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The Crankhandle

September 2014

NEWSLETTER OF THE HEREFORD AUSTIN SEVEN CLUB

Editorial

Welcome to the September 2014 issue of ‘the Crankhandle’.

Well – what a great summer for Austin Sevens. Many of us have enjoyed lots of happy warm dry miles in

ideal conditions for negotiating Herefordshire’s prize-winning collection of potholes. Interestingly, living

near the Welsh border - it is very noticeable that Wales doesn’t seem to have a problem maintaining its

roads in a safe and serviceable condition. Potholes in Wales seem almost entirely non-existent and even

poor surfaces or minor imperfections are rare. Clearly there are some important questions to be

answered!

I was delighted recently to discover that I was not the only person in this country to object to the money

‘wasted’ by highway authorities on those irritating yellow mini speed bumps that stretch for hundreds of

yards before roundabouts on most main roads. These bumps violently shake cars and their occupants in a

way that cocktail waiters would be proud. I understand these devices are intended to alert the one in a

million drivers that can’t see roundabouts. There may be some merit in the view that these yellow bumps

interfere with proper Darwinian human development. There, I feel better now!

This issue contains the usual record of A7 activities etc - and I am particularly grateful to Graham Honnor

for providing an account of his recently completed and delightful looking A7 Special.

Happy motoring and I hope you enjoy the issue.

Bob

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Secretary’s corner

Hi Folks,

Well, I hope that you have been enjoying your Seven during this summer and making the most of the many

weeks of sunshine. I certainly have and looked with some envy on those that have a ‘soft top’. Although,

having said that, even the solidity of the Windsor did not hold back the torrential rain on the morning of

the Three Cocks Show at Hay-on-Wye on Sunday 11th

August. With a 1927 windscreen wiper working

hard for over an hour and a half, I eventually pulled into the showground with a wet right leg from a

leaking windscreen but with spirits high and undampened. There were eleven Austin’s in the allocated

HA7C compound, two of which were our friends from the South Wales Club. The rain stopped, the sun

shone and a wonderful day was had by all.

I was sorry to have to miss the Club meeting on 26th

. August when Bob Garrett gave his entertaining talk on

rebuilding the engine of his Tourer. Perhaps he might be persuaded to give a sequel at one of the future

meetings. However, I did manage to get to Eddie Loader’s ‘Shed Night’ at which he gave an in depth talk

on Austin Seven Carburettor’s and alternatives such as Zenith versus SU; really interesting and informative.

During the summer months, there is a noticeable reduction in correspondence for the Secretary.

Understandable, as quite rightly, folk are away on holiday; some in their Seven’s. However, one thing that I

found interesting was from the Austin Seven Clubs’ Association namely the ‘Saving of Jack French’s

Garage’. You can bring yourself up-to-date with this if you have not already done so, by looking at the

latest edition of the A7CA Magazine, 2014C. There, it outlines the proposals to create a permanent

exhibition dedicated to the Austin 7 at the Avoncroft Museum near Bromsgrove.

We are promised an ‘Indian Summer’ this Autumn, so perhaps we will all have an extended Austin Seven

season, before we have to put our minds towards preparing our little cars for winter!

Happy Sevening…Mike.

Club activities

The Three Cocks Show

Following a prolonged spell of delightful warm dry Austin Seven weather - Sunday the 11th

of August

dawned with some impressively heavy rainfall for the Three Cocks Show; which confusingly, is held just

outside Hay-on-Wye, some distance from the village of Three Cocks. It was definitely a day for

waterproofs and wellies. (interestingly, my computer’s auto-correction changed this to ‘willies’ – glad I

spotted the change!)

The HA7C was allocated its own ‘compound’ this year

and a fine turn-out of eleven Austins were displayed–

mostly Sevens but kept in-order by a Twelve Tourer, a

Windsor 12 and a Ten. We were delighted to include

two Rubies from the South Wales A7 Club - except

that Derek was reluctant to park next to the one

finished in an a bright shade of ‘nail polish’ pink.

Still, as they say – ‘only real men drive pink cars’.

The display included a beautifully finished A7 Special

that had a number of technically interesting features.

One was was its 12V alternator installation driven by a

longer fan belt and mounted on well-engineered

brackets (see photo).

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Another feature of this special was the unconventional location of the track-rod ahead of the front axle to

more easily accommodate the lowered suspension. However, the steering arms had not been swapped

(left to right etc) thus it retained the ‘inward’ inclination of the conventional (behind axle) location.

Several members mentioned to the owner that his geometry (actually, that of his car) no-longer enjoyed

the well-known and desirable Ackerman principle, where during cornering – the front wheel nearest the

centre of the corner circle would follow a smaller radius than the outer wheel (i.e. with both wheels aligned

at 90 degrees to the radial line) which eliminates tyre scrub (at low speeds anyway). I believe the owner

was pleased to hear the observations and admitted the steering did seem unusually heavy!

The weather remained wet and windy until mid afternoon by which time the refreshment stalls had

sold-out of waterproof bacon rolls and a number of gazebo shelters had taken flight. Even the expensive

and futuristic looking shelter sported by the Jaguar club had to be dismantled before it disappeared.

Happily, Bryan and Patricia and their famous ‘field kitchen’ survived the tempest and many of us were

treated to delicious burgers and hot dogs.

Some organisers suggested the low cloud ceiling might preclude the usual highly acclaimed aerobatic

display. We were told the pilot of the splendid bi-plane had arrived safely from Glasgow the previous day

and was stationed at nearby Shobdon airfield. Anyway, the pilot was made of stern stuff and ignoring the

blustery weather, delivered two sessions of breath-taking aerial manoeuvres amazingly close to the crowd.

Absolutely brilliant!

The show included the usual displays of other makes of interesting cars, traction engines, tractors,

motorbikes and stationary engines. It has always been a mystery how grown men can sit in a deckchair all

day happily and proudly admiring their elderly spluttering engines. Ah well – it’s harmless fun and as one

observer was heard to remark ‘most of the owners were also elderly and spluttering’ – charming!

The field became somewhat muddy by early afternoon and for many of us it was the first time that we had

ever seen a ten-ton traction engine do a snail paced four-wheel drift across a gentle slope. The face of

the driver busy applying opposite lock was a picture.

There were also craft exhibitions and numerous stalls selling pretty much anything you could imagine.

Some stall holders went home in tears as broken men after suffering a business negotiation with Brian W’,

who excelled himself this year - buying a pile of cast iron bench frames (that the rest of us had to carry).

Good job he travelled in the Heavy Twelve rather than his Ruby.

After a most enjoyable day that included two bacon sandwiches, a burger, two hot dogs and several beers,

it was time to leave the delightful company of all concerned. The rain finally stopped, the hood was

lowered and it was time to drive off into the sunset.

Wonderful fun ….. Ed

Wye Valley Wander -12th

October 20114

The schedule for the 2014 WVW is now complete, and enclosed for you to see if you would like to come

We meet at the Old Court Hotel, Whitchurch, at 10.00 for 10.30 for coffee. Approx 11.00 we will depart

for a relatively leisurely run through our beautiful countryside, broadly following the course of the River

Wye, down to Chepstow. This will be of 1½ hrs duration approx 25 miles. There are one or two quite

steep hills on the route to make it extra interesting!

We will arrive at approx 12.30 at the Boat Inn, Chepstow for lunch. This is a delightful old pub, standing on

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the banks of the Wye, overlooking the river and free parking places will be provided for us. Sunday lunch

is a choice of Roast Chicken, Beef, Lamb, Pork, or a Vegetarian option, accompanied by Roast Potatoes,

Yorkie Pud’, Vegetable choice and home made Gravy for £8.45.

After lunch for those who wish to stay on, we will be visiting Chepstow Castle, which has stunning views of,

and a sheer drop to, the river far below. I am talking to a guide in the hope we will have an information

tour around the castle, so we understand what we are looking at. Parking will be in front with the castle

itself as a backdrop, ideal for photos, and will be free. Entry to the castle is £3.40 pp. I have yet to be

given a cost for the Guide. When I have that, we can decide whether or not we want to partake, or simply

explore the castle on our own. Some members of course may wish to return home after lunch.

At approx 3.00 pm we will leave for a return run, heading for the Forest Lodge Hotel at Symonds Yat East,

which is situated along a beautiful part of the Wye, once again overlooking the river and free parking.

Arriving about 4.00 for afternoon tea and scone for £5.00pp. After tea we return home.

As always, such a day is heavily weather dependant, but the venues are worth a visit in their own right.

Please let me know if you would like to come. The Boat and the Forest Lodge would like to know

numbers for food preparation. I have 5 cars booked so far, but as usual, I would like you to come.

Ring 01600-891345, mob 07836-225723, or e-mail gpandmh@sky.com

Michael H.

Club night Talk

This talk was unfortunately postponed at the July meeting when it was discovered that your Editor’s elderly

laptop was unable to communicate with a 21st

Century projector. Finally, at the club night on 26th

August

I managed to ramble-on (for ages some said) about a number of modifications made to my 1932 AF Tourer.

Incidentally, I am deeply indebted to Derek who with consummate ease managed to coax the projector

into life at the last minute - a second postponement would have been seriously embarrassing.

Understandably, some changes to this car were not to everyone’s taste (e.g. hydraulic brakes) but those

assembled listened very politely and asked a variety of good questions. It was probably uncomfortable

listening for A7 purists, but as explained – the car was intended to perform well and be fun to drive whilst

remaining oil-tight and reliable; also to look reasonably authentic to the casual observer.

Summary of key modifications –

• The engine contains a Phoenix 15/

16” splash fed crankshaft with matched, crack tested and

re-metalled A7 connecting rods. Dynamically balanced crankshaft / flywheel assembly

• Block lapped to crankcase and re-bored with new pistons & rings. Ports opened and gas flowed to

match an Ian Bancroft 4-branch exhaust and ALR 30° inlet manifold. All new valves with enlarged

inlets and double valve springs. Refurbished 11/8” SU carburettor (GG needle)

• Camshaft with 50 thou off the base circles and flatter cam followers to suit

• Additional steel brackets above each end of the camshaft to help secure the block to the crankcase

• Main oil gallery blocked-off and tapped to provide feed and return pipework for an external

canister type oil filter. Also, the oil jets carefully aligned with the crankshaft apertures to help

big-end lubrication

• Super Accessories ‘Supaloy’ high compression head lapped to the block face, relieved to clear the

inlet valves and combustion volumes carefully equalised

• Late type four speed (three-synchromesh) gearbox, refurbished and fitted with ‘intermediate’ close

ratio gears (ratios: 1.000, 1.375, 2.167 and 3.600) (Standard are: 1.000, 1.660, 2.640 and 4.370)

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• Entirely new Hardy Spicer prop-shaft with length adjusted to exactly accommodate 4-speed gearbox

thus retaining the engine in its original position

• Rear axle refurbished with new half-shafts, bearings and good condition late A7 5.25:1 crown-wheel

& pinion. Casing ends machined to semi Girling pattern to take hydraulic brake back-plates

• Completely rebuilt hydraulic brakes using Bowden Engineering steel back-plates, new AC master

and wheel cylinders and late type A7 cast iron drums. All new hydraulic pipes including stainless

steel braided Flexolite connections. New linings, springs adjusters etc. Handbrake constructed

from Mini lever and cables

• Late type (stronger) A7 front axle and radius arms. Axle checked for truth, eyes faced and fitted

with new king pins, bushes & cotters. Semi Girling front stub axles to take hydraulic back-plates

• Twin disc front damper with one arm connected directly to the axle pin, thus providing much

improved cornering and directional stability

• New (stronger) steering arm

Happily, this is the first Austin Seven I have ever owned that is completely oil-tight and the car has now

covered over 10,000 reliable miles since the mechanical re-build. It will happily cruise at 60 mph, do over

50 mph in third and enjoys wonderful brakes. The next steps are to improve the handling and tidy-up the

paintwork.

Bob Garrett

Shed night

On 9th

September Eddie Loader kindly entertained members to a talk on Austin Seven carburettors in

Stuart’s ‘shed’ (actually a fabulous large workshop) at Eversley House.

Eddie explained the basic functions of a carburettor including the principle of fluid flow in a venturi which

creates faster flow in the narrow section and thus lower pressure that draws-in and atomises the petrol

into a petrol/air mix. He then carefully described the details of different carburettors fitted to A7 models,

explaining what changes had been made and when. He also told us how to identify the different

varieties and how we might spot incorrect components. Finally, Eddie described in detail the various

adjustments to mixture and slow running and gave numerous examples of practical advice on how to

achieve satisfactory settings.

The talk was thoughtfully illustrated by passing around examples of carb’ bodies, float chambers, floats,

emulsion blocks and choke tubes etc. The audience was mostly well behaved throughout the talk - only

once was it necessary for Eddie to have harsh words with the usual suspects for lack of attention.

Our very grateful thanks to Eddie for a well prepared and thoroughly engaging talk - also to Stuart and Lyn

for accommodating us and providing lovely hot drinks and a buffet supper. All very much appreciated ….

Ed

Llanberis again

Just to remind members – that following our really enjoyable weekend at Llanberis in April with the

SWA7C, Brian Bedford is organising a return visit in October. Staying at the same Royal Victoria Hotel at

the foot of Snowdon and the dates are 20th to 24th October (Mon-Fri). The cost is £36.00 pppn to

include Dinner, Bed and Breakfast with a bottle of wine ‘thrown’ in for the evening meal. The phone no

for the hotel is 01286 870253. As before, book with the hotel direct but please let Brian know you are

coming. If you want further information please ring Brian on 01432 820004/ 07974 069430.

There is a rumour that participants intend to travel to this event in modern cars – whatever is the world

coming to? …. Ed

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Member’s activities

A Swallow saga - episode 25

With the return of the body from John, the trial

fitting of the newly chromed cowling, screen and

other fittings could take place. Its looking more

like a real Swallow now, and attention can be

given to the finer details such as the fitting of

window and door glass seals, door handles and

catches, and preparing for painting.

You may also see from the photo the two 'ships'

air vents on top of the scuttle. These were hand

made by my friend Ted, and all done by eye. He is

without doubt a very clever man.

Regards … Glenn Sanger

The Douglas special

The idea was always there... but a conversation with Stuart

Howard and a subsequent inspirational visit to Mel? at his

workshop in Bromyard cemented it as something I was

definitely going to do - build an Austin Seven Special exactly

to my own specification and 'vision'!

The first hurdle was to find a good donor vehicle, not easy -

as I am sure all readers know! I trawled the Internet for

many hours, and drank endless cups of tea, eventually

finding a suitable 1937 Ruby. Although the mechanics had

been meticulously maintained, the body had unfortunately

not, and in my eyes was beyond economic repair.

Now - to the design, I looked at countless Specials before

deciding on a similar shape to the Super Accessories'

Super' Model of the 1950s. I particularly liked the rear

end, and after designing the size of the cab to fit me, I

set about creating a scaled drawing from which I could

start the build...

With a marine plywood floor and frame made of joinery

grade redwood I was in the fortunate position to be able

to use my skills as a carpenter to construct the

framework. However, 'skinning' the bodywork with

aluminium proved somewhat more taxing! Bending

the sheet using ratchet straps, to form my so beloved

rear end - please excuse any unintended inference - was a very quick learning curve!

I was keen to use as many of the serviceable parts from the 'donor' as possible – for example the seats,

lights and dashboard.

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The sun was shining in June and I was inspired to get it

on the road as soon as possible, aiming to drive it

throughout the summer months. I knew it was in

good running order as I had driven it as a Ruby when I

first bought it in May of this year. After thorough

inspection of the brakes and steering and running gear

whilst it was in its rolling chassis stage, I felt confident

that I could use it as it was for my initial road testing.

Evenings were becoming longer and my excitement at

how it was developing was growing daily - I found

myself spending longer and longer in the workshop

and less and less time with my wife - not necessarily a

bad thing I hear you all say!!!!!

Even though I was using the original dashboard

and lights, I made a bespoke wiring loom keeping

as faithfully as I could to the original colours for

future reference. Our friendly and long suffering

postman delivered parcels daily containing

fastenings and trim lovingly sourced late into the

evenings from differing Internet sites. A new fuel

tank was made to suit the shape of the available

boot space and new fuel lines fitted. All the

ignition parts were renewed, in an attempt to

make it as reliable as possible. He made his

maiden voyage on Independence Day - and was

literally born On The Fourth Of July- very apt and

fitting! To my relief and delight I drove the three

miles to Stuart's house and back without any drama.

At present I have kept the bodywork in its raw

aluminium state whilst I make my final decision

about paintwork - I rather like it as is... and now

to the name. When I came to re-register it, Jim

Blacklock, the

Registrar of the A7CA asked me if I would name it

as, in his words, "all the Specials were individual

pieces of work and therefore ought be named

accordingly". I had no hesitation in my choice -

'Douglas' after my late father who inspired my

love of classic vehicles.

This coming winter will see me stripping it back

down to iron out any teething problems - but

before then my wife has given me a list of household jobs to catch up on...

Graham Honnor

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Family addition

The club is happy to announce a surprise addition to the Wooster family. To Brian and Patricia - a recently

acquired third Austin for their collection. This time an Opel - in need of some serious care and attention

and widely thought to be a cunning plan to keep Brian out of mischief during the long winter nights (some

hope – Ed). The following photo’s show the delivery team and the happy new owner checking to see if

anything valuable has been left in the toolbox.

Although the Opel stood untouched for many years,

two of the tyres miraculously pumped-up

successfully and when two borrowed spare A7

wheels were added - the new project was easily

rolled-off Ron’s trailer and placed in pole position in

Brian’s workshop ready for attention.

We understand Mike Ward reassuringly mentioned

to Brian that Opels in his experience take decades

to restore. Brian’s response was that it shouldn’t

take him more than a few weeks!

Anyway, we look forward to keeping track of

progress in these pages …Ed

Humble hints

If in a weak moment you feel rash enough to

lash-out on new A7 half shafts, you might usefully

check two things …

Firstly - that the pinion teeth are properly hardened.

This can be checked by sneakily applying a small file

to the top edges of the teeth. You should not be

able to make any impression. The photo’ shows

an example of one supplied unhardened that lasted

less than 1,000 miles before the backlash became

alarmingly obvious. The photo also shows the

correct shape of teeth for comparison.

Secondly – I recommend you carefully check the

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length between the large end of the hub taper and the inside of the pinion. I found that when the axle

nut was fully tightened, the pinion rubbed against the inner face of the differential cage. This required a

small amount to be ground off the shaft side of the pinion. Very irritating!

Bob G

Other Clubs

From the FBHVC

Roadworthiness Testing

Readers will have noticed that the question of Roadworthiness testing moved from EU to UK legislation

from last month. This change reflects something very important, which may not have been fully

understood.

The EU Directive is adopted. It is now binding on all Member States. This includes the UK to exactly the

same extent as the others.

The UK Department for Transport (DfT) (it’s DAfT in Private Eye … Ed) has now got a couple of years to

work out how to apply it here. But they must work within the constraints and in accordance with the

Directive.

DfT held a briefing session on 2 July, where the Federation and several other groups were represented. The

purpose was to get initial ideas about how the historic vehicle movement would prefer the Directive to be

applied. In truth we had barely enough time to get our thoughts together, especially given the process DfT

had chosen to adopt for the meeting.

The good news is that DfT propose to open up a website to get input from everyone. As of now the

Federation has had no sight of its intended format. We will both let you know when that site is opened and

also tell you our views on it.

We established that DfT do intend to establish some level of exemption from general testing for historic

vehicles. But they are clear they will need to apply the ‘substantial change’ rules, and one of the issues over

the next few months will be to work out how that ought to be done, both in terms of the standards to be

applied and the process by which these standards will be applied to individual vehicles.

DfT are of the view that they will be able to set up the regime for general testing so that it will be capable

of testing all old vehicles which do not meet the stricter ‘historic vehicle’ definition.

Some concern was raised by those representing larger vehicles that care must be taken to avoid

geographical limitations of testing. Already, it was pointed out, some vehicles in Cornwall had to travel

halfway across Devon to be tested. Any new regime must not be allowed to make this worse.

Interestingly we had little consensus among the various organisations represented over whether or not

exempted vehicles should be tested at all, or remain, as at present, free from testing. On the one hand,

some felt nothing should be on the road without some sort of test, while others felt all available statistics

suggested that setting up a special testing regime for historic vehicles would simply not have any

measurable effect on accident rates. There was some agreement that a vehicle coming off SORN ought

probably to undergo some sort of testing. It will be interesting to see how DfT come down on this issue.

There was also little consensus on when the cut-off date ought to be. The Federation supported the

position in the Directive and the view of FIVA that a thirty year rolling date was suitable. Others, with

different and perhaps more specific interests, had some difficulty in seeing 1980s vehicles as ‘historic’ and

preferred an earlier date.

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Finally, I think I should provide one little warning. DfT are clear this whole exercise must not create new

cost for Government. That does mean that in some way, whether through fees to DfT/DVLA/DVSA, or

higher test fees to testing stations - motorists, and in particular owners of historic vehicles, will be paying

for any changes made.

Wedding and Funeral Cars

The Law Commission issued its Report on Taxis and Private Hire in May. Accompanying that Report is a

draft Bill, setting out proposed legislative changes. While this is still not legislation in force,

recommendations of the Law Commission often move fairly smoothly into legislation.

The Law Commission, following a great deal of response to their earlier consultation, including from the

Federation, proposes that the existing exclusion from the definition of ‘use as a hire vehicle’ of wedding

and funeral cars be retained. This is very welcome.

Members should note that the exclusion in the proposed legislation is very precise, being ‘used in

connection with a wedding or a funeral’. This does clearly mean that the use of vehicles for hire for

events such as school proms would not be exempt. This is not merely an oversight, as these matters are

specifically covered in the Report.

But the constraints on use of vehicles for such events as proms would not appear to apply where provision

of the vehicle is made purely as a favour. Of course this depends on the assumption, set out in the Report

but not explicitly defined in the draft Bill, that the word ‘hire’ necessarily implies a financial return. The

Report discusses this in the context of discussing cessation of the use of the term ‘plying for hire’. This is

a matter the Federation will need to explore as new legislation appears.

Chrome plating

Chromium trioxide, used in chrome plating, has become what is known as a ‘candidate substance’ for

inclusion in REACH. There are major industrial concerns regarding particularly the use of chrome plating

for hardening purposes on bearing surfaces which are being dealt with through such bodies as the

European Vehicle Manufactures Association (ACEA) in Brussels, supported by FIVA.

The ACEA activity concentrates on the need to maintain the capacity to supply spares to existing vehicles.

However the Federation is also concerned about the continuation of the business of chrome plating

existing parts, on which so many of us rely, primarily of course for cosmetic purposes on vehicles which

have many external chrome trim parts, but also in some cases for refurbishment of bearings. We have

not been sure that the major organisations lobbying in Brussels have properly taken account of the need to

get protection for these businesses. We are having a little difficulty accessing DEFRA in the UK to make

sure these points are considered. We have sought and been promised the support of the All Party

Parliamentary Historic Vehicles Group to get us some access. We will carry on.

Discontinuance of the Tax Disc

Reference previous FBHVC concerns with the arrangements proposed to enable the UK dispense with tax

discs. We have now heard from DVLA, who are not convinced of the validity of these concerns. The

DVLA website contains a section dealing with what they propose to do in October.

This issue goes well beyond historic vehicles. To remind everyone, our particular worry is that when a

vehicle is sold the licence will have to be surrendered by the seller and a new licence obtained by the

purchaser. This is to apply even where the vehicle is VED exempt. A major flaw is that the point of time of

the change is to be when DVLA receives the V5C, something which neither seller nor buyer will know

precisely. No one has explained how buyers and sellers are supposed to deal with vehicle insurance in this

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case, nor how buyers will know when or how they can apply for tax when the records will show another

keeper.

We have not pointed out, but it is the case, that someone selling a vehicle privately can hardly give up the

licence before sale, because to do so without the vehicle being regarded as ready for scrapping, he or she

would have to do a SORN declaration. This would prevent the buyer from having a trial run or taking the

vehicle away. As DVLA had not responded to us at the time of our last meeting with the All Party

Parliamentary Historic Vehicles Group, we raised this with the Group. They were conscious of the fact that

the effect of what we had raised extends well outside our historic vehicle interests and they promised to

ask that the matter be looked into.

DVLA latest response says they are setting up an on-line method of advising of the sale, which would

clearly help with the issue of uncertainty. It is not yet clear to us how the proposal would deal with the

three-way match involved in signing off Section 8 of the V5C. We will continue to look into this and take it

up directly with DVLA.

FBHVC Editorial note:

Following the article last month in this Magazine about the end of the tax disc I was contacted by a rather

irate member about the, in his opinion, ‘fraudulent’ way the government can get two payments for the

same month on issuing a new tax disc for a secondhand car buyer when the sale occurs before the end of

the month and the new owner has to pay for that month again. The seller only gets the remaining full tax

months back.

Fortunately this will not affect sales with tax exempt cars such as our Austin Sevens. However I wonder if

this will seriously affect sales. For a vehicle paying say £30 tax a year this will mean, for a buyer, losing

less than £2.50 for a month’s tax and for those buying cars that attract a high rate of tax less than one

twelfth of the tax rate will surely not be of much consequence for a vehicle that must be high value

anyway. We all know the Government will get it one way or another.

The most important issue is as above with the transfer of ownership and the insurance situation. I am sure

all will eventually be sensibly sorted but be careful in the meantime.

LED LIGHTING - ARTICLE FROM THE FBHVC NEWSLETTER

The following article relates to MGs but is entirely relevant to our cars. All the bulbs mentioned are

available in 6 volt and 12 volt from the company mentioned (and probably other LED bulb suppliers). It is

worth looking at the website www.dynamoregulatorconversions.com where all the required bulbs are listed

together with the different fitting requirements.

Not mentioned in this article is that 6 and 12 volt LED headlamp bulbs are now available. To give an idea of

the difference in power consumption, two 6v 24 watt standard filament or quartz halogen use a total of 8

amps and shines an off white light, two 6v 36 watt rated LED headlamp bulbs use a total of 2 amps and

shines a pure white light.

If the side, rear and panel lamps are added to this around 5 amps for filament bulbs as against 0.15 amps

for LEDS.

There is a specific Austin Seven comparison on the website.

It is claimed that if you leave your sidelights or panel lights on overnight (and who hasn’t?) the battery

won’t be flat in the morning using LED bulbs.

It is important to ensure you order the correct negative or positive earth bulb and the correct contact/pin

fitting. for your car.

LED LIGHTS CONVERSION Victor Smith

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The following article is reproduced from the MG Car Club magazine, Safety Fast! with the kind permission

of the Club’s V8 Register. Fitting LED bulbs as a direct replacement for the original filament bulbs results

in a brighter more intense light than a filament bulb and a significantly lower power consumption too.

Typical figures are 0.07 amp for a 5 watt equivalent bulb and 0.21 amp for a 21 watt equivalent bulb, a

useful benefit with an ageing wiring loom. The bulbs use Light Emitting Diodes (LED) and most of the

bulbs supplied by Classic Dynamo & Regulator Conversions use an LED called an SMD (surface mount

diode) to emit a brighter more intense light than a filament bulb. They light instantly and have no filament

to ‘blow’. They are also good with vibration.

Can LEDs be used on an MGV8?

Lighting on the MGB ranges from barely adequate to adequate when measured against modern cars, but

MGV8 enthusiast Roger Parker says it is not enough to state simply ‘this is the way the cars are’ as the

reality is we drive amongst today’s traffic. With comparatively weak lighting we can become invisible to

many drivers. That could be to our cost.

When you see many superb classic cars leaving an event and it is dark and often raining, Roger worries that

all may not make it. Looking at them driving away you see their rear lights disappear, often long before you

lose sight of the car, which on a modern car is just the reverse. That begs serious questions about visual

safety.

Roger has a book coming out later this year that covers vehicle lighting regulations. He notes that until

1969 the MGB, MGC and Midget shared a common rear lamp that has a soft output from the tail light, but

better with the brake light and indicator. This was clearly seen as a problem by MG because for the 1970

model year a more angular lens design was introduced which projects more light even though the bulb and

reflector is the same. Some years ago he changed his 1968 car’s rear lights for the post 1970 type for

safety reasons, but has always been looking for other ways of improving the rear lights.

More information available on the FBHVC website … Ed

Austin Seven Clubs Association

Message From Chris Charles, A7CA Webmaster - Dear Austin 7 Owners,

In August last year I became the A7CA Webmaster with the job of updating the Association website. In this

time in-between University work I was working on an improved method to view the A7CA Surviving Austin

7 Register. I have now just finished a searchable system which can now be found on the A7CA website –

www.a7ca.org

You can now search via either the Registration Number or the Chassis Number, and at the click of a button

view the entry in the register. Please note this isn’t replacing the downloadable versions in Excel format.

Within seconds you can check the vehicle details are correct, any discrepancies with the entry will show up

with a warning message. To update the entry, follow the link to the Notification Form, update the details

and submit to the A7CA Registrar.

Hopefully you will find this a useful tool to use, so please go and check your Austin 7 details now by visiting

the A7CA website.

Regards … Chris Charles Email: a7ca@chrischarles.co.uk

13

Do you own or are restoring an Austin Seven?

Is it on the A7CARegister?

For details of your local Austin Seven Club, please contact the A7CA Secretary,

Bob Prophet email: rsprophet@tiscali.co.uk or visit our website www.a7ca.org

AUSTIN SEVENCLUBS’

ASSOCIATION

Chassis NumberEngine Number

Body NumberCar Number

Registration NumberDate of first registrationModel - by letter if

possible RN, ARR etc

�������

A7CA Surviving Austin Seven Register

We are currently updating a complete listing of allsurviving Austin Sevens worldwide. We know there arestill many out there which are not on our register andone of them may be yours?

Please visit our website

www.a7ca.org to register your car, or

please write to our Registrar Jim Blacklock,

30 St Edmunds Road, Acle, Norwich NR13 3BP or email:

jimb.a7@tesco.net with as many details as possible listed

here on the right. The exact locations on the car of these

numbers can be found on our website. Thank you!

Also from the A7OC - Spares and Service

The Red Cross Directory is now online at www.oldcarservices.co.uk

A revised printed version of the Red Cross Directory is currently being prepared. It will contain many more

entries but your help is requested.

The website version www.oldcarservices.co.uk is up-to-date as far as possible, however with such an

undertaking there will inevitably be entries that need revising. Either they have moved, added email and

website addresses, or even closed down. Whilst we are still checking every entry for accuracy it will be of

great help if readers can have a look through the website (not the old printed version) and see if we have

missed any changes or even omitted suppliers and service providers who you feel will be of advantage to

the old car world.

Please contact Mike Ward who will inform Dave Waller or Bob Cross, of the A7OC.

Technical tips

Winter motoring

It maybe a little early but if members regularly use their Austins throughout the winter months – then the

following suggestions may prove helpful …

1. Completely service the car including an oil change using SAE 30 monograde oil or for multigrade

users a 15-40 grade

2. Wash the underside of the car to remove all mud and accumulated debris. Allow to dry and spray

with Waxoyl or similar

3. Wash the bodywork, polish with a good quality wax polish, apply Waxoyl to brightwork and then

only polish lightly. This provides excellent protection against winter weather and salt etc

4. Regularly monitor tyre pressures and check tyre treads. From experience, your Seven will travel

through snow better than many modern cars, but be warned narrow section tyres are not so good

on icy roads

5. Maintain your battery in a fully charged condition by regularly topping-up with a trickle charge.

Remember, winter use will place an extra load on the electrical system

6. Remove the fan belt to assist with warming-up. With an engine and radiator in good condition the

fan belt can safely be removed without fear of overheating. My Seven runs without a fan belt

from November to March and is regularly used in both heavy traffic and long runs

7. On very cold mornings, avoid overloading the battery and starter motor by starting the engine on

the handle

8. Make sure the cooling system is filled with an antifreeze mixture of the correct strength. This can

with advantage be left in the system all year to help reduce internal corrosion of both aluminium

and cast iron components

14

9. Finally, if your car like mine spends most of its life outside – then on cold nights the engine will

appreciate being covered with an old rug or blanket. This serves to trap residual heat and to keep

the electrical system dry – but be very careful to remove the cover before starting the engine!

Eddie Loader

Tools to share

I hear a rumour that Ron Sadler recently discovered sources that will freely loan the following …

• A valve seat cutting/refurbishing kit complete with pilot mandrel and tommy bar, which could save

hours of work with the grinding paste on badly pitted seats

• Several 2 Morse Taper tailstock sliding die holders (for different die diameters) that fit most Myford

lathes to ensure a nice concentric thread on work turned in the chuck

• A selection of steel wedges – specifically for separating components that are reluctant to part

company e.g. head/block (arguably crude - but effective). Without revealing too much about the

ownership – the item I saw in use was described as ‘Eddie’s Wedge’ – which I had always thought

meant something entirely different!

Ed

Market Place – For sale

Pair of black Lucas wing mounted sidelights (with optional ‘streamlined’

mounting spacers) – very sound and appear unused but would benefit

from tidying-up ……. Say £25, but will haggle if going to a very good

home.

Bob Garrett - 01497 831310 (Nr Hay-on-Wye) or

fatcontroller.bob@btinternet.com

Events Diary for 2014

Updated 28/09/14 and please note the activities listed in Bold Type are events organised by HA7C

members.

September 30th Monthly meet @ Richmond House 7.30pm

*******

October 5th

Wye Valley Wander. A chance to enjoy Herefordshire’s lovely leafy lanes in the

autumn sunshine. A 10.00 to 10.30 meet for coffee at the Old Court Hotel,

Whitchurch, followed by a short run to Chepstow for Sunday Roast.

October 12th Ludlow and the Marches Classic Tour. Details at www.ludlowcastlemotorclub.com.

October 19th Forest of Dean run. (BA7C). Contact: Charlie Miles 01594-836587.

October 26th Classic Restoration Show. Stoneleigh www.restoration-show.co.uk

October 28th

Monthly meet @ Richmond House 7.30 pm.

*******

November 14th Mulled wine and mince pies at Eversley House by kind invitation of Stuart and Lyn.

Club raffle and quiz.

November 14th

-16th NEC Classic Car Show. www.necclassicmotorshow.com

November 25th Monthly meet @ Richmond House 7.30 pm.

November 30th HA7C Annual Christmas Lunch. 12.30pm for 1.00 pm at the Bunch of

Carrots,Hampton Bishop.

*******

15

December There are no events scheduled for December.

*********

January 27th

2015 HA7C AGM Richmond House 7.30 pm

Please note: This is not a complete list of events, and additions will be made when details of other events

of interest to members become known. This might mean that dates of some events listed will have to be

changed. If members have an event in mind that they would like included, please let me know.

Michael H (gpandmh@sky.com)

Message from the Club Treasurer

Ron wishes to remind club members that our annual subscriptions become due on the 1st

October. He

says he will be happy to relieve us of the required £10 that includes ‘family’ membership - at our meeting

next Tuesday or soon afterwards.

Tail Lights

Breakdown cover

Don’t forget that if you are insured with Richard Hosken Insurance – you are automatically covered for

breakdown cover. The telephone numbers to call are …

• UK Breakdown 01277 720 763

• European Breakdown 00-31-26-355-3344

Snails in hydraulic brakes

A very useful tip appeared in the Dorset A7C September magazine – pointing-out there are two types of

snail adjusters in use on Morris braking systems. The smaller type is used on the front brakes where there

are two leading shoes. The rear has only one leading shoe and has a larger snail adjuster with greater lift.

If a small adjuster is fitted to the rear brake it will barely lift the shoe to a contact point.

It’s definitely worth a look at your hydraulic brakes if you are not aware of this technical feature. You may

find a problem that you did not know you had.

Our very grateful thanks to George Mooney of the DA7C for this information … Ed

Finally ...

A good-hearted former citizen of Hereford recently arrived at the pearly gates and was greeted by St Peter - who asked if he had ever done anything of particular merit during his life on earth. The man thought for a while then replied that he could only really think of one thing. It happened when he was driving his Austin Seven along Quarry road - a notoriously rough area of Hereford late one dark night. He came upon a gang of bikers who were threatening a young woman so he stopped his car, jumped out and remonstrated with the gang telling them to leave her alone. However, they wouldn't listen - so he approached the largest and most tattooed biker - kicked over his bike, punched him hard in the face, ripped out his nose ring, and told him to back off or he would knock seven bells out of the whole gang. St. Peter was really impressed – and asked when this had happened. " A couple of minutes ago." answered the man.

16

Committee contact details -

Chairman - Stuart Howard ...........................................Tel 01432-353100

Mob 07971-536950

hereforda7club@yahoo.co.uk

Secretary - Mike Ward ...................................................Tel01600-890902

Mob 07939-539926

m.ward789@btinternet.com

Treasurer - Ron Sadler ................................................ Tel 01981-250365

Mob 07775-753412

rsadler6@aol.com

Events Co-ordinator - Michael Harcourt ......................Tel 01600-891345

Mob 07836-225723

gpandmh@sky.com

Technical Advisor - Eddie Loader ................................ Tel 01432-356841

Mob 07817-361921

Editor contact details -

Crankhandle Editor – Bob Garrett ............................... Tel 01497 831310

Mob 07900-496073

fatcontroller.bob@btinternet.com

HA7C Website Address: www.herefordaustin7club.co.uk

Please note that the views expressed in the HA7C Newsletter are not necessarily those of the Club, Committee or Editor.

HA7C Newsletter September 2014