OWNERS CLUB BULLETIN - January / February 2021 - Railton Owners Club
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OWNERS CLUB BULLETIN January / February 2021
L I MI T ED BY GU A R AN T EE
Re giste r e d Offic e :
L I MI T ED BY GU A R AN T EE
Abberley Cottage, 7 Dowles
Re gisteRoad, Bewdley,
r e d Offic e : Worcs., DY12 2EJ
Abberley Cottage, 7 Dowles Road, Bewdley, Founded
Company Registration No. 574562 June 1956
Worcs., DY12 2EJ
President : Sally Railton Joslin
Company Registration No. 574562 Vice President : John Dyson
Founded June 1956
President : Timothy Railton Vice President : John Dyson
HONORARY DIRECTORS
Chairman : PETER PHIPPS HONORARY DIRECTORS
Chairman
Arbour Grange,
: PETER
SandyPHIPPS
Holt, Fairmile Avenue, Cobham, Surrey, KT11 2TT
Chairman
Arbour
Telephone: :01932
Grange, MICK JARVIS
867090
Sandy Holt,E-mail:
Fairmilechairman@railton.org
Avenue, Cobham, Surrey, KT11 2TT
The Barn, Boulters
Telephone: Lane, Maidenhead,
01932 867090 Berkshire, SL6 8TJ
E-mail: chairman@railton.org
Secretary : 01628
Telephone: MAX HUNT
674116 E-mail: chairman@railton.org
Abberley Cottage, 7 Dowles Road, Bewdley, Worcs., DY12 2EJ
Secretary : MAX HUNT
Telephone: : 01299
SecretaryCottage, 401135 E-mail: secretary@railton.org.
MAX HUNT
Abberley 7 Dowles Road, Bewdley, Worcs., DY12 2EJ
Abberley
Telephone: Cottage,
Spares Registrar :7GEOFF
DowlesE-mail:
01299 401135 Road,
MOORE Bewdley, Worcs., DY12 2EJ
secretary@railton.org
Telephone: 01299 401135
Moorhays, Rhosgoch, BuilthE-mail:
Wells, secretary@railton.org
Powys, LD2 3JY
Technical
Telephone: Advisor
01497-851296
: GEOFF E-mail:
MOOREspares@railton.org
Moorhays, Rhosgoch, Builth Wells, Powys, LD2 3JY
Telephone: 01497-851296 E-mail: COMMITTEE MEMBERS
technical@railton.org
COMMITTEE MEMBERS
Treasurer
Treasurer :: ROGER MAYNE
Financial
Woodsideenquiries
Cottage, 11should be sent
Stanford viaGreat
E-mail:
COMMITTEE
Road, treasurer@railton.org
Witley,MEMBERS
Worcs., WR6 6JG
Telephone: 01299-896457 E-mail: treasurer@railton.org
Bulletin Editor
Treasurer : ROGER: NEILMAYNETHORP
Bulletin Editor : NEIL THORP
7Ridgewood
Greenbank, Grange,
Polruan,Chilton
Fowey,Road, Upton,PL23
Cornwall, Didcot,
1QPOxon., OX11 9JL
Ridgewood 01235
Telephone: Grange, ChiltonE-mail:
850756 Road, Upton, Didcot, Oxon., OX11 9JL
editor@railton.org
Telephone: 01726 870943 E-mail: treasurer@railton.org
Telephone: 01235 850756 E-mail: editor@railton.org
Spares
BulletinRegistrar
Registrar Editor
: MIKE : STENHOUSE
MIKE
: NEIL STENHOUSE
THORP
17 Peasehill
Ridgewood Close,
17 PeasehillGrange, Rawdon,
Close, Rawdon, Leeds,
Chilton Road, LS19
LS19 6EF
Leeds,Upton, 6EF
Didcot, Oxon., OX11 9JL
Telephone: 01235
Telephone: 0113-2504896
0113-2504896 E-mail:
850756 E-mail: spares@railton.org
E-mail: registrar@railton.org
editor@railton.org
Publicity/Website:
Registrar BRYAN
of Cars::MIKE
TOBY TYRRELL
SHARP
Spares Registrar STENHOUSE
Claremont,
Hele The
Cottage, Meads,
Hele Stanstead,
Cross, Essex,
Ashburton, CM24 8QA
Newton
17 Peasehill Close, Rawdon, Leeds, LS19 6EF Abbot, Devon, TQ13 7QX
Telephone: 01279 812113 E-mail: bryan@railton.org
01364 652948 E-mail: spares@railton.org
registrar@railton.org
Telephone: 0113-2504896
Registrar of Cars : TOBY SHARP
Hele Cottage, Hele Cross, Ashburton, Newton Abbot, Devon, TQ13 7QX
Telephone: 01364 652948 E-mail: registrar@railton.org
Material appearing in the Bulletin is copyright and must not be used without the written permission of the copyright
holders. The views and opinions expressed (including advertisers) are not necessarily shared by the Editor or by the
Railton Owners Club. The Club accepts no responsibility for the following of contributors’ advice, nor does it
necessarily endorse the services or products offered by advertisers, which are published in good faith.
2
RAILTON OWNERS CLUB
The premier British club for enthusiasts of all
Brough Superior, Railton, Hudson, Essex and Terraplane
motor vehicles.
List of contents: January / February 2021
Editorial .............................................................................................................................4
Secretary’s Notes ...............................................................................................................5
Renovation of Brough Superior AYU 658 ...................................................................7
The Chairman’s Column ............................................................................................. 13
E.J. Newns - Eagle Coachworks Pt I ........................................................................ 15
EPB 39 Then and Now ................................................................................................ 24
Correspondence ............................................................................................................ 27
Membership News ......................................................................................................... 32
Technical Tips ............................................................................................................... 33
Market Place .................................................................................................... 34
Calendar 2021 ................................................................................................................. 34
The front cover photograph shows the 1937 Rippon Brothers Limousine, BWW 600, at the
Bay Harbor Vintage Car & Boat Festival held in Bay Harbor, Michigan in 2019. Specially built
for Col. Rippon this comprehensively equipped car was very successful in pre-war concours
events. The picture is by K.T. Johnson of the Ugly Hedgehog Photography Forum and was
sent in by member Horst Hendrien who is part of the same photography group. Who owns
the car now that the Hostetler Museum’s contents have been sold?
The rear cover is from The Motor, 26th November 1936. This is the first of these cover adverts
to appear on this publication and shows a Fairmile drop-head coupé. Fairmile Engineering
opted to use script for the marque name this time around (see letter in the last Bulletin). The
location is presumably in London but exactly where? Note the lady driver.
R.O.C. Website: www.railton.org
User name and password for the Members’ area have been changed
A slip with the new information is enclosed or e-mailed to “electronic” Members.
Please e-mail the Editor, the Chairman or the Secretary if, having lost this slip, a
reminder is required!
Printed
Printedby
byHertfordshire
Spinnaker Print
Display
Ltd Plc https://www.spinnakerprint.co.uk/
http://www.hdprint.co.uk/
3
EDITORIAL
It has been an eventful period for your Editor. The Spikins Hudson Special has been off the
road for a long time having its big-end bearings re-metalled (of which more in a future
Bulletin) but I received the crank and rods back in December and have now rebuilt the engine
and refitted it in the chassis. It is running once more but, at the time of writing, I need to
address a pinhole in the header tank and a couple of very noisy tappets.
As Mick Jarvis reports, we have now boxed up a large proportion of the late Pat McDonald’s
Railton spares prior to their purchase on behalf of the Club scheme and a couple of car-loads
have been removed. Anne has now been able to get everything into the garage and see the
house for the first time in years! All this work has been stopped by the latest lockdown.
I also rescued the only
surviving Coachcraft fixed
head coupé (now registered
6389 D, replacing the much
more appropriate DHK 2)
partly as my next restoration
project but mainly to protect
it from the body-snatchers.
The creation of replicas is to
be lauded when the only other
alternative would be the
scrapyard but not when it
destroys a perfectly restorable
or unique saloon. An example of the
former is the car currently for sale
with Robin Lawton which was built
in the late 1970s by Geoff
Tompkins from a chassis which
Barrie McKenzie thought to be
beyond repair.
I am hoping that the coupé looks
worse than it is but, whatever turns
out, there will be a lot to do.
Neil Thorp
CLOSING DATE FOR CONTRIBUTIONS TO THE MARCH / APRIL BULLETIN IS 14TH MARCH.
4
SECRETARY’S NOTES
Well so much for thinking we might be free of “lockdown” after Christmas! With the latest
developments, and uncertainty about how the race between the virus and the vaccine will play
out, there seems little point in detailed planning for the year ahead. I am awaiting information
from the Brough motorcycle people as to whether their Wollaton Hall celebration will still go
ahead during the second weekend in July as a focus for our own National Meeting. Looking
further ahead I have the invitation from organisers of the N.E.C. Classic Car Show in
November to bid for our usual display stand. We have until the end of March to decide.
When writing back in November I suggested that a simple way round the impossibility of
staging our usual A.G.M. would be to set up a “virtual” substitute by inviting members’ email
endorsements of both the Annual Report and Accounts and the Committee list for 2020/21.
In spite of the Editor’s helpfully printing the request in bold red ink just nine of our one
hundred and eighty-five members (aside from the existing Committee) managed to respond!
If not the most encouraging outcome, the result did just scrape us past the necessary quorum
and I thank those of you who helped keep us the right side of company law. Your names are
recorded in the Minutes!
Just as the year with such very limited opportunity to enjoy our cars was ending some of you
may have noticed that the Federation of British Historic Vehicle Clubs published a summary
of the results of its latest National Historic Vehicle Survey. It makes for interesting reading
suggesting that our movement is actually gaining in strength. The indication is that there are
now 1.5 million historic vehicles on the D.V.L.A. database, approximately half of them
registered as “on the road” and ready for use. The number of enthusiast owners is recorded
as 684,000 so that, on average, each is responsible for 2.2 vehicles. The financial implications
of all this are very significant. At £7.2 billion the contribution to the British economy exceeds
that of the equestrian movement and with more than 4,000 businesses involved employing
over 34,000 people there is a significant tax revenue implication.
Alongside all of these statistics the environmental implications of historic vehicle preservation
and usage are shown to be minimal. We apparently contribute 0.2% of the total miles driven
in a year with an average per car of just 1,200 miles. So, obviously much down-time is being
spent in the garage/workshop, and here the FBHVC has recently suggested another positive
benefit from our hobby. At a time when the pandemic is having a deleterious effect on mental
as well as physical health, happy hours spent on long-stalled restoration projects are
apparently helping us enthusiasts build a sense of “wellbeing”. According to one Dr Fancourt
of University College London this can work in three ways: it can “help by distracting people from
their worries; it can help people come to terms with or reappraise things and get a new perspective; plus it can
really boost confidence and self-esteem.” So my struggles before Christmas to reinstall the
refurbished petrol tank under FPH’s chassis were really an exercise in self-administered
therapy!
5
Perhaps, as the national lockdown now continues through the winter, other members will
have stories to tell of the mental health benefits of hours spent lying on the concrete floors of
unheated workshops while bits of rust and road grit fall in their faces! Scope here for a few
letters to the Editor for future issues? Or what about the odd horror photographic image to
match the picture of my now replaced inlet manifold reproduced on page 30? As mentioned
in November the Club spares operation is well-geared to support your efforts.
The origin of one early Railton project caught my eye when looking back fifty years for my
archive piece. Writing in the January 1971 Bulletin Barrie McKenzie drew attention to the
news that:
“The owner of another
car in the ‘For Sale’ list
wrote to Richard Hirst
announcing a dramatic
price reduction as
someone had stolen the
radiator. This was
EPA 93 and it can
now be removed from
Dundee in exchange for
£20 which is not bad
EPA 93 after being rebuilt for a Railton saloon
by Peter Adamson even without the
radiator”.
It was Peter Adamson who beat the rush north with his £20 note and this 1936 Cobham
became the basis for the well-known blue light sports special now owned by daughter
Jennifer.
Max Hunt
This fine image of BPL 48
appeared in The Times on 1st
December.
Captioned:
A staff member at Brooklands
Museum in Weybridge tests a
1934 Railton Terraplane before
reopening.
6
RENOVATION OF BROUGH SUPERIOR AYU 658
The final part of David Bingham’s account of the restoration of his Brough Superior 6-cylinder
The steel wings, fuel tank and
spare wheel covers were sent to
Ray Pettit and his son in
Nottingham for repair to the
flanges. A water trap, formed
where the wings were screwed to
the ash frame, corroded the edges
of the metal resulting in a lacework
pattern after bead-blasting. Rodney
fitted galvanised steel liners to the
underside of the body to protect
both the wood and aluminium.
The fuel tank had a badly pitted
and leaking end and Ray decided to renew it; otherwise the tank was sound although needing
a new petrol-level sender. Whilst at Pettit’s I learned I had just missed John Surtees who was
in Nottingham to collect a Benelli six-cylinder motorcycle Ray had found for him.
The car came with a hydraulic jacking system, albeit in a wooden box. It had a central
hydraulic motor with four way switching still bolted on the chassis. A jack was provided to
each axle adjacent to the wheel, quite a nice piece of engineering. I felt the weight of this was
about equal to an extra passenger and whoever dismantled it from the car seems not to have
been keen on it. It is still safe in the box it came in from Australia.
The wiring was a complete bodge
with much household wire in
evid ence. Fortu nately Ken
Pritchard of Daleside Motors in
Nottingham was restoring another
Brough six-cylinder d.h.c. and
loaned me the original wiring loom
to take to Autosparks at Long
Eaton to copy. Again never take
such things for granted! The new
wiring loom was a magnificent
work of art, all cotton braid.
Unfortunately 20% of the under
bonnet wiring had to be re-made
and there was no allowance for the change from semaphore indicators to flashers nor for the
front spot lamps. I used four Yamaha bike flasher lamps as they fitted nicely behind the
bumpers. I believe now you can buy dual purpose period side lights and flashers.
7
Chris Broadbent, who is based at Knowles Garage Epperstone and rents the spray shop there, undertook the paintwork. I took the four sections of the bonnet and he surveyed the work but condemned the hood as it had corroded at the rear. I was recommended by John Knowles to an excellent panel beater in Bourne, Lincs. John had connections with BRM and, some fifty years earlier, had taken me to the BRM race factory to look at their H16 engine as well as the racing section. Unfortunately the race team was on GP duty and not to be seen. I phoned the panel beater but he was renovating a Bentley. He was too busy, he said, but I could take the panels to him and if it was not too big a job he might fit them in. When I arrived he became interested in the vents and slots on each of the panels saying it looked like the car must suffer from overheating. Not to my knowledge I defensively offered, soon it would be my knowledge! When I arrived we had a chat about his involvement with BRM and he was the chap who made the BRM racing car bodywork back in the day. With my interest in GP racing showing, he took me into his house and showed me his collection of BRM memorabilia including several photographs of him with Graham Hill and others in the team. He offered me a cup of tea and we agreed a few folding notes might help my cause. A week later I had four immaculate aluminium panels. You could just make out where new sections had been welded in but they would disappear after painting. The joy of old cars I discovered is that you can take all the parts, main body, wings, bonnet and doors to be painted separately and so keeping the piping looking brand new. Derek Henshaw put me on to Graham Dean, coach trimmer, at Ilkeston as he had recently renovated two Broughs. Derek also had his original hood and trim to copy. Graham did an excellent job and was able to purchase enough Connolly hide from stock. Connolly leather was used in the original Brough specification but at the time of my renovation they had gone into receivership so I was very lucky in that respect, especially as it was cream like the original. The only change was to omit a rectangular zipped panel at the rear as per the original because the zips tended to leak and also when the panel was rolled up in summer Derek said the exhaust fumes were pulled into the car. Rodney brought the body to my workshop in its wooden form and it looked splendid with its new ash frame. He fitted it to the chassis along with the bulkhead and then I took the car down to his workshop a few weeks later where he made and fitted the aluminium body. The wheel covers and spinners were in a poor state, being a composite of aluminium steel and brass. I made an attempt at renovations but Mike English of the Brough Club came to 8
my aid as he found someone who would spin up a set of five. The result was an exact copy of
the originals and completed the trimming of the car. John also sourced a pair of sets of
support springs for the air horns.
Following the return of the car Andy Carter wired up all the electrics and carried out test
trials, with some bits done by me under supervision. We used all bullet connections, all
soldered, as supplied with the new loom. The next stop was to be Graham Dean for
renovating the seats, carpets and hood and a brilliant job he did too. I was delighted with
Graham’s work both with the hood and Connolly leather cladding of the four seats keeping
the exact design as the original.
The complicated folding hood
mechanism was in rather a rusty
mess and the hinge pins were
riveted over so I dismantled them
with some effort. I turned up a set
of new pins in stainless and after
the various bits arrived back from
the platers I assembled the two
units. George Brough shows a girl
single handed folding the hood ‘in
seconds’. I found that the hood
has to be guided behind the rear
seat whilst folding the hood back
by means of a central handle on
the front beam of the hood or it jams. The girl in the picture must have a ten foot arm span!
The car passed its MOT in June 2005 and settled in nicely and soon felt like a complete car
again, probably for the first time in thirty years. The only problem was overheating and what a
problem it was! I had to call
Andy Carter for a tow back
several times. Ted Lester had
told me that, when they started
the car project, GB was not
happy with the front grille
design. He pointed out one of
his motorcycle tanks leaning
against the factory wall and said
that was the shape for the
radiator. When seen against the
Railton grille the Brough one
tapers inwards towards the base.
I haven’t measured the two side
by side but I suspect the
aperture to be larger on the
Railton.
9
My number two grandson, William, and I went on the Brough Superior 2008 50 th anniversary Club Rally taking in Brooklands, Clouds Hill, the Severn crossing and finally South Wales and Pendine Sands. I took the car by trailer between the base hotels and we motored out during the trips. This was mainly to appease my wife and daughter should trouble develop and William be stranded. All the trips went well and we motored round the Dorset landmarks, Clouds Hill, Bovingdon Tank Museum, on to Wales via the Brecon Beacons and down to Pendine where we had a chase along the sands used by famous record breakers listed on a board near the museum. Only recorded fault on the trip was water ingress via the wiper motor, soon fixed by William with a rubber glove and elastic band. One outing took in Rose Benyon’s fine collection of Brough cars including the V12 which was running on the day. My wife was not too happy in the Brough because its tyres tended to track ruts like in the lorry slow lane on a motorway. John Knowles suggested bolting a Mark I Range Rover hydraulic steering damper onto the track rod. Immediate cure with the plus that it cannot be seen as it is behind the front axle beam. A year later after seven years of happy Broughing I found water in the sump when carrying out pre-season servicing! Oh dear! I took the cylinder head off and could see the block had cracked between a couple of cylinder studs and then down the bore. I have had my doubts about the design of the Hudson engine as the distance between No 1, 2 and 3 cylinders is less than 4mm and down to 2mm with sleeving, the same with No 4, 5 and 6 cylinders. Between 3 and 4 cylinders it is 30mm due to the centre crankshaft bearing. I dismantled the engine and took the block to Surelock in Oakham where the cracks, and eight other similar cracks, were stitch welded and then the block given a ceramic bath to fill any unseen cracks. This is the short story for when you place your fate in specialist suppliers you can take a few years off your life. This engine has yet to be rebuilt as it looked like a long term project and I would have preferred to get a ‘clean’ block to work on. A lifetime friend of mine, a retired Triumph and later Land Rover / Range Rover dealer, John Knowles, also cast around for another block and I had several “lost cause” attempts at buying a block in the USA. Finally John said he knew what George Brough would have done, he would have fitted a better engine. George Brough and John’s father were friends and GB often called at their garage for a chat as it was midway between the Brough works and GB’s farm and a favourite pub, The Beehive at Maplebeck. I studied several six cylinder engines and a Jaguar XJ looked the best bet but it was 50mm too long. John said a Jaguar engine would over-cook the egg and be too powerful for the Hudson chassis or even my needs. The 10
BMW engines were far too complicated for someone with a screwdriver, pliers and a roll of
duct tape so I discounted them.
Some weeks later John phoned with his suggestion
that a Triumph TR6 engine coupled to a Triumph
TR3 four-speed gearbox (shown right) would slot
in without alterations to the Hudson Chassis. I
asked him to implement his suggestion but he
didn’t want the work. However, he offered one of
his retired mechanics to do the job. John sourced a
Triumph engine and gearbox and his mechanic
stripped and overhauled both items including new
twin SU carburetters and an alternator. In a matter
of six weeks the engine / gearbox was slotted into
the Hudson chassis with the only alteration made to
the engine front mountings to match those of the
Hudson, allowing it to land on the original pick up
points. I dismantled the front engine plate on the
Triumph and welded new brackets to pick up on
the Hudson front engine mountings. A
strengthening plate was welded inside the bell
housing and the rear of the gearbox coupled up
with the Hudson mounting. I had a new shortened
prop shaft made and adapted a new front section of
pipe to fit the Hudson exhaust.
The result was a very pleasing car, still with a
straight six engine with lower capacity but similar
power and a four-speed gearbox. Only one
alteration needed and that to the carpet for the gear
change. The car always starts first time and more
than keeps up with the modern day traffic. No
worry about overheating on hills any more.
After all this trouble I was mobile again and then, as is always the case, I received a call from
Jerome Fack. Jerome had imported a Hudson rolling chassis from America in 2011 and
offered to let me have his spare engine from Girl Pat; he would get the engine restored and
sell it to me. This was delivered to the Donington circuit in March 2012 where he was
competing in the Motors TV / VSCC televised event using Girl Pat.
Well due to family illness I have never found the time to fit the Hudson engine but it is
resplendent alongside the car complete with renovated gearbox and can be fitted with very
little effort. However the car runs beautifully on its fifty-year-old, very economical, cool
running engine. The only parts needed in nine years have been spark plugs and oil filters.
I know there are those who will only accept originality. But how many Brough-manufactured
11parts can you find on a car or motorcycle? George Brough’s talent was a great flair for design and advertising and you have to stand back and look at the finished product and realise therein lies his secret. Also, the Triumph engine in its basic form is more than up to the job and you can jog along the motorway at a steady 65 – 70 mph without constantly looking at the temperature and fuel gauges. The only addition is a rev counter fitted under the dash shelf, purely to check what revs the engine is doing. My son will take over car in the future and will most likely swap the engine/gearbox back. Would I do the same again? I very much doubt it but I am pleased I did the renovation. Would I sell the car? Definitely not, plus there is a family queue for the car and it is in much use. It is quite a rare machine and wherever it is parked people come for a look round with genuine interest. Brough is still a well known name around Nottingham but a Brough car is something really special. I haven’t named the car yet, unlike my bikes, but I will get inspired sometime. I have carried out a few weddings for close friends for free but wouldn’t do the job commercially. I only use the car locally and it has been to Club Rallies in London and Oxford and quite a few locally, but I am not a fan of sitting in a field with a car or bike and so Andy Carter usually takes the car to these events. David Bingham 12
THE CHAIRMAN’S COLUMN
I cannot speak for the Membership at large but personally I am really fed up with this Covid
19 pandemic. We are now in a third lockdown just as onerous as the first lockdown imposed
last March and in truth we can see little hope of any speedy return to normality – whatever
that means.
The Spanish philosopher George Santayana wrote in his book The Life of Reason in 1906:
“Those who cannot remember the past are condemned to repeat it”. This must be one of the
most often mis-stated and plagiarised quotes out there but it resonates in this context. The
Spanish Flu pandemic of 1918-19 lasted approximately 500 days in the U.K. from its first
cases in Spring 1918 until late 1919 when in effect herd immunity was reached and cases fell
dramatically. If we assume that March 2020 saw the start of this Covid pandemic and count
forward 500 days we will be in to July of this year before there is any light at the end of the
tunnel. I am sure we all hope the vaccines now available (not the case in 1919) will shorten
this time frame, but it is a sobering thought. Covid will inevitably continue to impact us and
our Club throughout this year.
Covid has not halted all Club activity however. While most of Southern England still basked
in the liberal era of Tier 2 restrictions Neil Thorp and I returned to Anne McDonald’s home
to continue work on the acquisition of the spares there. As mentioned in my last column
several of the cars in the late Pat McDonald’s collection were also for sale and one car in
particular caught the attention of our Editor. Neil has now acquired it, a 1936 Coachcraft
f.h.c. (I am reliably informed it is one of only two made) which had not moved for over 20
years. We towed the car out of the garage and Neil arranged for transport back to his home
garage in Oxfordshire. This activity is reported elsewhere in this edition and we can look
forward to Neil’s reports on his progress on restoration for some time to come.
Which brings me to another point – restoration. The V.S.C.C. Bulletin of Winter 2020
reported “A shocking act of vandalism” where a 1929 Amilcar Type M had been purchased at
auction, the saloon body removed and put on a bonfire. The perpetrator was Dutch dealer
and V.S.C.C. member Juri Castricum and the V.S.C.C. President has reportedly written to him
asking him not to renew his membership. The V.S.C.C. takes a dim view of such
“restoration” and states “it is not acceptable to turn an existing car into a car of a different
type (e.g. a saloon car into a sports car) unless the existing car is beyond reasonable
restoration” and this must be agreed with the V.S.C.C. Eligibility sub-committee before any
restoration commences. Unfortunately the Dutch dealer is not alone as there are some
German companies out there which perpetrate similar acts of vandalism.
The f.h.c. is bordering on being beyond reasonable restoration, so it was to prevent the car
suffering a similar fate to the Amilcar that finally persuaded Neil to take it on – I have told
him that I expect a bang-up restoration job on the car including a working sun roof!
Mick Jarvis
1314
E. J. NEWNS – EAGLE COACHWORKS
Within the confines of the Railton Owners Club the name of the minor coachbuilder Newns
of Thames Ditton is synonymous with the Light Sports Tourer and Alpine Grand Sports; but
of course whilst these two models are possibly the most outstanding, the company built much
other bodywork, for commercial vehicles and cars, before becoming involved with plastics.
Ernest John Newns was born in 1884, in Bexley, Kent, the eldest of the six children of Harry
Newns, a bricklayer and his wife Lucy. From the age of five he attended Bexley Old School
and, later, Belmont Boys’ School (Bexley). At sixteen he joined Vickers in Crayford, Kent as
an apprentice for five years, attending evening classes in Mechanical Engineering at the
Dartford Technical College, the last two years at Vickers building the short-lived Siddeley car,
when J.D. Siddeley left to replace Herbert Austin at Wolseley. Ernest joined the fledgling
Austin Motor Co. at Northfield, Birmingham in January, 1906 as an engine builder and tester,
before taking charge of the erecting dept., but left in August, 1907 for a job as charge hand on
car repairs at the Mercedes Long Acre depot in London.
In November, 1909 Newns took up a position as manager of the Taxi de Luxe Co. in
Fulham. This lasted for two years until he set up in business on his own in Cornwall Gardens,
Kensington “chiefly doing chassis repair work” – as he subsequently described his career
path*. He had found time in 1910 to marry Laura Vidler and subsequently set up home in
Elm Gardens, Barnes. His work expanded to such an extent that additional premises in
Bayswater were acquired to tackle the complete overhaul of the XYZ Transport Co. lorry
fleet, followed by a similar contract for the Belgian Government in 1914 and the overhaul of
Army lorries at Kensington Barracks. However, in 1917 he was directed to war work, as
machine shop manager of the Astral Aviation Co., in Kingston-on-Thames, employing some
300 hands on Government contract. This came to an abrupt halt when such contracts were
summarily cancelled with the cessation of hostilities in 1918.
*His Proposal Form for admission, dated 11/10/22, to the Institution of Automobile
Engineers as an Associate Member has proved invaluable in providing much detail of his c.v.
(an earlier application in 1918 having been turned down for lack of ‘technical education’). But
as often with such applications he has no doubt somewhat embroidered his achievements. At
the same time he became a freemason at Dormer Lodge, East Molesey.
15Newns states “I then restarted (as senior partner and managing director) in business at 82
Brighton Road, Surbiton, which I called The Surbiton Coach and Motor Works, and from
date of starting (unspecified) have employed on average 100 hands, and apart from the motor
engineering side, I have built complete over 600 motor car bodies for several leading firms,
some of these bodies have
been in the last three Motor
Exhibitions at Olympia, one
of which, a coupé, was on
the AC stand at the last
show. This was a stock job
to my own design, and had
several special features in
the way of fittings, some of
which I have patented, such
as dickey joints and head
joints”. (see left)
A 16 hp AC newly bodied by E J Newns of Long Ditton with a lovely
drophead coupé with double dickey seat. (Bryan Goodman Collection)
A supreme example of the work
of the Surbiton Coach and Motor
Works – Surbico. The ‘twin-cam’
Sunbeam was very much a super
car of the time, in stiff
competition with the 3-litre
Bentley. This “Submarine Saloon-
coupé” on a 1926 3-litre ‘twin-
cam’ Sunbeam is a delightful
example of advanced design;
finished in emerald green with
frosted aluminium side panels, it
must have caused
quite a stir.
Built for Woolf
Barnato (of later
Bentley fame) it
cost £1,475.
(Photos:
Bruce Dowell).
16Appendix 1 Luxurious Coaches for Foreign Travel.
(From: The Commercial Motor 16th July, 1929.)
Year by year more people brave the Channel crossing and take their holidays abroad. In many
cases, where travelling from place to place is preferred, the motor coach is found more
pleasant to use than the train. If there be a British concern operating in the country visited,
selection naturally falls on that company. Such a case is that of Motorways, Ltd., 54, Hay
Market, London S.W.1. Amongst its most recent purchases is a batch of 11 C.F.6 Daimlers,
these being equipped with coachwork by E. J. Newns, Ltd., Portsmouth Road, Thames
Ditton, Surrey.
The bodies were
designed by Mr. E. J.
Newns, A.M.I.A.E.
and Mr. Lyon of
Motorways, Ltd. We
understand that the
coaches are to be
used in Venice,
Spain, Switzerland
and Kenya. Sixteen
seats face forward,
those on the near
side being of the
single pattern, whilst
those on the off side
are each for two
people; all are of the
separate armchair
type. In the driver’s
compartment there is
a leather-upholstered
bucket seat for the
driver, an armchair and a folding seat, the last-named being by the nearside entrance door. On
the rear door is a tip-up seat. The two chairs immediately over the wheel arches have the same
overall height as the others, but the cushions are actually 2" above the level of the remaining
cushions. All seats have head rolls, deep cushion cases and are upholstered in green velour
cloth, rugs are supplied to match the upholstery.
In front of each passenger is a folding glass-topped table, a map being slipped under the glass.
The woodwork of the tables is in walnut, which is used for all other interior fittings. Ashtrays
are provided for each row of seats, these are mounted on the lining boards, which are covered
with green material to match the curtains. The double-cambered roof is lined with green, a
darker shade being adopted for the transparent sun-blinds. Carpets are also green, likewise the
curtain between the saloon and the rear compartment.
17Airvac ventilators are mounted in the roof, whilst ship’s-type air extractors are employed in
the scuttle dash, kitchen and lavatory. The two last-named sections of the vehicle are behind
the rear bulkhead of the saloon. On the off side is the lavatory, the fittings of which include a
closet, tip-up wash bowl, water tank, two mirrors and a soiled-towel box; black-and-white
lino is used on the floor. On the opposite side is the kitchen, in which are a Ewarts water
heater, cupboards, nest of drawers and a special crockery rack. White leather-cloth is used for
the finish of this section of the coach. The rear door gives access to this compartment, which
is screened by a curtain from the saloon.
Between the driver’s compartment and the saloon is a sliding door. Horizontal sliding
windows are used in both front doors, but the eight side windows can be lowered in the usual
way. Glass ventilating louvres are mounted above the main windows. On each front wing is
mounted a rear-view mirror. A four-piece V-fronted windscreen is employed. A bell for
warning the driver of the presence of vehicles desiring to pass can be actuated by two push-
buttons – one beside each rearmost seat. Maroon is the colour of the aluminium-panelled
upper portions and roof, whilst grey is the finish for the lower side panels. Red and white
linings are used for the very narrow belt rail, the Ewarts wheel discs are painted in red. On
each side there are six lockers for special luggage cases and a small flap on the off side covers
the petrol filler and gauge. On the two forward lockers are folding steps; these are for the two
front doors.
To have produced this number of From: The Pall Mall Gazette, June 25th 1920.
bodies, despite the fire (see right),
in just over three years from start- A fire, which caused damage to the extent of several
up seems remarkably good going, thousands of pounds, was discovered about six o’clock this
but perhaps it was this level of morning at the Surbiton Coach and Motor Works, in
activity that prompted Newns and Brighton Road, occupied by Messrs. E. Newns and C.
his partners (one of whom is Webster.
The firemen were able to prevent the blaze spreading to the
named as Charles Webster, of
adjoining premises, but the motor works, which consist of
Hook Road, Surbiton) to lease
wooden buildings with corrugated iron roofs, were completely
some extra land in Cotterill Road
in November 1921. The company gutted. Three large sheds and their contents – valuable
machinery – were totally destroyed, and several complete
traded under the brand name
“Surbico” and later built motor cars and about fifty motor-lorries were also burnt.
coachwork for such prestige
makes as Sunbeam, Bentley and Invicta. Perhaps it was this association with AC that leads to
the so-far unsubstantiated allegation that Newns later built AC bodywork.
At some time in 1923 Newns fell out with his partners (he was apparently of a ‘prickly
nature’) so he once again set up under his own name. Just where ‘Long Ditton’ becomes
‘Thames Ditton’ is probably of little importance other than to local residents, but the
Portsmouth Road runs through the area, and it is here that he established his new ventures,
coachbuilding and as automobile engineers (i.e. garage services). It is rather confused as AC,
Newns, and Comptons (Ditton) Ltd – another coachbuilder lately occupying the premises in
Boston Road, Hanwell eventually taken by Coachcraft – all have a ‘Portsmouth Road’ address.
18Appendix 2 New Features in All-Metal Bodywork.
(From: The Commercial Motor 13th May, 1931)
Exclusive Details of a New Two-piece Sliding Hood and Hydraulically Operated Drop
Windows.
The Activities of E. J. Newns, Ltd.
CONSIDERABLE activity prevails in the bodybuilding shops of E. J. Newns, Ltd., of
Portsmouth Road, Thames Ditton, Surrey, where many types of body are produced, primary
attention being given to all-metal construction. Mr. E.J. Newns, the managing director of the
company, has for many years been concerned with all-metal bodies and he has evolved a
successful pattern, several modifications to which have recently been made.
The cranked-angle steel bottom members, which carry wood floor bearers, are bolted to the
chassis and a layer of felt is interposed as an insulator. Hand-beaten-steel side pillars are
riveted to the cross-members and they are securely flitch-plated to the floor bearers, these
plates fitting into the uprights. The main side panels are attached chiefly to the waist-rail,
although copper rivets are used to secure the panels to each standing pillar. It is claimed that
by this arrangement, sideways flexing of the body is permitted, thus allowing shocks to be
absorbed and at the same time, minimising the risk of the panels splitting at these vulnerable
points. Further to ensure flexibility the outside shell of the body is not fixed to the framework
between the waist and the cant-rail level. The cant-panel is welded in one piece from front to
back. Three angle bearers stretch across the body and support the weight of the luggage
compartment, several patterns of which are constructed. In future it is proposed to fit
stainless-steel waistbands to Newns coach bodies.
On the inside of the panels a
compound known as Celotex is
employed and this, Mr. Newns tells us,
prevents drumming. During a recent
visit to the works we were able to
inspect a new sliding head – the
Newmelts – for which the company
has taken up the sole agency. The roof
is constructed of metal on the roller
principle and is in two sections, one of
which slides into a box formed
between the inner and outer panels of
the rear one. Thus, when the head is
open the rear light (i.e. window) is not
obstructed. The forward portion of the
roof disappears above the driving seat.
Whether open or closed the whole
assembly is particularly neat. Another
good feature is that it works freely by
19the use of a handle fixed to each part of the roof. It is also claimed to be proof against water
and wind. We were rather interested in the patent locking device that is employed. Through
each cant-panel a thumbscrew passes, this forcing a long felt-topped filler upwards and
slightly sideways, thus locking the head for its full length.
Another device that Mr. Newns showed us was a patent (Patent 3826668 – Improvements In
or Relating to Mechanism for
Raising and Lowering
Windows, Shutters and the
Like – of December 10th,
1930 refers) hydraulically
operated adjustable window,
upon which he is still
working. Mounted at the
bottom of the window frame
there is a small pump, from
which protrude two plungers
and a jack. Attached to the waist-rail is a handle which, when rocked, actuates the two
plungers and causes the jack to raise the window through the medium of a lazy-tongs
mechanism. When a button on the waist-rail is pressed, a valve in the pump is released and
the window, which can be held in any position, gently drops. If thought necessary, a locking
device similar to that employed in connection with the Newmelts sliding roof can be
provided. Pressure is exerted on the edge of the glass, this it is considered, being the correct
place.
Left: a 1923 20 h.p. Rolls Royce (chassis
number unknown) which is said to have
Newns coachwork
(Photo: from Jan Roosenburg)
Above: a 1929 drophead coupe on a very
rare 21/60 Wolseley straight eight chassis.
(Photo: from A – Z of British Coachbuilders
by Nick Walker)
20The activities of E.J.Newns Ltd. in the 1920s are obscure; though the AC connection is
constantly promoted, all entries in Olympia Show Guides – other than a few exceptions
where other coachbuilders are acknowledged – state “coachwork by exhibitors” or else are
unattributed. It is interesting to conjecture how Ernest would have interacted with S.F. Edge
the equally ‘touchy’ M.D. of AC Cars. It is, though, quite likely that there was some co-
operation and ‘helping-out’ between such adjacent enterprises.
Commercial vehicle (especially bus) bodies were an important activity. The Commercial Motor of
July 16th 1929 carried an article entitled “Luxurious Coaches for Foreign Travel” describing
bodywork fitted to eleven Daimler chassis (See appendix 1). The issue of 12 th November
mentions a Newns 20-seater bus body on an (American) Stewart chassis exhibited at the
Commercial Vehicle Show. The 19th May 1931 number describes “New Features in All-metal
Bodywork” detailing many of Ernest’s ideas (See Appendix 2).
Coachwork was built for Rolls-Royce (in 1927 a 20 h.p. tourer, GUJ 76 was built for
D.J.Molteno, and a Phantom II (200 GN) was rebodied), a straight eight Wolseley, and a
batch of ten Austin 7 sports models, lightened and modified. In 1928 Newns acquired a
licence to build Weymann fabric bodies (see appendix 4) and throughout the period he was
busy filing patents for bus and motor body details. By 1930 the motor garage business was
located at the City Wharf, off Portsmouth Road.
There is rather more information available on Newns activities from the mid-1930s, by which
time the ‘Eagle Coachwork’ name had been adopted. Perhaps this enhanced level of activity
prompted Ernest to join the Society of Motor Manufacturers & Traders, and thus qualify for
a stand at the Motor Show. Despite the high hopes of the promoters, the Jowett Special tour-
er proved to be a ‘one-off’ (see description that appeared in The Light Car April 20th 1934 –
Appendix 3).
To be continued
As it is today – the newly-
restored Jowett with proud
owner, Ian Aitken-Kemp,
who found the car in a
Somerset barn where it had
rested for over forty years.
21Appendix 3 22
Appendix 4
23EPB 39 THEN & NOW
The mention of the merits – or not – of cut-out switches a couple of issues back prompted
me to share how I have done this for EPB during its makeover. As you’ll have gathered I do
indeed think they are worth fitting for road use. I was convinced following a close shave with
another vehicle when I ran over a bit of galvanised baling wire that jammed and then shorted
the positive battery lead causing some smoky excitement. The cut-out switch saved what I’m
sure would have been extensive if not terminal damage. Since Neil was asking for more input
for the Bulletin I decided to extend this piece into a sort of EPB then and now progress
report.
As you’ll have read before, EPB had already led something of an exciting life before it landed
up in my garage, having been used for road events such as the Flying Scotsman and various
European rallies. Each to their own but the overall look was to my eyes something “only a
Not to everyone’s taste - EPB as acquired.
mother could love” so in addition to
replacing many of the repaired and worn
parts I wanted it look more like an LST
and sit on the road better. The eagle-eyed
among you may have spotted this before
but as far as I know it is one of the few
Railton specials to run on 18 inch wheels,
which didn’t help. Home-made coil-overs
at the back had jacked things up even
further. Replacing those with adjustable
AVO shock absorbers (lots of head
scratching to determine specifications and
settings) and then fitting lower profile
Blockley tyres (see right) took the whole
vehicle down by almost 8 inches. Looked
at in profile, I think it now looks right.
24I’ve covered most of the mechanical work in previous updates but the list of things replaced
is extensive. Among those is a completely reworked fuel tank along with a breather pipe and
fuel cap mounted higher on the rear scuttle. The 5 different types and sizes of fuel pipe were
ripped out and replaced with new ethanol-friendly stuff with proper pipe mounts rather than
tie wraps. A bit of careful routing meant that I could run the pipe between the outer body and
inner panels of the cockpit on the passenger’s side with a small open section for a fuel shut
off tap. I figured I’d go overboard with cut outs for fuel and electrics.
I wanted both positive and negative battery terminal cut outs – one with a removable key –
not only for safety but also as some form of protection from people with light fingers when
the car is left parked in public places and in the garage. It’s much more difficult to hide things
with period-correct vehicles but since mine is a special I’ve got more scope to fit things where
I want. It’s at this point that I sat down to decide exactly what I wanted the interior layout to
be. Practicality and usability for road trips were the main concerns. So I sat in EPB in the
garage and talked myself through a series of actions from the mundane – climbing in and
being able to reach everything to start it up – through to much more exciting events such as
baling out in a hurry.
First decision was easy. I needed
new seats to replace the bench
seat. Steve Baker MG was the
source for those. The battery
lives under the passenger foot-
well so a new floor with easy
access to that was next. The
remote gear change (topped with
a control grip from a Corsair
fighter/bomber as a bit of fun)
that I’ve also mentioned before
was machined by a friend and
positioned close enough to be
easy to use but not so close as to
be in the way. The dashboard
had clearly been put together
from various sources with nothing in the right place for me. That was replaced by a cardboard
template with gauges and switches marked out in a variety of ways to check what worked
best. The result may not be to everybody’s taste but it works for me and it is a special. At least
I can now indicate without having to reach through the steering wheel. The clock by the way
is one I’ve used before and came from a MIG fighter. I also picked up a University Motors
dash plaque and key ring cheaply from eBay.
After trial fitting the seats I realised that I’d have just enough room for a centre console. As
you can see from the photo overleaf, the front lifts up to reveal the battery cut-out switches.
They couldn’t be any closer than that. The rear section covers a small storage cubby-hole
handy for goggles and gloves. Which leaves me with the seatbelts to discuss. Many will groan
25but for road use with grandchildren I really couldn’t argue against them. Nonetheless I wanted them to be discreet. I began when the floor was out by fitting a steel cross bar bolted to the chassis side members and X section for mounting the belts. Another was fitted across what is now the luggage area behind the seats. Originally I’d gone for simple modern inertia-reel aftermarket units but no matter how hard I tried I couldn’t make them look right. Then I had a flight in a Tiger Moth. That had 5-point Scroth inertia-reel belts with levers that could lock or unlock the inertia-reels for getting in and out. A couple of those bought from an aircraft dealer proved to be the answer. I’d already fitted a lockable rear deck cover for hiding luggage out of the way, so the inertia-reels were bolted to the steel cross bar in there with the belts passing through escutcheons on the non liftable part. Even better, that is usually covered by the folded tonneau so they are not visible when not in use. The side belts mounted to the steel cross bar tuck away while the crotch strap tucks under the seat cushion. Unless you look closely you wouldn’t know they were fitted as you can see from the photo of the seats. With all these aviation references on board I added a .303" bullet as a radiator mascot. After much debate (mostly with myself) the body, wings and valances side and front are being brush painted a sort of dark olive green. I’ll retain the bare aluminium bonnet since that’s part of the history of the car. I’ve only ever named one other of my cars (The RoseLeaf Special – I’m sure you can work out why) but the aviation references were too good to pass up. I can therefore confirm that once painted EPB will be named “The Green Baron”. Chocks away! Robin Richardson 26
CORRESPONDENCE
From Nick Brough
I was very excited to see the picture on the front cover of the November/December Club
Bulletin as I immediately knew where I had seen it before. I was even more excited on
reading the inside cover, so rushed upstairs to my put-aside extra-special car magazine stash
to make sure I get my facts right, according to our daughter this makes me a geek. Although
being a geek is something I aspire to, I am not sure my actions qualify me for such a hallowed
compliment; but I digress.
The picture appeared in the March 1990 copy of Classic and Sportscar, being used in an article
entitled Anglo-American (then rude word implying they were born out of wedlock as their
father was a bachelor). Even though I was brought up in Devon and have spent many
holidays in Cornwall, I cannot confirm exactly where the picture was taken, we were on
holiday in North Cornwall in the summer and it is possibly Trebarwith Strand Beach, I am
sure Richard Johns or someone else will be able to confirm. [John Fack has confirmed the location
– Ed.]
At the time the owners and cars were:-
Ian Johns and his wonderful Brough (I am not biased – honest) and two other lovely cars,
From Iain McKenzie
Thanks for the Bulletin, received today, excellent as usual.
I'm enjoying the Brough Renovation articles by David Bingham, though for the sake of
accuracy I would like to point out that the chassis reinforcing section as brilliantly pictured in
his inverted chassis picture is not an addition by Brough. I've seen three of these types of
chassis, all of them 1936 8-cyl. Railtons, and I believe it to be a modification by Hudson for
the 1936 season. Presumably they decided the chassis were not stiff enough for the substantial
pressed steel bodies and added the extra section. The pieces are all pressed steel with turned
over flanges round the apertures in the same manner as the main chassis and riveted to the
27chassis with the same type of rivets, an unlikely product of Brough or Railton.
I wasn't aware the same stiffening was used on the 6 cylinder chassis, as I haven't had a 1936
6-cyl. car in my hands, but it certainly appears on DBH 137, EPA 93 and COM 312, and I
can remember being surprised when I first saw it under DBH and wondered briefly if it was
some aftermarket modification. Of course it was just a stopgap fix and the chassis was
redesigned for the following year with wider rails to suit the larger bodies being used.
I've enclosed a couple of pictures of the COM chassis, nothing like as clear as the upturned
picture, but showing the extra section in the centre, one of the apertures originally for a
running board outrigger being ideal for slotting the handbrake linkage through for the
external lever. I hope this is of interest.
[John Dyson also confirmed that the extra bracing of the chassis frame cruciform was a Hudson Motors,
Chiswick, initiative for all 1936 coach-built models. Apparently they felt there was some need for extra
stiffening with the introduction of hydraulic brakes and radial safety arm anchorage points when the extra
rigidity of unit-constructed factory bodywork was not present. - Ed.]
From Geoff Tompkins
I was pleased to be put in touch with
the current owner of the car I wrote
about in the last issue. [It is now with
member Gordon Sinclair-Walker. - Ed.]
Enclosed from Classic Car Weekly of
11th November are details of another
Hudson – a 112 small six I think;
EEH 990 was a big six.
From Bob Hutton
A fine Brough outside the R.A.C. in Pall Mall
may be of interest.
28From Tony Flewellen
How to start your Railton.
Now that winter is with us again, it might be time to reflect on the starting procedure that was
necessary for us back in the 60’s. We were newly married at the time and had rented a small
cottage in Biggin Hill. We both worked in the large Philips Electrical factory in Croydon and
were using the Railton for the daily ten mile commute. At the time, a Solex carburettor was
fitted to the car, obtained from a gentleman who also gave us some back issues of the
Bulletin, including issue number one. He claimed that Solex instruments were fitted to early
cars, and as there was an aluminium adaptor assembly already on the manifold, that could well
be true.
For cold starting purposes, the Solex did not have a conventional choke flap, but instead, a
separate jet assembly that allowed an enriched mixture in. Unfortunately, in cold damp
weather, it iced up, usually in about 30 seconds, so you had to get going quickly so that it
didn’t stall. In those far off days, a decent heavy duty 6V battery was considered to be a
luxury so I was routinely hand starting the car.
With all this in mind, on a cold damp winter’s
day, we would unlock the car and put in any
items that we were taking with us. Teresa
would then open the gate that you can see in
the photo and stand next to it. I would insert
the starting handle and with the “choke” out,
prime the cylinders with the ignition off. Next,
ignition on, quick swing of the handle, remove
starting handle, throw it into the back of the
car, leap in and drive out into the road. Teresa
would then shut the gate, jump in and we were
off. The choke knob was then pressed in and
with luck we had no stalling problems.
When we went to South Africa to live, the Railton was sold, but we were able to buy it back
and, with John Dyson’s help, get it shipped out. The second new owner after us had decided
to send the car to Hughes Motors for various badly done repairs, but they did fit a new Carter
carburettor which has worked well. For interest, I have a full Carter service manual, so if
anybody needs a comprehensive service sheet, I can provide.
From Mr B.C. Theaker (sent to Toby Sharp)
Here is yet another sighting of a Railton car featured on the film.
BYF 738 appears in “Something in the City” (1950) featuring Richard Hearne (yes Mr Pastry!)
Garry Marsh, Eileen Pollock and Betty Sinclair. It is possible that the car may have survived
and, if so, the owner or previous owners might well be interested. I write only because all of
these appearances add to the known history.
[As far as we know this 1938 Fairmile III no longer exists – Ed.]
29From Bill Kile
I read your technical tip article on wiper motors with interest. I am in the process of
replacing some vacuum operated windshield wipers on a project car with electric motor
operated wipers. You indicated in your article that intermittent operation is desirable for
light rains and to keep the motor from overheating. I found this windshield wiper timer
module on the internet and I am in the process of trying it with the electric wipers that I am
installing. The module is simply a small printed circuit board so I am installing it in a little
box. The cost was US$ 13.50.
https://store.qkits.com/wind-shield-wiper-timer-module-mxa041.html
Perhaps this could be integrated with your wiper motor to provide an automated
intermittent wiper operation.
From Jan Roosenburg (sent to John Dyson)
What on earth was this Railton doing at the
1972 New York Auto Show ?
[When asked, John guessed that it was MHX
156, before it was re-imported, but equally it could
be Ernst Hillenbrand’s car LMX 244 (however
that currently has no louvres in the bonnet - see
Bulletin Mar/Apr 2014). Anyway a post war
model.
Does anyone have the answer to Jan’s question or
confirmation of which car it is? – Ed.]
From Max Hunt
The last Bulletin included a horror picture
of the failed cylinder liners in David
Bingham’s Brough. In a similar vein here
is a horror picture of the inlet manifold
from my Railton where corrosion has led
to the base of the inlet manifold parting
company with the rest. It is not an
unknown problem and can be overcome
by sealing off this part of the exhaust
system at the gasket interface. This would
result in a partial loss of the hot spot.
30You can also read
