200bhp for GBP50,000.
It's all amazing, really. Forty years ago the British motorcycle business was going out backwards. Now there are new Triumphs, Nortons, Ariels (definitely not a Pixie revival) and even a questionable recreation of the Brough Superior made in France. It seems to me that if you want a classic experience you should get a classic bike but good luck to them.
I'm sticking with my big-twin JAPs.
Photos August 1978 by Terry Wright show machining of the prototype engine's first crankcase half and the casting of the other side along with piles of 500cc speedway engines.
At Loose Fillings we have been interested to hear that the following has been announced this week:
'The Australian Motor Heritage Foundation is in the final stages of negotiations with the Australian Racing Drivers Club for long-term occupancy of secure premises at Sydney Motor Sport Park, initially being the whole of the separate building that comprised the original offices of the ARDC, then transferring to a tenancy within the intended new development in the Brabham Drive complex.
'Also, we have been informed that the ARDC is in negotiation with a number of Australian universities and tertiary institutions, about four in all, which are combining to propose the construction and operation of a campus at SMSP where automotive and aeronautical engineering will be taught. We understand that the AMHF will be encouraged to co-operate with the institutions at that campus to enhance the special educational resources available at SMSP'.
The AMHF has recently been constituted as a not-for-profit company with six directors to provide a permanent home for Sydney enthusiast Hugh King's remarkable collection of motoring books. We understand 'Motor' includes two and three-wheeled vehicles which is as it should be, of course.
The foundation's directors say '…it is not a 'library', nor is it a 'museum' …instead, this Foundation is to serve the community … with a needed educational resource of national significance, situated at the demographic centre of our largest city, just like is set up successfully in the USA, in parts of Europe and in Japan.'
It was news to Loose Fillings that there was to be a major redevelopment at what we still prefer to call 'Eastern Creek'. It seems only yesterday, but it's nearly thirty years, since the editor was watching Bob Barnard and a back-hoe marking out the circuit on the ground around the rather misnamed 'corporate hill'.
A Google search shows us that in March 2017 Glenn Matthews, ARDC's CEO, wrote to the Greater Sydney Commission in connection with its West Central Draft District Plan as follows:
'A new and broader vision is being shaped for the Sydney Motorsport Park precinct that we believe will be of high interest to the Greater Sydney Commission and its strategy to attract smart jobs to Western Sydney and agglomerate industry expertise with research and education opportunities.
'… We are convinced this broader vision will bring significant social and economic impact through developing talented students in the region, growing smart jobs in innovative globally relevant industry in and around the motorsport precinct, and being an even more significant player in regions visitor economy.'
It was almost exactly in these terms that Greiner government officials were talking when the Eastern Creek circuit was first mooted; hopefully this time it will happen.
The ARDC is proposing a motorsport institute for research and development, a 'race academy', circuit lighting, dual pit lanes and an 'innovation and research hub', with most of the development being at the end of Brabham Drive around where the grandstand now is (see below).
The relevance of all this to Loose Fillings is that this new venture might well provide a permanent home for the also remarkable Graham Howard Collection of maybe 100,000 papers and photographs which is owned by Loose Fillings' Garry Simkin and Terry Wright.
We look forward to hearing more, no doubt sometime before next year's New South Wales election, and we'll keep you posted on any developments relevant to the Graham Howard Collection.
THE SAD DEATH OF
ERIC FERNIHOUGH
Just 80 years ago – on 23 April 1938 – 33 year old Eric Crudgington Fernihough was flung off his wildly tank-slapping Brough-Superior motorcycle into the ditch on the side of the new road to Istanbul south of Budapest.
There, one of Britain's greatest motorcycle racers died, and with him his hopes of regaining for his country the absolute world motorcycle speed record, which had been taken from him by the mighty BMW's Ernst Jakob Henne.
Eric did not have a good start to life either. Family legend, and some evidence, suggests that his father and mother were initially well-to-do.
But not long after he was born in Birkenhead in 1905 as the ninth child of Jane and John Fernihough, Eric's mother was recorded working as a lowly stewardess for the Cunard steamship line. It appears that all but Jane's grown-up children were in care. Of the father there is no trace at the time and Jane was to die giving birth to a daughter in December 1908.
It is believed that Eric was chosen for adoption by Mrs Emily McCalmont at a Merseyside children's home some time before 1910. Eric retained the Fernihough surname and lived at 5 Stourwood Avenue, Southbourne, with his new mother, who had been widowed in 1903.
We know Eric spent two years from 1920 boarding at Clayesmore School then near Winchester and three years at Cambridge University studying chemistry, engineering and economics. He graduated BA in June 1926 and later acquired an MA.
Quite a lot is known about his Morgan three-wheeler and motorcycle activities of the time, some of it from the diary of the remarkable Miss Butler. She recorded she became engaged to Eric in November 1924 to give some apparently necessary (in the eyes of her parents) respectability to her spending a lot of time in Eric's Cambridge shed and at various speed events all over southern England.
Whether the relationship was purely platonic and competition-focussed we will never know because Kathleen's will required that her diaries be destroyed; fortunately for this story she wrote and dictated several sets of extracts about her time with Eric.
After various adventures including world records at Brooklands driving Eric's Morgan, and a bad crash in 1926, her father banned further racing, Mrs McCalmont put her foot down too and, Kathleen noted, 'the engagement fizzled out'.
After Cambridge Eric took up motorcycle racing and was a frequent competitor and record breaker at the Brooklands track. He still lived in Southbourne and it is understood that he worked for 'Hendys', Britain's first Ford dealer, which had a branch in Bournemouth and also dealt in motorcycles.
From 1926 he had an extraordinarily successful motor cycle racing career on a variety of makes but mainly Excelsiors with JAP engines, initially at Brooklands and in Ireland but eventually on the Continent.
As a motorcycle racer, Eric mixed it with the best. From his photo album at Brooklands Museum.
Late in 1931 he married Dorothy Penrose from Shirley in Hampshire, and took over the Tower Garage next to Brooklands track where he developed a tuning and motor engineering business.
As well as winning many major races at Brooklands, he had numerous class wins and places in international races in Belgium, Switzerland, France, Sweden, Ireland, Holland and Spain. In 1932 'Ferni'recorded 18 firsts and 13 lap records. In 1933 he had 14 firsts and 17 records. In 1934 he had 16 firsts with 18 in 1935 and 10 in 1936. (440)
In July 1935, with a JAP V-twin engine Brough-Superior motorcycle he had developed himself, he set a new Brooklands lap record for motorcycles at 123.54mph. It was a phenomenal speed that was only to be slightly bettered by Noel Pope before the track closed for racing in 1939.
In 1936 Ferni made his first move towards taking the absolute world motorcycle speed record with a visit in October to record sessions being held on one of the new German autobahns between Frankfurt and Darmstadt. The flying start records eluded him with Ernst Henne's factory 750cc BMW taking the absolute record over a kilometre to 159.1mph but Eric was able to claim a standing start kilometre record of 103.56mph.
Travelling to Gyon south of Budapest in early 1937, now with two bikes, one supercharged and one with a sidecar, he narrowly took the absolute record from Henne at 169.79mph on 19 April along with a second prize in the form of the outright sidecar record.
A racing injury in Sweden put Ferni out of action during the latter part of the year. Meanwhile Piero Taruffi (Gilera) and Ernst Henne, each with a mere 500cc (but superchargedwith full streamlining), attacked the record. At the beginning of 1937 it stood to Henne at 173.68mph.
Once again motoring the long road to Hungary, Fernihough returned to Gyon in the spring of 1938 to try to cap Henne's new record. It was a tall order even though the road was modern and part of it had been designed level and dead-straight specifically for record breaking.
But runs had to be completed in both directions with only a limited time for adjustments between them. The timed km section was in the middle of the 5km straight and every bit of road available was needed to accelerate and brake. This meant that the approach curves had to be taken at considerable speed.
The flying mile started with one of the kilometre timing points so it was effectively even nearer to the southern end and the approach speed here was critical. Eric made it his practice to do a fast single timed run away from Budapest which was the reverse of normal use of the course. He would then do pairs of runs starting from the south away from the sun, maybe so that he would have the longest approach to the mile on the return run.
Mainly slightly elevated above the surrounding plain, there were only a few trees and buildings roadside apart from a roadhouse (which is still there) in the middle of the timed section.
The Royal Hungarian Automobile Club, for a daily fee of £75 (doesn't sound a lot, but it was then) provided all the necessary facilities. The road was swept during the night. There were gendarmes with rifles to keep order.
First he cruised up and down in an open car checking for wind shadows and any other hazards. Then the bike was warmed-up and 'hotter' plugs fitted. Finally by way of preparation there was a fast run north to south and a last action photograph was taken with him flat on the tank and his arms fully extended.
On the fateful day: Eric warms up the Brough
All seemed well and his first record run started back towards Budapest. What followed was only sketchily reported in Britain and ever since there have been arguments about the cause. Only one eye-witness seems to have put pen to paper in English and The Motor Cycle quoted him in its issue of 28 April 1938:
As he entered the measured distance a slight wobble was to be seen. The very severe wobble developed. Poor Ferni tried to correct it but …. it made the front fork go from one lock to the other. It was impossible to straighten. He lost control, flew about thirty yards, landed on the wall of the ditch and fractured the base of his skull.
The Hungarian press agency put out a release with the news of the accident at 12.00 noon and the story was in the British newspapers that afternoon. Eric's companion, John Rowland, then had the dreadful job of driving their station wagon home to England with Eric's remains following a few days later.
There is evidence that Eric knew what he was up against in trying to regain the record but that he bravely went on. A surviving letter from a friend to another, written on the day of his death, says "[the] sad truth compels me to admit somehow it was not unexpected. I spoke to him on the matter the last time I saw him …".
Eric was not the first, and not the last, to experience the sometimes fatal interactions between aerodynamics and vehicle design which even today are not always understood or predictable. Things can still go wrong even after much simulation and testing, the trigger often being difficult to nail down.
It is notable that Eric's fatal run was the first time he went to record speed with a near full enclosure of the body of the bike. He had earlier run it with little or no streamlining – not even enough to keep the wind off his goggles which were distorted so much he sometimes couldn't see the road properly. He had last run it for his absolute record runs the previous year with a crankcase/gearbox fairing and a new tail fairing and with this he seems to have frightened himself badly.
It may be that the substantial extra enclosure of the main body of the bike reduced the 'weathercock' effect of the tail fairing while introducing a new possibility of 'flag flutter' due to asymmetrical airflow as suggested by Hungarian authorities.
Of course we shall never know. In all probability an accumulation of 'second order' effects started to get worse as speeds rose with the fatal, and (almost) literal, tipping point being the now more complete streamlining shifting what is known as the 'keel area' fatally forward while maybe adding new aerodynamic problems.
Eric was buried in Boscombe cemetery, Bournemouth on 4 May 1938. He will be remembered this month by a ceremony, not there, but at a memorial (below) where he died which has been built by local people on the Gyon road in what is now the city of Dabas in Hungary.
Terry Wright is working on a book about Eric Fernihough, Ernst Henne and their pursuit of the absolute world motorcycle speed record.
JAP DRAWINGS SURFACE
Aside 30/03/2018 Terry Wright 12 Comments
Well not so much 'surface,' as published for the first time. Quite a few years ago a roll of film, which had been found in the street, was handed in to the police in Wolverhampton. The roll was of over 700 microfilmed JAP drawings which had perhaps been dumped after Villiers took over JAPs and moved the remnants of the JAP Tottenham (London) factory to Wolverhampton.
Not being claimed or an owner found, and rather than being destroyed, the film was given to a friend of ours who allowed the Vintage Motor Cycle Club and the Morgan Three-Wheeler Club to copy them. The MTWC made digital copies and a copy was given to Loose Fillings some years ago.
The first set of three drawings published are of the 8/45 KTOR and JTOR crankcases of 1924 or thereabouts, probably with the later addition of ribs to the drive-side crankcase. There should be a timing cover for a single platform magneto but we have not found it yet. It may be that the drawing was lost when a new drawing was done for the 8/80 in 1936.
Future uploads will include the 1936 8/80 996cc JAP and the postwar Mk1 1098cc JAP used by Coopers. As well as crankcases there are cylinder barrel and head drawings of various types but no small parts – the collection is almost exclusively of drawings for moulding and machining of castings in iron and aluminium.
As well as twin-cylinder engine drawings there are many of the speedway 500 engine which will also be published. Note that the drawing number is the same as the JAP part number
So, watch this space, and here is the first being the 1924 and onwards crankcase for the JTOR, KTOR and probably the water cooled LTOW. Later, these drawings were amended for the 8/80 and in due course the 8/80 timing cover was amended in 1949 to suit the pump used for the dry-sump engine.
If you want higher resolution files, you can download pdfs from JAP DRAWINGS in the menu across the top of the page.
Above: Drawing 7405
Above: Drawing 7439 for chain driven magneto
Here's a list of the available motorcycle-type engine drawings which will eventually be published:
Aside 12/02/2018 Terry Wright 1 Comment
MORE FROM BILL HARRIS'
Here's a bit of an experiment in presentation for us, the following being some of the pages of Bill's 50 page photo album which starts at Bathurst in 1939 (it says so on the back of the pic below) and follows him to England as a speedway rider post-war.
Born in 1915, Bill raced at Maroubra (concrete oval) and Penrith (1 mile dirt track) in New South Wales before World War 2. In 1947 he sailed to England to ride for Tamworth and when speedway lost its lustre he went to work for Ken Wharton as a race mechanic for 1953.
Next he joined Sheffield steelmaker Denis Flather looking after his 1897 Benz and his 1951 Flather Vincent known as the Camel (car in front below). Bill raced the Camel during 1954 while building a new Norton-engined car to his own design with wishbone and coil suspension at the front and De Dion at the rear.
Bill entered the Flather Special in 6 meetings in 1955, 8 in 1957, 12 in 1958 and nine in 1959 often finishing in the top 5 which was pretty good when you consider how strong the competition was.
Then, in 1959, he teamed up with Alex Francis to build 'Alexis' cars for the new Formula Junior. For 1960 a second car with independent rear suspension was produced for what was obviously turning into a professional rather than an amateur class.
Two new rear-engined cars were built for 1961 and eventually three cars were fielded in races all over Europe and there was a successful venture into F2 as well as Formula Ford and Formula 3 ; cars continued to be built into the 1970s. Number 36 below is Australian driver Paul Hawkins and maybe somebody can say where and when it is?
Bill and his wife Reimer and daughter returned to Australia at the end of 1965 and Bill was later active in historic racing with his Lea Francis powered Harris Special. He died in 1995 and his album was given to Loose Fillings' Garry Simkin who is shortly to deposit it in safe hands back in the UK where Bill was so successful.
Just watch this little demonstration of fire-fighting foam in action:
Way back in 1999 Loose Fillings -see Back Issues above – pointed out a serious shortcoming in UK competition rules about fire extinguishers in our kind of cars. It was noted that dry powder extinguishers – which universally work on alcohol fuel and which you can buy in any hardware shop – were 'prohibited'.
All this was in the context of the (now) editor taking the Walton JAP to the UK and being told he would have to remove the compact 1 kg dry powder unit that was required in Australia. Apparently 'prohibited' means to the UK Motor Sports Association (MSA) that you can't even have it in the car.
The UK requirement, you see, was for proprietary halon replacement Zero 2000 or generic AFFF – which doesn't work on alcohol. For that you need 'AR-AFFF' – that is 'alcohol resistant aqueous film-forming foam'. This important distinction simply wasn't made.
As if to demonstrate this to all concerned, about the same time the Vintage Sports Car Club (VSCC) published a picture of a methanol-fueled Cooper Bristol burning out even though it had an MSA approved plumbed-in system. Only when marshals arrived with dry-powder extinguishers was the blaze extinguished.
Eventually, the issue was pressed home face-to-face with the secretary of the VSCC and the technical head of the UK Motor Sports Association (MSA). Neither would budge an inch from their opposition to the use of dry powder (despite it long being an FIA approved extinguishant) and their unwillingness to specify alcohol-resistant foam when the fuel required it.
Fast forward nearly 20 years to the new MSA rules for 2018, and we still find the old rule in place:
K Competitor: Safety
3.1.Capacities
. Extinguishers are classified as …
…. Dry powder extinguishers are prohibited.
But wait … there's more … there are also new rules, for the time being optional and recommended, but soon to be mandatory, which at last adopt FIA prescriptions as follows:
3.3.2 Permitted extinguishants:
AFFF, Clean Agent, powder or any other extinguishant
homologated by the FIA.
3.2.3. Minimum quantity of extinguishant:
• AFFF 2.4 litres
• FireSense 2.4 litres
• FX GTEC 2.0 kg
• Viro3 2.0 kg
• Zero 360 2.0 kg
• Extreme 2.0 kg
• Powder 2.0 kg
Note there is still no mention of the need for alcohol-resistant foam even though ethanol blends are now being used in 'modern' competition as well as old fashioned methanol for historics. Read this, for example:
Alcohol resistant aqueous film forming foam
AR-AFFF is the firefighting agent of choice for fires involving all types of hydrocarbon or solvent fuels. These solvents include ethanol and ethanol blended gasoline (E-10, E-85 and E-95), acetone, methanol, ethers, esters and some acids.
AR-AFFFs provide longer residence time in vapor suppression situations, particularly when firefighters encounter unignited fuel spills. AR-AFFF is required for fires and vapor suppression of spills involving E-10, E-85 and E-95 gasoline-ethanol blends now being carried in standard over-the-road gasoline tankers for delivery to retail gas stations. (https://www.firerescue1.com)
Be that as it may, in the UK, where extinguishers are optional for hillclimbs, you can now use dry-powder for racing.
But in Australia, where extinguishers are mandatory for hillclimbs, an extinguisher is no longer required for any form of racing!
Make sense of all that if you can, and wonder if the people who make these rules know what they are doing!
PS: Both in Australia and the UK some serious questions are unanswered by Loose Fillings' inquiries:
Except for the Australian Grand Prix, CAMS does not require that alcohol-type concentrate (ATC) or alcohol resistant (AR) foams be used trackside – it simply says they 'are usual'. But are they?
The new MSA regulations don't incorporate the FIA standard's requirement that extinguishers be labelled with the type of fuel for which they are suitable. So how would anybody know?
Does your club, be it in Australia, UK or elsewhere, ensure that alcohol type extinguishers are used at meetings it supports?
Continuing our 'extreme air-cooled' theme, we hear that the
extraordinary 'Tojeiro-JAP' is up for sale but didn't sell at Britain's National
Exhibition Centre on Saturday November 11.
The car was once on the Loose Fillings editor's 'bucket-list'. It was all-but tracked down some years ago but found its way into the hands of David Lee who did a remarkable job of a chassis-up restoration including the building of an engine.
All sorts of bright ideas were put forward for exploiting the 1096cc 'Mk1' all-alloy JAP V-twin when it was announced in late 1949 as a successor to the 1949 'dry-sump' version of the pre-war total-loss '8/80'.* Coopers experimented with a transverse front-mounted engine coupled to a clutch and gearbox but that chassis is not known to have ever made it onto the road.
However, supposedly inspired by an Autocar article which had extolled the virtues of mating a Jowett Jupiter four-speed manual gearbox to the JAP Mk1 via a custom bell housing, Brian Lister took up the idea for a car to be built by John Tojeiro using a bell-housing that had been made to link the JAP to the Jowett box.
Brian was back at the family's Cambridge engineering firm after a spell in the RAF and John had just set himself up outside Cambridge to make one-off cars. Brian's first motorsport ventures in 1951 were with one of Cooper's front-engined sports car but he wasn't happy with it and commissioned a JAP-engined Tojerio, much along the lines of the Cooper prototype but with a much improved chassis.
This was John Tojeiro's second chassis and it was the first out of his workshop in April 1952, but it carried a Lister chassis number BHL1. There was a Standard differential and Turner magnesium wheels and the whole thing is said (probably optimistically) to have weighed around 400kg, much as was claimed for the contemporary rear-engined Cooper single-seater. Whatever the weight really was, it was very light for what was technically a sports-car. Note, in the restoration photo by David Lee, below, the obvious stiffness compared with a Cooper.
Nicknamed 'The Asteroid' by Lister, and road-registered as KER 694, it was fearsomely quick when on-song according to the Lister story written by Robert Edwards. In its first season, 1952, Brian (above) doesn't seem to have had a lot of success in coaxing the JAP's performance out of it but amongst his Cambridge circle was demon lightweight (5ft tall) driver Archie Scott-Brown and tuner Don Moore.
Scott-Brown at the wheel in 1953 had no less than six first places in races (below) as well as driving his own Cooper-MG. But the Asteroid, more formally known as the Tojeiro-JAP, was really no sportscar and had to be towed to meetings rather than driven on the road which was then a serious nuisance. Archie repeated his runs of successes in 1952 but then Brian sold to the car to Peter Hughes who was living in Scotland.
John Tojeiro, Archie Scott-Brown and Brian Lister each went on to greater things in motorsport while Hughes campaigned the car in races and hillclimbs north and south of the border. In 1954 he had five circuit wins, a fourth in an international race, and two best times of day at Bo'ness and Barbon hillclimbs as well as class records at Shelsley Walsh and Prescott.
He then acquired a big-twin JAP-engined Cooper and was killed while driving back from helping Ecurie Ecosse at Le Mans in 1956. We know for certain what happened to his Cooper – it was bought by David Roscoe and then was sold to Jimmy de Villiers in Rhodesia. By then, presumably, the Tojeiro had been sold.
It is said to have passed through the hands of GMG Oliver, Alistair Dent Hutton, Northern Sports Cars Ltd, Peter Jones, W Richard Heylings, John Pacey, Richard Procter, John Baker, Jeremy Wade, Jonathan Bradburn and Frank Gourlay before being bought by David Lee in 2009.
Still road registered, this car could be a real pain in the #### today but a lot more is known now about how to keep a big-twin JAP together and in the right hands it could provide as much excitement as it is possible to have on the road or the track.
A Scottish friend, Gavin Ross, who first told me about the car, remembers it like this, "I think of all my memories from those days long ago at Bo'ness, those of that car are the most vivid; it was certainly the car that made the biggest impact on me at the time. As DSJ used to say it had PRESENCE; in spades! It was sensational to watch in action, it was just so quick compared to the other runners in its class." The Bo'ness photo below by Graham Gauld shows Peter Hughes at the entry to the 'courtyard'.
Loose Fillings' founding editor Graham Howard encouraged its possible purchase saying, "You could see this car as the first move towards the emergence of totally impractical racing "sports cars" with pure-race engines and no real passenger space or luggage capacity".
The editor is wondering if he may actually be lucky not to have bought the car, but he can't help thinking wistfully of it as 'one that got away'.
*There never was a 'Mk2' JAP even though that is what the 'Mk1' is widely called today. Probably the terminology arises from the 1949 engine (which JAPs labelled 'Dry Sump 8/80') being incorrectly described sometime in the past as the Mk1.
For more on Tojeiros, see a fine book by Graham Gauld, "Toj: John Tojeiro and his cars" available from http://www.smrh.co.uk/acatalog/
For auction details see http://www.silverstoneauctions.com/1952-tojeiro-jap.
"Round-the-houses" racing is a great tradition which is still practiced here and there with historic events in West Australia. In continental Europe it was once the way most motor racing was done, with meetings usually embracing both bikes and cars. Perhaps Pau and Monaco are the only survivors running to contemporary car formulae.
Angouleme in western France was one of those towns where the annual races were an important part of the social and sporting calendar. Starting in 1939, the first main race for grand prix cars was won by the great French hero Raymond Sommer in an Alfa Romeo 308. Racing recommenced in 1947 and continued until the Le Mans tragedy year of 1955. In 1978 the meeting was revived as a historic event and has continued ever since.
The old town, of Romano-Gallic origins, occupies a fortified craggy plateau high above the surrounding country, and around the plateau are the remains of over 2km of ramparts after which the race is named. A mere 1.2 kilometres long, the course runs along the ramparts, plunges downhill between packed houses, streaks along the bottom of the fortified cliffs then zig-zags back up to the plateau again. It is tight, roughly surfaced and wholly unforgiving as far as run-off is concerned. An 'off' generally means contact with a stone wall or armco.
This year saw the 39th running of the modern 'Circuit des Remparts'. Somehow or other the pits were created in the middle of the town next to the hotel de ville, armco was erected here and there, and entries for prewar cars up to 1500cc, 500cc cars, 1965-1974 GT cars, group B rally cars, Bugattis type 35, 37, 51 and 59, post 1974 GTs, pre-war racing cars over 1500cc and pre 1965 GTs were invited to race on Sunday 17 September 2017.
The first voitourette race was led, almost from start to finish, by Morgan ace (and old mate of Loose Fillings) Chas Reynolds who has, over the years, perfected a racing engine with speedway top-end bits on the robust 1323cc DTZ rail trolley motor. As you can imagine, the big-twin exhaust note reverberated splendidly though the tight streets of Angouleme and not a beat was missed.
The second race, being for 500cc cars, was for our air-cooled brethren and it was pleasing to see that these days the once ubiquitous curved tube Cooper is being challenged by a wide variety of other makes and models.
For a start there were no less than 6 DB (Charles Deutsch and René Bonnet) cars which were initally built around a modified Dyna Panhard flat twin engine mounted ahead of the front driven wheels. There was an Arnott, a Staride, a Martin, an Effyh, the Waye special (late of Australia), a Revis, an RJ, a Cousy and several more-modern blow-ins such as a Vixen (1966) and a Boyer (1960). All were allegedly 500cc and why the latter two were there was a moot point.
The flat-twin DBs are fierce looking creatures
Further inquiries on the Internet revealed that the 'Boyer Racer 500' was conceived about 1998 for a French formula. It had a Honda V-twin Transalp engine developing 50hp at 8000rpm, with a five-speed gearbox. Yet in the programme it is listed as 1960 which is patently not true. Whether the same may be said of the '1966' Vixen VB1 I have not troubled to find out as it finished well down the field. Suffice to say it should be totally unacceptable to genuine historic 500 racers to have this sort of pretend car in the grid.
The race was to be over 23 laps, which was to be a bit much for some people fuel-wise, and they and others wanted a rolling start as they are now accustomed to. At a post-briefing conference it seemed to be agreed with the organisers that a shorter race with a rolling start would be run, but in the end it didn't happen; indeed there were two standing starts from the grid – one for a parade lap and one for the race.
Being on holiday and not at work, Loose Fillings was not really keen enough to keep a lap chart, hadn't done the usual homework in the paddock and found it impossible to question the blow-ins about their equipment and its dubious presence. Indeed the winning car simply wasn't even in the paddock after the race although the driver turned up to stand on the podium.
As far as the race is concerned, some notes and results might suffice: Xavier Kingsland in his Norton engined Staride set a cracking pace and had a long dice with George Shackleton's lovely Mark 11 Cooper which stopped on lap 12. Xavier was to finish on the same lap in second place behind the Boyer, while Oliver Rinaldi's DB was 30 odd seconds adrift. Then followed Andy Raynor (Cooper Mk5) and Roy Hunt (Martin 500) with Martin Sheppard in the Effyn Brynfan Special. Yes, only one Cooper in the top six.
For Loose Fillings, a star attraction car-wise was the Waye JAP sold to England a few years back by Sydney's Halliday family. It was bought last year by Simon Dedman from Essex who, over the winter, did a chassis-up rebuild including some new body panels. It looked splendid. After a few hillclimbs, this was Simon's first race meeting as the French organisers seemed not to require a full race licence. He went well but fried his clutch after 14 laps, in which he was not alone.
Simon Dedman has done a terrific job with the Australian Waye JAP
It was great stuff, the 500s looking and sounding terrific in amongst the limestone walls of the old town. The atmosphere was true round-the-houses racing. It was tight on space, sociable, friendly, competitive and apparently well organised. In other words, great fun and well worth the trip if only for the sights, noises, smells, food and drink.
Highly recommended/Four and a half stars.
Raymond Sommer won the 1950 F3 race in one of Harry Schell's Coopers and here he is superimposed on the unchanged but now full-colour townscape of Angouleme.
DAVID cyclecars, JAP engines
and HURRICANES at
In Power Without Glory, my short history of JAP V-twin engines incorrectly said that the picture (below) showed a Spanish David cyclecar with one of the 80 degree racing engines. In fact it would appear that it had an engine that JAP produced specifically for cyclecar use which was 90 degrees. It was in the 1914 catalogue (see below) and I have just had the privilege of seeing one of these engines courtesy of Dieter Mutschler, who has what must surely be the world's greatest collection of JAP-engined motorcycles. The collection is accompanied by a superb archive and library which again has a strong emphasis on JAP material.
Above: the David cyclecar with JAP 90 degree engine – probably a prototype.
Below: the 1914 catalogue entry.
Above: this rare 90 degree cyclecar engine came from South Africa.
I can also advise that the photograph (below) of the Hurricane with Lord Nuffield, in the chapter about WW2, was not at Brooklands as I had been told but was probably at the No.1 Civilian Repair Unit on the airfield adjacent to the Morris factory at Cowley. Lord Nuffield was appointed Air Ministry Director General (Maintenance) by Air Minister Sir Kingsley Wood on 6th October 1939 and perhaps that was the occasion of the photograph?
Cooper History, HILLCLIMBING
08/08/2017 Terry Wright	2 Comments
HOW MANY KEN WHARTON
COOPERS WERE THERE?
There seem to be more ex Ken Wharton Coopers about than there are ex Stirling Moss Coopers, so the purpose of this post it to try to set the record straight, at least as far as that is possible with the limited information available today on Ken's cars.
Ken's first appearance in a Mk4 Cooper, apparently new, was at Goodwood on 27 May 1950 with the BSA engine out of his hillclimb special. His first appearance with a twin JAP was at Shelsley Walsh on 10 June (Stilltime pic from Power Without Glory above). It's not known what happened to this car.
For 1951 he had one of the 'lighter' lower Mk4 Coopers, this one allegedly built or designated for Raymond Sommer but it is not clear why a 1950 car would have been readied for him – he was killed on 10 September that year. He was anticipating 'a little Cooper team' for 1951 – as he wrote to a friend – why would he not have lined up a Mk5 for 1951? The caption in the Autosport pic below is wrong, by the way – the nominal capacity of the iron engine was 996cc.
Ken Wharton also had a Mk5 for 1951, Mk5-19-51, according to the factory records published by Doug Nye, and he raced this as a 500 through the year (see Autosport pic at Castle Combe below) then advertised it for sale in Autosport on 14 and 21 September.
It has been claimed that he kept this car until it was sold by his father after his death in 1957, but this is simply improbable. First, it is unlikely that having advertised the car at least twice, it didn't sell and was mothballed for the next five years. Furthermore, I asked his race mechanic Bill Blythe, 'Was there another Cooper stored at the workshop or at his home', and he said there definitely wasn't. It certainly wasn't the car, seemingly a Mk7 which he used in 1956.
Whatever it's history (which didn't involve Ken's hillclimb championships), the car survives and I believe it was last seen in public at a UK Coys auction in 2013. The following pic shows the car as it was previously owned for some years by Mike Sythes who sold it on but without the twin engine it had at the time.
The next Wharton car emerged in 1956, probably first at a Bugatti Owners Club Prescott test day in April (see photo below). Comparing this with the Peter Bell owned Mk7 supercharged car that Michael Christie hillclimbed in 1955 (as well as his own 1107cc unsupercharged car), they are clearly identical in engine and other details.
The proof copy of a LAT photo below shows Michael Christie at Prescott on 9 May 1954. . The second picture is one of many showing Ken in what is, I believe, the same car which he ran through much of 1956.
It isn't known whether Ken owned this car or whether it remained in the ownership of Peter Bell. The plot thickens after Ken was killed in New Zealand on 12 January 1957. It has frequently been said that Tom Norton bought Ken's cars from his father and there is no doubt he bought ERA R4D and the Mk4 Cooper; he used the Mk4 at Prescott on 4 May 1958 (see below) and possibly only on this one occasion. He is understood to have sold this car then to Duncan Hollingsworth who sold it to Brian Eccles about 1959. Brian sold it to a Scandinavian buyer less engine about 1961. The engine and blower were fitted to Brian's M11-14-57 which he now has again after it being in other hands for many years.
But did Tom also buy Peter Bell car, as many have said, presumably because during 1959 and 1960 Tom appeared regularly in a car that was very similar? Well, no, in my view, because the Bell car had distinctively badged long front dampers (probably Girling) with bottom mounts below the wishbone tubes. The Norton car had shorter Armstrong type front dampers with the bottom mounting bolt above the bottom tubes (below).
There are other minor differences but there is none so clear as the front damper set-up. It would be improbable that Norton modified the wishbones and dampers on his car from the set-up Ken Wharton had on the Bell car. The following George Phillips picture, which shows George Boyle (who did a lot of Peter Bell's mechanical work) on the right and Bill Blythe in the centre is the most detailed available of the front suspension. The set-up is clearly quite different to the Norton car.
In all probability Tom Norton simply had a car that was very similar to the Bell car and it was this car which he campaigned through 1959 and 1960 and then sold to Wally Cuff who used it from 1961 onwards.
So to answer my own question, Ken Wharton definitely had three Coopers and may or may not have also owned the Peter Bell car, the fate of which is unknown for the moment. I do not know of it competing after Ken was killed, nor do I know of any car that can definitely be identified as it; it would be nice to know.
BRABHAM TROPHIES TURN UP
'Stuff can turn up if you keep your eyes open", Garry Simkin wrote in a recent Loose Fillings post, and the latest to do so is an amazing cache of fire-damaged Jack Brabham trophies that go right back to his earliest days on Sydney's speedways.
Jack receives the Australian championship tray at Kilburn Speedway on 25 February 1949.
There is a cup which is clearly Jack's first major trophy of all – the New South Wales Speedcar Championship 1948. There is a tray which records his win in the Australian 20 Lap Speedcar Championship of 1948-9 – the presentation of that very tray, laden with cut-glass, is recorded by a photograph (above) that is on the jack-brabham-engines.com website. There are even 'billycart' and other racing trophies of sons David and Gary.
Another trophy had a marble base and was surmounted by a casting of what might be a Ferrari – for what success we do not know – but only the car survives. There are Indianapolis awards and others that are impossible to identify. There is a much cracked dish of the "Doghouse Club" which was founded in 1962 by a group of driver's wives and girlfriends – including Betty Brabham – to provide some much needed paddock social activities and facilities. In due course it raised millions for charity and is still going strong.
As is well known, Jack started his motor racing career driving a speedway 'midget' or 'speedcar' which he then famously entered in a number of hillclimbs, taking the outright Australasian hillclimb title at Rob Roy, north of Melbourne, in 1951.
When Jack retired from racing and his role in Motor Racing Developments at the end of 1970, he returned to Australia and bought a farm north of Melbourne where his first wife Betty hoped that their boys could grow up far away from motorsport. A few years later the Brabhams moved to a much bigger spread – 4300 acres apparently – at Galore, west of Wagga Wagga, New South Wales.
Jacks' memorabilia was still stored there after the farm was sold but then it was practically all lost in a fire in one of the out-buildings. At some stage remnants were recovered from the farm by people who worked there. There may have been other 'finds' – nobody really knows – but this one has been brought to Sydney in search of a safe place of keeping.
Doug Nye, who knew Jack well, and has written extensively about him, has told Loose Fillings, "Blackie was not a bloke to get emotional about the past, or things connected with the past – but he did weaken when he described to me how he had lost a mass of stuff 'in a fire at the farm', I think during the late 1980s or early '90s."
This set us wondering where the trophies fitted into Sir Jack's biography, and in particular just when was Jack's very first race?
The 1960 Jack Brabham's Motor Racing Book doesn't say, but the context puts it after August 1947. In a recording held in the National Library of Australia Jack says 'late 1947'. In his book with Doug Nye, The Jack Brabham Story, he says of the Johnny Schonberg/Jack Brabham joint-venture to build the now famous JAP-engined midget number 28, 'Johnny drove for about half our first season but in the second half – into 1948 – his wife persuaded him to stop racing'.
Above: Johnny Schonberg in No.28 obviously when it was new and before it was signwritten and trimmed. The engine is a 996cc 8/80 JAP probably from one of the several Skirrows which came to Australia. Below: Jack poses for the camera on his first night at Cumberland Oval. Photos courtesy Brian Darby's www.vintagespeedway.com
Searching newspaper records and old programmes confirms that Jack's first night at the Sydney Showground was 28 February 1948 when he was listed as 'H. Brabham', as he was the next Saturday too.
But of his first night at suburban Parramatta's Cumberland Oval (where he would have had to qualify for the Showground) there seems to be no record that searches of various collections and archives, especially that of that of speedway historian Brian Darby, have been able to find.
The slender newspaper records aren't a lot of help either but one report in The Sun tells us that No.28 first took to the track at Parramatta on Friday 5 December 1947. However online searches for other spellings such as "Schoneberg" brings us more from a paper called The Biz of Fairfield on 11 December 1947:
"Speedcar drivers appreciated the
change of weather conditions at Parra-
matta Speedway last Friday night, and
"turned on" a great show. The track was
very fast, and Johnny Schoneberg, ace
American driver, equalled the track re-
cord established by the late Jack Skelton.
"The 10-lap scratch race went to champion
S. Payne, who just lasted long
enough to win from Vickery, with Bra-
ham (sic) and E. Groom close up in 3rd and
4th place. We were pleased to welcome
Schoneberg back to the track, driving
his new car No. 28 … "
Although he must have been racing at Cumberland Oval there are no more newspaper reports of Braham/Brabham until he is recorded as graduating to the Sydney Showground in February next year. From then on there is no stopping him. Schoneberg/Schonberg only makes occasional appearances in 1948 – apparently in borrowed cars – so his wife's pressure to give up speedway can only have been partially successful.
The Sydney Morning Herald of Monday 22 November 1948 records Jack's win in the New South Wales speedcar championship on the previous Saturday night. The Advertiser (Adelaide) of 26 February 1949 tells us that Jack Brabham won the Australian 20-lap speedcar championship at the Kilburn speedway 'last night'. History also tells us that he won another Australian championship in Sydney a few weeks later!
So there we have it – Jack Brabham's first race was at the Cumberland Oval, Parramatta on 5 December 1947. Someone must have a programme but otherwise nothing other than the briefest local newspaper report survives to mark that night.
Taken about 5 years ago this photo shows Ron Tauranac (left), Jack Brabham (right) with No.28 and its owner Don Halliday (centre). Whenever Jack met up with No.28 he always would tell Don that it had "made his day" to see it again. He was clearly proud of the old warrior. Note the Tauranac cast wheel centres and the 1360cc engine that Jack eventually built with the only JAP bits being the rocker boxes.
Trophy photographs courtesy Andrew Halliday
See also https://www.facebook.com/plugins/post.php?href=https%3A%2F%2Fwww.facebook.com%2FLooseFillings%2Fposts%2F1378378935615895%3A0&width=500
So concluded Camille, wife of the great Bruce Walton, in a notice of his death in The Age of Melbourne this week. Australian hillclimb champion for a Guinness Book of Records cited six years on the run from 1958-1963, Bruce was 90 and had been disabled for some years after a stroke.
After taking a science degree at the University of Adelaide, Bruce came to Melbourne in the early 'fifties to take up a post in the laboratories of the new Gas and Fuel Corporation, with which he stayed all of his working life. As some did then, he took a keen interest in the new 500 car movement, and set about building a Cooper likeness. He started by buying a pair of Ford 10 stub axles and after he ran out of room in his bed-sitter the project was moved to Ken Gayfer's workshop in Coburg North (below). Bruce happened on an 8-80 twin JAP from a crashed Cooper and this was his brave choice of engine rather than a 500.
Under construction with the 8-80 JAP in Ken Gayfer's workshop
The car, the Walton Special – later know as the Walton JAP – made its first appearance at the Fishermens Bend records day on 18 July 1953, but he didn't finish a timed run. Then followed Templestowe, Rob Roy, Albert Park, Templestowe again and Altona, with the 8-80 JAP eventually being superseded by a more manageable and reliable 500 JAP
Fully rigged and flying at Rob Roy: Photo by Peter D'Abbs
The best performance to date had been at Templestowe with a second fastest-time-of-day – FTD – but with the 500 Bruce drove better and better. There was a third at Fishermens Bend races, a class win and third FTD at Collingrove, South Australia, a first at Altona, and class records at Rob Roy and Templestowe. The 8-80 went back in for 1956 – itswas later supercharged – and there followed class and meeting wins at hillclimbs around Australia including Newcastle for the NSW championship (first) and Bathurst for the Australian championship (second to Lex Davison).
Chasing the NSW championship at King Edward Park,
Newcastle in 1956
With a supercharged 1100 JAP installed, Bruce finally beat the Davison car, which was tuned by Phil Irving, over the closely fought three rounds of the Victorian Hillclimb Championship in 1957. In the final round at Rob Roy on 5 November, if Lex made FTD then the title was his; if Bruce made FTD it would be a tie and he would win the title only if he got the bonus point for a new hill record. Lex' last run was a new record at 24.44sec; Bruce, who had been frantically replacing his over-stressed universals, made a final last dash of the day in … 24.4sec! With a new record the title was his and photographs show that nobody seemed more pleased than Lex himself.
Hepburn Springs, with the JAP supercharged
With more than a few factory racing cars to his name, Lex sometimes teased Bruce about his 'home-built' special. In 1958 Bruce took the bait and bought a Mk8 Cooper which had pressed him hard when he had been up to New South Wales to take the state championship. The Marshall-blown 1100 JAP was slotted into the new Cooper and the 'Walton- Cooper' was born, first appearing at Rob Roy on June 1, with a not very good time of 26.24sec. Disappointingly, the new car was nearly two seconds slower than the old one.
Bruce tips the Walton Cooper into the first corner at Templestowe
It took months of work to find and cure the Cooper's massive handling problems. Built for fast racing on (relatively) smooth English airfields, the Cooper just couldn't handle the bumps that were the norm on Australian hills. When sticking splines on the rear drive-shafts were diagnosed and replaced, Bruce was back at the top from the two Victoria rounds of the 1958 Australian Hill Climb Championship, beating Lex Davison's Cooper at both.
It was the beginning of a run of titles that earned Bruce his place in the (Australian) Guinness record book for the most successive Australian championships in any sport – from 1958 to 1963. Of course he again won New South Wales, Victorian and South Australian state championships, his last meeting before retiring being the Victorian titles at Templestowe on 10 November 1963. It was his seventh in a row and his notes simply say "FTD 54.07 on melting surface. McEwin (Elfin) 56.64. Replaced cracked piston during the day".
Bruce was absolutely committed to his car and to driving it – just look at the pictures. He was very kind to the writer when he acquired and restored first one and then the second of Bruce's cars; he would write long letters of advice enclosing data from his record books. At our last meeting at Rob Roy he looked wistfully at the Cooper and said to Camille, "Did I really own that?"
Absolute concentration at Silverdale, New South Wales
Maybe 50 years on now, going to see Bruce Walton is something people still remember from their younger days, as the late Peter Brock once recalled. As a great champion, Bruce had many headlines and my favourite probably sums him up best –
BRUCE WALTON: Maestro of the Hills.
Postscript: the Walton Cooper is still competing today
Photo by Katy Wright
Image 18/05/2017 Terry Wright 12 Comments
I don't know how it was in other places, but if you grew up in 1950's Britain you couldn't help be aware of the developing turmoil in central and southern Africa. These were the days when Union-Castle Line passenger ships, which regularly plied the route to and from the Cape, appeared on Christmas jig-saw puzzles and these sunnier lands were an attractive destination for would-be emigrants.
But things were rapidly going wrong, as the graphic newspaper headlines and stories about the Mau Mau troubles in Kenya illustrated from late 1952 until at least 1956. Further south, the problems in South Africa hardly entered this teenager's consciousness, but doubtless had a lot to do with his father's decision in the late 'fifties not to take up a senior business posting in Johannesburg. How things might have been different?
This is not the place to go over the still-unfinished Southern Rhodesia story; but it is part of the background of Coopers in Africa that it was, from 1953, part of a dominion called, variously the Federation of Rhodesia and Nyasaland or the Central African Federation, which consisted of Southern Rhodesia, Northern Rhodesia and Nyasaland (now Zimbabwe, Zambia, and Malawi, respectively). This lasted until 1964 when Britain granted independence to Northern Rhodesia and Southern Rhodesia remained a British colony.
So why am I telling you this? The main reason is that Ivan Glasby, owner of the remains of Cooper 10-32-49 (above), has just died in Sydney. A charming man that I hardly knew, he spent much of a day some time ago taking me through his reminiscences of motorsport in Rhodesia. Ivan's father, Eric, had a Morris and other BMC cars dealership in Bulawayo, and had been active in local motorsport, racing a Cooper Bristol and a Morris Minor during the 1950s.
Ivan was apprenticed to the family company and soon he was racing a Cooper Formula Junior but suffered a bad crash at the 1962 Natal Grand Prix which put him out of racing for some years. Eventually the Glasbys had a team of Minis with Ivan becoming Rhodesian saloon car champion, with a mere 970cc, in 1969. The photo, below, shows a wonderful mixed bag at Salisbury's Marlborough circuit.
Meanwhile Southern Rhodesia had a 'unilateral declaration of independence' (UDI) and politically things went from bad to worse. Like most whites the Glasby's left the country and they headed to Australia in the early nineteen-eighties, with Ivan's father and mother settling in Tasmania and Ivan specializing in parts for, and work on his beloved Mini's in Sydney. Brother Bruce was first in South Africa but is now back in Bulawayo.
A wonderful mixed bag at Salisbury's Marlborough circuit in 1961. Note the Cooper 1100 twin of Chris Underwood, probably Mk9-12-55. Hard to spot behind the ERA is Eric Glasby in his AC Bristol.
Getting any kind of asset out of what was now called Zimbabwe was a major problem and Ivan had tales to tell of dismantled cars being exported across the border to South Africa as 'agricultural equipment', a ruse that was well known to racers importing cars to Australia at one time. The Cooper Bristol, the Mini and another Cooper Mk5-6-51 were among many African cars or parts thereof that the Glasbys saved from decaying away in the bush.
There were, by my reckoning to date, at least eight Cooper singles and twins in South Africa and Rhodesia in the 1950's. A number ended up beach racing on the Atlantic coast of South West Africa (now Namibia) at which point engines and chassis all got mixed up so it is hard to be certain what is what these days. Suffice to say most have been repatriated, with at least one other Cooper, Mk5-8-48 crossing the Pacific to Western Australia.
Bob Gerrish, Cooper JAP, tackles the Menengai hillclimb in the Great African Rift Valley, Kenya. The caldera, top, is said to be the world's largest.
Further north in Kenya, there was also a vibrant motorsport scene, with maybe four single-cylinder cars competing at one time or another. There is so far no record of any twins, although one car with an early, if brief, twin history, 5-8-48, is reported to have been there from 1965-1975. A set of hillclimb photographs by Charles Trotter survive in Duncan Rabligliati's collection and some were recently published in "The 500' with reminiscences of Bob Gerrish who wrote that he bought a Cooper Mk5 from Victor Preston in 1960.
A popular event was a hillclimb at Brackenhurst (above), about 10 miles from Nairobi, where there was a hotel with two access roads; one was a dirt service road which was closed for hillclimbs and the hotel was a perfect spot for washing down the days dust, of whichthere was plenty and an evening dinner and prize-giving. Bob ran the car with both 4-stud and 5-stud JAPs (the 5 stud being better on dirt, he says) for 10 years, competing in Mombasa (600 miles round trip on lousy roads), Kampala (800 miles), Nyeri, Nakura and Arusha. He won the East African Hill Climb Championship three times.
The car was sold when Bob retired from Kenya and I do not know where it now is but probably it is back in the UK. The photos published here, with thanks to Duncan Rabagliati, are a fine record of times gone.
Bob Gerrish at Mwega hillclimb, Mombasa; Photos by Charles Trotter, Nairobi from the Duncan Rabagliati collection
Not long after I had collected my ex-NZ Mk9 Cooper from Derry Greeneklee in September 2016, I had a phone call from Brian Simpson who drives Derry's (other) Mk9 Cooper JAP. He had been surfing eBay for parts and had spied a pair of cast-magnesium front engine mounts to accept a long-stroke Manx Norton with the engine leaning back at 15 degrees as was a feature of the Mk9s and onward. As I intend to put this Cooper back to original with a Norton engine, and not having the appropriate mounts, I swung into action.
About a week later, and with all of $35 paid, the mounts arrived in the post. Further inquiries of the vendor in Melbourne saw me obtain spare front and rear Mk9 rims, as well as a Mk4 Cooper rear rim which is handy as I also run a Mk4 Cooper.
A little later, New Zealand friend Noel Martin-Smith, previously a Mk5 Cooper owner, was reading the usual out-of-date magazines that dentists have in the waiting room. In an old Beaded Wheels magazine was an ad for a magnesium 'triangle', the centre section that houses the inboard disc, rear drive -procket and axle flanges etc, to suit a Mk9 Cooper. Calls to the seller found it to be with Alan Kerr in Auckland, himself a former Cooper Mk6 owner. I have a perfectly good housing in my Mk9, but there is nothing like having spares, and with two Mk 9s in Melbourne, plus mine, it was too good an opportunity to led slide so grab it I did.
Fast forward to early March this year and yet another former Cooper owner, John Caffin from Melbourne calls me. Someone had contacted him with regard what was thought to be a combined oil-fuel tank for a Cooper – the one over the engine. I made contact with the seller and found it was something that his late brother had obtained, but the seller had no idea from whom his brother had obtained it. Photos sent showed it to be the real deal for a Mk4 Cooper, of no use to me as I had made one up many years ago in the course of restoring my Vincent – engined 10-41-50. It wasn't the one that was originally on my car as there is no cutaway for the front Amal carb as on a Vincent twin. It's not off John Gales Mk4, 10-42-50 as that's on his car, always has been and was the one I used as a template for mine when it was in Dick Willis's hands.
The tank bought by Garry Simkin
Using John Blanden's book Historic Racing Cars in Australia as a starting point, we could surmise a few cars that it may well have come from. One, 10-26-49, first raced by Jack Saywell, is now owned by Andrew Halliday and is minus the original tank. Ivan Glasby has the remains of 10-31-49, and I will call and see if he has a tank. There is 13-28-49 , brought into Australia by a Tasmanian in 1958 and residing in Adelaide; I'm unsure of the status of the tank there. There is the ex-Ken Wylie car now owned by Rod Hoffman in Sydney, numbered 10-32-49; I'm unsure of tank status there but Kerry Smith is looking into that one.
It's not from 10-53-50, the ex-Stan Jones car, which has been with Earl Davey-Milne since 1955. A possibility is 10-54-50 which had a Hillman Minx engine fitted in the mid-1950s so an overhead tank wouldn't have been of any use. Another 'maybe' is the JAP 8-80 engined car used by Arthur Wylie which had an MG supercharged engine fitted in the front in 1954. (serial number unknown). The last possibility is the ex Jack Brabham Cooper, (serial number unknown) which was initially fitted with an 1100 JAP twin; however Jack fitted a Vincent in it later, and one would assume that he would have needed to modify the tank to clear the front Amal, as per my Mk4 when Tony McAlpine fitted the Vincent twin.
In all likelihood we may never know from which car the tank was fitted to originally, but it just shows how stuff can turn up if you keep your eyes open.
Jack Brabham at King Edward Park hillclimb, Newcastle, New South Wales, presumably when he was running a 500 BSA with JAP head before he fitted a 1000 Vincent twin
Stan Jones in 10-53-50 at Templestowe hillclimb, Victoria
29/03/2017 Terry Wright	1 Comment
Bob Britton and his Rennmaxes are well-known. They've won Australian National Championships, multitudes of races and taken the fight to the top. Even the air-cooled ones – the Mk 1 and Mk 2 Formula Vees.
Long before these came into being, though, Bob Britton was a paid-up member of the 500cc club in Sydney. In there with the likes of Bob Joass, Ron Tauranac and other famous names.
Working for a welding company, Bob did time at technical college learning his trade. And doodling in notepads with details of the 500cc race car he wanted to build … and couldn't afford to.
He was to build Formula Juniors, Formula 2, Formula 3, ANF 1, ANF 11⁄2, Sports Racers and Tasman cars during his long career in engineering. His first car was actually a Formula 1. But today things are quieter for the near-80-year-old Bob and he just builds what he wants to build. Among his nicer creations is this 500cc car.
Built in the old style with low cockpit sides, it takes advantage of modern technology with inboard suspension and Japanese mechanicals. It has sleek lines and alloy wheels, and that all-important extra – a starter motor. The Rennmax BN12's major components are:
. Suzuki 500cc twin engine (above)
. VW Golf differential and driveshafts
. Holden Gemini front uprights and brakes
. Rennmax BN7 steering wheel
. Koni dampers
. Spaceframe chassis, fibreglass body
Story and pictures by Ray Bell
06/02/2017 Terry Wright	Leave a comment
There is a nice tale by Doug Nye in his Goodwood blog about noted designer Gordon Murray's recent purchase of the ex Ian Garmey one-time pulse-jet-engined Mk5 Cooper car. It has been for sale in the UK for some time and was on display at the Cooper birthday at Prescott (below) where it looked splendid in fine condition with what looked like period leather trim.
Doug's blog, with some fine photos of the car when it was driven on display at Goodwood in June 1957 can be read at http://www.goodwood.com/grrc/columnists/doug-nye/2017/1/doug-nye-jet-engined-1951-cooperthe-jet-age-racing-car/. Doug has kindly allowed Loose Fillings the use of one of GP Library's pics of Gordon at home with the Cooper (below).
Wikipedia tells us that Gordon moved from South Africa to England in 1969, and was offered a job at Brabham after meeting Ron Tauranac. When Bernie Ecclestone took over the Brabham team, he appointed Murray Chief Designer. There Murray designed many Grand Prix cars, some of which were World Championship Grand Prix winners. These designs include the extraordinary BT46B, also known as "the Brabham fan car", as well as the World Championship winning BT49 and BT52. Murray developed a reputation for an innovative approach to design, applied not only to car concepts and details but also to race strategy.
Between 1973 and 1985 Murray's Brabhams scored 22 Grand Prix wins, finished 2nd in the Constructors' Championship in 1975 and 1981, and gave Nelson Piquet Drivers' Championships in 1981 and 1983. After leaving Brabham, Murray joined McLaren as Technical Director. Over the period 1988–91 the McLaren team won four consecutive Constructors' and Drivers' Championships: Alain Prost won the Drivers' Championship in 1989, Senna won further Drivers' Championships in 1990 and 1991.
We hear that the Sidney Rudge, comprehensively restored by one of its period drivers Bob Minogue, has been sold to Connor Ryan, son of a VHRR committee member and president of the Vintage Sports Car Club, Pat Ryan. In such hands it is guaranteed that the car will be well used and we look forward to seeing it in action soon. Bob, meanwhile, shown above after recently starting up the car, now has a Delara F301 Dallara (the red one below) in its place. For more on the Sidney Vincent see LooseFillings-26 TW
In LooseFillings-48 and LooseFillings-49 we wrote about the intriguing and innovative rear suspension and drive arrangement of the first RALT racing car. Tony Caldersmith, developing unpublished research of the late Graham Howard, wrote that one of the car's special features was the very long effective radius of its rear suspension. Until now the absence of a photograph that confirmed this was a problem, but now one has emerged courtesy of Andrew Moore writing in the HSRCA's Oily Rag Autumn 2016. Andrew had been sent the photo amongst many others by the late Frank Bouchier. One of these is a rare rear view of the RALT, probably 1954 and at Mt Druitt near Sydney, and it seems to confirm Graham's and Tony's account of the very long suspension arm radii of the car. Thanks Andrew. TW
From the latest Octane courtesy Hugh King.


text:
El  es un tipo de wagashi (dulce tradicional japonés) elaborado con porotos azuki o de otro tipo, cubierto con azúcar refinado tras cocerlo a fuego lento en almíbar y secarlo.

Fue desarrollado por Hosoda Yasubei en la era Bunkyū (1861–1863) del período Edo, cuando abrió una tienda de wagashi (que aún funciona) en Tokio a la que bautizó por su nombre de infancia: Eitaro.

Originalmente el amanattō se llamaba , abreviándose tras la Segunda Guerra Mundial. El parecido del nombre con el plato de judía fermentada nattō es solo coincidencia.

En Hokkaidō el amanattō se usa para preparar sekihan, razón por la que, a diferencia de otras regiones, el plato es un poco dulce.

Enlaces externos

 Eitaro Sohonpo Co. Ltd. (japonés)
 "The sekihan with amanattō", Hokkaido Nanda? Kore Daijiten (japonés)
  (inglés)

Wagashi

redpajama_set_name: RedPajamaWikipedia


I have told many stories of animal adventures across dozens of fabric collections. In each story there is a character that stands out from the crowd. These characters have become like friends over the years, I reach for them again and again when starting a new project. As these prints have come and gone I find myself reaching for them and then pulling back, afraid to use the last bits of fabric that I have for fear of finding one day that they are extinct. I don't think that I am alone in this. For those who have hoarded older prints for years and for those who discovered that sewing was in their blood just a bit too late, I have selected the most coveted and elusive prints from my archive and given them a color make over. In a dizzying array of spectral brilliance I offer you a collection of fabrics where every print is a star, a dream team of critters. Even the best players need support so I have paired these decadent prints with a collection of Pom Poms to cheer them on. The Pom Poms serve as a color interlude that highlight the best that each print has to offer. The only way to truly honor a coveted piece of fabric is to use it, to sew it, to quilt it into something worth saving.


text:
<?php

/**
 * This file is part of Gush package.
 *
 * (c) 2013-2014 Luis Cordova <cordoval@gmail.com>
 *
 * This source file is subject to the MIT license that is bundled
 * with this source code in the file LICENSE.
 */

namespace Gush\Tests\Command\Branch;

use Gush\Command\Branch\BranchDeleteCommand;
use Gush\Tests\Command\BaseTestCase;
use Gush\Tests\Fixtures\OutputFixtures;

class BranchDeleteCommandTest extends BaseTestCase
{
    const TEST_BRANCH_NAME = 'test_branch';

    /**
     * @test
     */
    public function deletes_current_remote_branch()
    {
        $processHelper = $this->expectProcessHelper();
        $gitHelper = $this->expectGitHelper();

        $this->expectsConfig();
        $tester = $this->getCommandTester($command = new BranchDeleteCommand());
        $command->getHelperSet()->set($processHelper, 'process');
        $command->getHelperSet()->set($gitHelper, 'git');

        $tester->execute(['--org' => 'gushphp', '--repo' => 'gush'], ['interactive' => false]);

        $this->assertEquals(OutputFixtures::BRANCH_DELETE, trim($tester->getDisplay(true)));
    }

    private function expectProcessHelper()
    {
        $processHelper = $this->getMock(
            'Gush\Helper\ProcessHelper',
            ['runCommands']
        );
        $processHelper->expects($this->once())
            ->method('runCommands')
            ->with([
                [
                    'line' => 'git push -u cordoval :'.self::TEST_BRANCH_NAME,
                    'allow_failures' => true
                ],
            ])
        ;

        return $processHelper;
    }

    private function expectGitHelper()
    {
        $gitHelper = $this
            ->getMockBuilder('Gush\Helper\GitHelper')
            ->disableOriginalConstructor()
            ->setMethods(['getBranchName'])
            ->getMock()
        ;
        $gitHelper->expects($this->once())
            ->method('getBranchName')
            ->will($this->returnValue(self::TEST_BRANCH_NAME))
        ;

        return $gitHelper;
    }

    private function expectsConfig()
    {
        $this->config
            ->expects($this->at(0))
            ->method('get')
            ->with('adapter')
            ->will($this->returnValue('github_enterprise'))
        ;
        $this->config
            ->expects($this->at(1))
            ->method('get')
            ->with('[adapters][github_enterprise][authentication]')
            ->will($this->returnValue(['username' => 'cordoval']))
        ;
    }
}

redpajama_set_name: RedPajamaGithub


Any customized big cast iron part, cast steel part.
Material available: grey iron, ductile iron, carbon steel, alloy steel etc..
Application: mining equipment, agriculture equipment, automotive, railway, flow control system, pump, valve and actuator and so on.
Our advantages: 1. short delivery time to guarantee clients' urgent requirement; 2. continuous good quality; 3. strict control from raw material sourcing to final products inspection.


As a prolific revelatory artist, Edie Reno has created,taught, and exhibited paintings, drawings, and sculptures in schools and communities for 30 years. An encounter of the Heavenly kind in 2008 supernaturally changed and charged her heart and imagery with a catalytic purpose. Releasing seeds of the Creator's greatness in people and blowing dust off of dreams of stuck artists is a hallmark of her purpose.
Ordained with Joan Hunter Ministries, Edie is a member of Cornerstone Ministries in Moorcroft, Wyoming.


text:
Saint-Ythaire is een gemeente in het Franse departement Saône-et-Loire (regio Bourgogne-Franche-Comté) en telt 118 inwoners (2005). De plaats maakt deel uit van het arrondissement Mâcon.

Geografie
De oppervlakte van Saint-Ythaire bedraagt 9,1 km², de bevolkingsdichtheid is 13,0 inwoners per km².

Demografie
Onderstaande figuur toont het verloop van het inwonertal (bron: INSEE-tellingen).

Externe links

Gemeente in Saône-et-Loire