From Times Past Dormobile Knickers

From Times Past
Dormobile Knickers
Onehundred and thirtytwo.
Journal of the Dormobile Owners’ Club.
In our tribute to the late Ron Foster in the last Digest, Jean was good enough to forward
this picture.
Not too sure if they are the knickers on the flagstaff, instead our our usual Dormobile flag.
Club members are, L to R.
Jeff Reeves, Stuart Wedge, John Beesley, Stuart Burrows and Ron Foster.
(You may notice the respect being shown to John Beesley, who happens to be holding a
strong stick in a very threatening manner.)
Sausages !
Add a
GLOW to your supper.
Try SELLAFIELD SAUSAGES.
These are bound to make your barbecue go with a bang !
Editorial and Design. Allan Horne.
Printed by BG Printers. 0121 3605656
March/April 2016
Somewhere south of the Grand Canyon
Greetings
and a Happy New Year !
I've been a bit remiss in not sending any
news from the West Coast of the USA recently but my Land Rover Dormobile
did have a busy year with three trips and various car shows attended.
British Car Day in Van Nuys is always a treat and there was a good turnout of
Land Rovers - but this year, mine was the only Dormobile.
Last year, there were three.
Read more from Ian on page 8.
FBHVC News. Issue 1. 2016
Insurance Values and Write-Offs
I reminded you last time of the possibility of problems with damaged vehicles if the
insurance Salvage Code of Practice is unsympathetically applied. The problem is that the
existing Code relates decisions on writing-off very closely to the ratio of the cost of repair
and the market value. That approach might not be applicable to historic vehicles,
especially of the smaller varieties.
FOR SALE TO ENTHUSIAST
DORMOBILE OWNER.
The club received an e-mail offering a genuine
Dormobile orange acrylic tray before it was put on
e-bay.
This cost us £20.00 plus postage of £4.30.
A new Code of Practice is in the course of being drafted and the Federation has been
invited, through the good offices of the DfT, to participate in a review of the most recent
draft. We expect that activity to occur during the next few weeks. Our aim will be to
ensure that the interests of historic vehicles are properly considered.
What to do with it ?
Meanwhile, there is a live issue people should be aware of. There is a presumption that a
vehicle which is inundated in a flood must be written off. While this probably makes
complete sense for a contemporary vehicle stuffed full of electronics, it is questionable in
the case of older vehicles, which may be little affected. We have received warnings that
this may have become a live issue after the Cumbrian floods and we will be monitoring
the situation.
£20.00 plus £4.30 plus new postage £4.30 = £28.60
Roadworthiness Testing Directive
The next month or so should see the Issue of a DfT Consultation which will cover
various options to amend eligibility for and the process of the MoT to enable the UK to
meet the requirements of the EU Roadworthiness Directive. We already know that the
actual changes to the MoT are likely to be minimal but that the range of possible
exemptions and definitions might be quite wide.
Immediately the Consultation is issued we will commence consideration of what the
Federation response should be.
We will try to consult member clubs as widely as the response time permits, as we know
there is quite a wide variation of views among members as to whether and how far
historic vehicles ought to be exempted.
The Federation view is obviously going to be dependent upon the extent of changes to
the MoT. Our basic principle will continue to be that no historic vehicle, which is
roadworthy in the terms of the standards at the time it was manufactured, should be
banned from use on the road by reason of a test which it cannot pass.
We offer it to a club a club member for cost plus the
next lot of postage.
Interested ? Contact Allan on 01296 428580 or
sec.dormobile@gmail.com or collect it at the AGM.
Drive It Day, Sunday 24 April 2016
Last year saw a record turnout of enthusiasts on the
roads for the Federation of British Historic Vehicle
Clubs promoted event. It commemorates the running,
in 1900, of the 1000 Mile Trial when 64 cars started
from London on a test of reliability and roadworthiness.
A truly eclectic collection of vehicles takes part, not only historic cars (to be
classified as historic, a vehicle has to be 30 years old or more) but buses,
motorcycles, trucks, military or agricultural vehicles, petrol, diesel and even steam
and electric powered vehicles.
The format for the day is a tried and tested formula. The Federation sets the
date each year (as close as possible to the anniversary of the 1000 Mile Trial) and
publicises the event nationally. FBHVC member clubs then plan and schedule
regional and local events throughout the country. The events are as varied as the
vehicles taking part and include scenic drives, rallies, and meetings at local beauty
spots or historic sites.
Important venues such as the National Motor Museum in Beaulieu,
Brooklands, the British Motor Museum at Gaydon and Bicester Heritage have
already announced plans to take part, but there will be scores of events the length
and breadth of the country.
Clubs are encouraged to let the Federation know their plans so that they can be
publicised in further press releases as the day approaches and on the FBHVC
website and Facebook page.
More news from the Federation can be found on www.fbhvc.co.uk
2
23
pre-1974 models fitted with the standard, flat profiled springs where this characteristic is most
often criticised. Since the original article was written, we have obtained useful results by fitting
larger capacity, adjustable rear dampers to the rear. We used American made Gabriels because
they happened to be available. Set to 'firm', they improve the ride on lighter van conversion
types, and are also, in my experience, beneficial on coachbuilt versions, where the handling and
stability are noticeably improved under such conditions as tight, poorly surfaced corners.
Steering
There were some reports of steering pull and uneven tyre wear, although, in our experience there
is no inherent tendency for this. The only cure is a careful check of front wheel alignment,
making sure that both tyres on each axle are of the same make, condition and pressure. Of
course, over exuberant use of the extremely tight turning circle or the excellent handling
qualities will inevitably result in extra wear on the edges of the tyres. On very much used
examples, wear in the suspension inner bushes can give rise to steering problems, even if the
alignment seems to be correct. Other owners have remarked on the improve-ment in ride and
refinement that can be achieved by CF 250 van conversions by fitting the slightly smaller
Michelin 185 SR14 XZX reinforced radials. Tyre pressures were often questioned, but the
best advice that I can give is to experiment within the given range until the best com-promise is
found for load and driving conditions. It is not a bad idea for the motorcaravanner to have his
vehicle weighed laden in holiday trim, and unladen, each axle in turn. By proportioning these
weights against the maximum gross weight for the axle and the recommended pressure range, an
acceptable compromise can be achieved. Even I can do it, such is the wonder of the electronic
calculator.
Other points
As one or two owners sadly report, and as we have recently experienced on a CF van taken in part
exchange, it is vital that a standard, Vauxhall supplied and vented fuel cap is used. The effect
on the tank of a non-vented cap is severe and expensive, apart from the inconvenience of being
stranded on the road with a cap that is almost impossible to remove. Very slow filling on van
conversion types is almost always a result of the breather pipe being twisted or kinked, but it is
less easy to find the answer to a similar problem on coach built bodied models, where the
builder has extended the filler with a piece of horizontal hose to bring it out to the extremity
of the body. We have experienced this problem on Cl Motor-home Mk 3s and I have it on my
Mk 1 Dormobile Deauville. Although there is hardly any baffling in the tank, the problem
usually only seems to occur when the tank is being refilled from less than 1/2 full and with a
modern shut-off pump. I think the only answer must be to hang the tank lower, although this
will need careful planning.
Some owners have experienced intermittent failure of the headlamps, usually on older
models and often after other auxiliaries have been wired into the lighting circuit. This is the
action of an over-load device in the switch designed to protect the circuit. It is either doing
its job as intended, or the switch unit is worn or faulty and must be replaced.
One or two readers were concerned that the inertia reel safety belts as fitted originally as
optional, then standard equipment, did not lock when 'snatched'. It was suggested that this was
because their drum had been turned through 90° by the converter. In fact, although the more
conventional type has been fitted for some time, the former version was quite satisfactory,
locking by the inertia of the vehicle under heavy braking, or by a rapid change of attitude. They
can be tested by removing the drums and tilting or shaking them, on which they should lock
securely.
Peter Underwood. Published in MMM in May 1980.
22
From Your Editor ( and Secretary )..........
We still have at least one keen Land Rover
owner over there in the states, who is also a railway (or
should I say railroad) enthusiast. Ian keeps us informed
on his latest adventure, whilst in South America, Land
Rover owners, Jan and Claire have finished their epic
trip, and returned home to their native Ireland and The
Netherlands. Their epistle, received with their Christmas
greetings fills a few pages, but if you want the whole
story, go onto their website.
The New Year meal for our midland members was
another success, and even better, cost them nowt. Jean
explains on page five.
CF owners get helpful tips and advice on items I have
gleaned from my old MMM files.
The Federation keep us abreast of current news affecting
our old vehicles. They are keeping a careful eye on the
MOT situation. We don’t want our Dormobiles taken off the
road, because the new test is far more stringent than when
our vehicles rolled off the production line all those years
ago.
My thanks go the Alan Thexton, who rang with advice on
freeing the clutch plate on my Debbie. When the weather
improves I will try to sort it. I have been busy, removing the
rear canopy on our Roma, to replace the torn zip.
I have often asked why they didn’t fit a canopy,
on the Mk. 1 Roma, rather than the plywood
shed, but having stripped several self tappers,
and struggled with PVC, I can now understand
why.
Allan.
Inside your
Digest
P 2. Federation News.
P 3. From your Editor.
P 4. Times Past. CF.
P 5. Chairperson’s Chat.
P 6. What’s New ?
P.7. Events Calendar.
P.8. Round and About—Ian.
P.11. Round and About.
Jan and Claire.
P.14. Dear Members.
P.15. Midland Dinner.
P.16. Lives and Loves.
P.17. Times Past—The CF.
P.23. For Sale
and Drive It Day.
P.24. Dormobile knickers.
COPY DEADLINE
We very much welcome
your contributions.
Final publication date is
10th JUNE for the
NEXT DIGEST.
Editor, Dormobile Digest
23, Fairmile,
AYLESBURY,
Bucks.HP21 7JS.
Tel. 01296 428580
editor.dormobile
@gmail.com
A warm welcome to
Only two new members since the last Digest, both courtesy of the new
Dormobile company.
Dave Reeve has had a Land Rover 110 converted. Dave lives in Cark in
Cartmel,Cumbria. John Bishop, also with a newly converted 110, hails from
Denham in Middlesex (or is that London now ?)
3
From Times Past
From my old MMM Files. AH
.
Some owners have asked me whether they should fit an electronic ignition system and
which type I would recommend. I would not condemn electronic ignition out of hand, but I am
dubious of the advantages on such a low revving engine of the hybrid types normally
available. My mechanics have stronger views and invariably remove such equipment from any
vehicle which we are to offer for resale.
Transmission
In the previous article I have mentioned how fitting a clutch driven plate with small holes
drilled in the fabric retaining rivets can eliminate a tendency for the transmission to stick in first
or reverse gear. Some readers have expressed surprise that such plates, even when purchased from
a Vauxhall dealer still do not have this modification. I am not sure why this should be, but the
advice still stands, and these rivets should be drilled.
The gearbox gave little cause for comment. Stiffness and baulking on a new gearbox will
improve considerably with use, some older gearboxes, however, can produce rattles from the
lever. A considerable improvement can be achieved by fitting new gearlever washers and
seatings, all for the cost of little over £1.00. For added improvement the plastic covered lever
can be used.
Fastidious owners, with a view to bringing their Bedford up to the latest specification, have
asked whether it is possible to fit the divided propeller shaft. It is, but the parts involved, as an
outright purchase, would be expensive, and some careful welding would be required which could
have an adverse effect on the flooring above. Although the split shaft is a great improvement in
terms of refinement, we have never experienced a vehicle with the single shaft where vibration has
been such as to make such an operation worth-while. It is possible that excessive vibration, if left
unchecked, can lead to damage to the gearbox or the clutch housing, so as to make the vehicle
undriveable. Drive line vibration on later models can be the result of run-out on the axle pinion
flange, which should be checked by a dealer. Minor noises and grunts from the rear axle at
low speeds are not the sign of impending failure, but the result of built-in tolerances between the
generously proportioned components.
Brakes
The braking system gave little cause for comment. Such an all-drum system, fitted with a large
servo can be over responsive, so that careful periodic adjustment is desirable, as a result of which
the action will remain pleasantly progressive. On recent models, riveted as opposed to bonded
linings will give smoother operation from higher speeds. On any vehicle on which the handbrake
operates on the drums, it is advisable not to apply it too hard after a fast run, where this is
possible with safety, as very hot drums can become permanently distorted. For this and other
reasons it is best to avoid applying the handbrake when the vehicle is stored for any length of
time.
Suspension
Squeaks from the front suspension, des-cribed by an owner as being embarrassing when creeping
into a campsite late at night, can come from the front suspension reaction links. As I had
mentioned before, the answer is to remove the links, replace the rubbers, if necessary, and file
out the holes through which the links pass, reassembling with rubber grease. Similar noises from
the rear are eliminated by removing the shackle bolts and fitting spacing washers so that the
edges of the spring eyes no longer rub on the shackles. Obviously, I received many enquiries as
to the improvement of ride quality. There is no doubt that the ride on later models, particularly
when fitted with the code 178, passenger type springs, is greatly improved, and it is largely on
4
21
good precaution whenever other work exposes it, using the now specified worm drive
clips rather than the original wire spring type.
Some owners of vehicles used under short run, cold weather conditions have reported a
mayonnaise-like emulsified oil in the cam cover. Although this could indicate cylinder head
gasket failure, this is most unusual, but it does point to the need for regular and frequent oil
changes. In our experience it seems to be less likely to occur when using Duckhams oil,
but some other makes of premium oil are just as good; it is a question of trial and error.
Again I must reassure owners that an audibly apparent lack of oil pressure for up to
twenty seconds after a cold start is quite normal and no ill-effects will result.
A number of reports of flat spots, poor fuel consumption and irregular idling on
the earlier type Zenith carburettor indicates that this unit requires careful setting-up, and
that it is more than normally sensitive to wear or blockage of its internal passages.
Fortunately, the replacement is inexpensive, as is the conversion to the more recent Weber
unit. We have not yet tried such a conversion, but those readers who have are most
impressed by the result.
Very few readers have experienced failure of the reliable toothed timing belt, but I have
been asked for details as to how this component can be replaced at the side of the road,
either by the owner, or where there is a language difficulty with the locally available
mechanic. Provided that the job is carried out in a methodical, unhurried fashion, it should
not present too much of a problem.
1. By removing the headlamp surrounds, the top attachment of the bonnet lock, and the
corner bolts, the front panel can be removed by lifting it upwards.
2. Drain the radiator, remove the hoses, and detach the cowl. The radiator can then be
released from its bottom mountings and removed, followed by the cowling.
3. After loosening the alternator bolts (remember the rear
one), the fan belts can be removed. The crankshaft pulley
should then be turned to line up with the TDC mark on the
belt cover, and then removed, as then can be the cover itself.
4 Loosen the tensioning jockey pulley (8mm socket).
5. Using a ring spanner, turn the cam sprocket until the dot
on its outer face is diametrically opposed to the mark on the
distributor drive sprocket, when lined up with a straight edge
across their centres.
6. Refit the new timing belt, tensioning it with the jockey pulley,
it should slide on and should not be forced.
7. At this point, removal of the distributor cap should reveal
the tip of the rotor arm pointing directly at the front bolt of the thermostat housing.
8. Even with the radiator removed it is acceptable to start and run the engine for a few
seconds to check the success of the operation.
9. Reassemble in reverse order, do not forget to refill the radiator, run the engine
with the heater tap open, and top-up.
I would repeat my earlier advice that such an emergency operation should not be necessary if
the belt is replaced as a precaution every 3 years or 30,000 miles or so, although its normal
life is much longer than this. It is wise to carry a spare when travelling abroad.
20
Hello Everyone and a Happy New year to you all.
I have compiled our North West 2016 Events Calendar and Allan has added the Rallies
for the South and you will see it in this Digest.
I hope to see you out and about at some of the events and if you have never exhibited
at a Rally then give it a go. Any information about how to apply is available if you contact
Allan, myself or any of the area contacts. Show your Dormobile off and have a great
weekend.
We attended the Boxing Day Steam Up at the Wheatsheaf Inn near Lymm in Cheshire.
Many steamers and classics turned up and after turkey sandwiches and soup we also
had a bracing walk to nearby Dunham Massey Estate.
Our Dormobile New Year meal at The Leigh Arms was well attended and we were all
overwhelmed by the generosity of Bill and Freda Robinson who paid for our meals in
celebration of their forthcoming Golden Wedding Anniversary!
A big THANK YOU and we wish them a very Happy Anniversary on 12th of February.
We would love to hear what you have been doing to your vehicles and hope they will be
on the road at a rally this year. It would be lovely to put on a good show at Shrewsbury
and have a party after the AGM! Please think about it and join us if you can.
Keep warm and get ready to carry on camping !
Best wishes,
Jean
Poetry Corner
You rally must try it!
Come and join us at a Rally
You’ll find other members very pally.
Parts for sale, for men it’s a must.
See who can find one without rust.
No more driving on that day,
No Stop sign, no Give Way.
No motorway, no long queues.
Just food, good company and perhaps
some booze.
Try it once and you’ll be hooked
And even find you’re fully booked.
Exchange ideas, make new friends.
The entertainment never ends.
All this just because you own
A classic Dormobile Motorhome.
Or should it be a Motorcaravan ?
Ask Allan Horne, he’s the man.
In the evening when the show is done,
That’s just the start of the fun.
Light a barbi, take your time.
May even open a bottle of wine.
John Beesley
(The Bard of Cheshire )
5
What’s New ?
What News ?
Paul Jackson renewed, and pointed out that his wife’s name is Amanda, and not
Frances, as I had on the computer. Paul says he laughs every time he sees it !
(These databases pick up anything you may have typed previously, as in this case.
AH).He will be sending a few photos of the restoration of his very rare Bedford CA
Deauville
We received this email from Paul Robinson <pmr020877@yahoo.co.uk>
Hi have just come across your site, interesting reading I have just purchased a 1963
Dormobile in poor condition in NZ and am about to start to restore it. It's in original
condition down to the gas bottle under the floor, original stove and wash basin. Have
purchased it from a couple who purchased it from the factory and drove it all over the
UK before driving to NZ. The only change to it which is the biggest shame is the
engine has been changed some time ago.
So I guess you can add another to your list of known Dormobiles around the world.
Cheers Paul
Another email.
The awning tent is already on eBay but I was hoping to keep it in the Dormobile
family as our family had so much fun with it in the 70,s.
I hope to be able to attach some photos but my tech is also 1972 but here goes a
description.
DRIVE IN AWNING TENT FROM A 1972 BEDFORD DORMOBILE FOR SALE.
This awning tent was purchased new with a 1972
BEDFORD Dormobile. It is designed so the Dormobile is
backed into the rear tent door and the tent is then clipped
to the Dormobile's body work. The Dormobile's rear doors
are then opened into the tent giving a room approximately
the size of the Dormobile.
The tent is free standing with a front opening, side
window with floral curtain and a vent with mosquito
screen. The tent was lightly used for three trips in the
1970's and has been dry stored since then.
The tent is in reasonable condition in view of its age with
some weathering to the fabric.
The zips will need attention and there is an area of wear
damage in way of a side pole support.
Offers please and buyer collects from Torbay in Devon
Regards
Tony Hodges
aahod@aol.com
6
of producing over 100 Ib/ft of torque between 1000 and 4000 rpm (or around 16 to 64
mph in top gear) whilst breathing through its unusually small carburettor. This results in
easy cruising and hill climbing with a minimum requirement for gear-changing, and a fuel
consumption com-parable with or superior to smaller, busier engines, which have to be
driven with a wider throttle opening in order to main-tain performance. The fuel
consumption of the CF is surprisingly constant under varying conditions because so much
can be achieved in top gear.
Some owners of earlier models feel that the gearing should be raised in order to
improve refinement by reducing engine noise and transmission resonance at higher speeds.
The fact that later models with the same axle ratios are totally different in these
respects, however, points more to the improvement that has resulted from development
of the engine and driveline and body insulation.
The engine
Having discussed the Bedford in writing with so many readers, it is pleasing to be able to report that
our own experience of the durability of the petrol engine is shared by other readers. So far I have not
received any report of an engine having been re-placed as a result of wear (as opposed to damage), and
mileages well into six figures can safely be expected.
Some readers have reported a tendency to run-on, and oil consumption in excess of the normally
expected almost negligible level on some 1976 and '77 models. If this is the case, the inlet valve seals
should be replaced as soon as is convenient. Unlike some Vauxhall cars, where it is possible to
replace the seals without removing the cylinder head, on the ohc engines it is necessary to remove the
head, which is just as well (except for the cost), as there will almost certainly be a heavy build-up of
oily carbon, and it will be necessary to reseat the valves.
Incidentally, and this does have some-thing to do with the eventual level of oil consumption,
although purists might protest, our experience is that the engine will benefit from being driven
sensibly, but at normal speeds from new. This big bore engine with its massive internal parts, having
already been 'motored in' on the production line, does not give its best after traditional 'running -in'
procedures.
Down here in 'sunny Bournemouth', we have not experienced the problems of apparent
carburettor icing, poor warm-up and indifferent heater performance repor-ted by owners of earlier
models without the pre-heated air cleaner. The only advice I have been able to give is to fit the
current 92 degree AC TX2 thermostat, to direct the air cleaner spout into the engine compartment, or
to fit the inlet manifold gasket with a blanked off water hole, introduced for the Vauxhall Victor
1800 to cure plug fouling. This part is ident-ifiable by a small tag which stands proud of the manifold
joint when fitted. Heater performance on very early models can be improved by fitting the
inexpensive 'elephant's trunk' heater air intake which increases the ram effect. Heater perform-ance
can also be affected by maladjusted heater control cables, or failure of their retaining clips, allowing the
cable to move in its mountings. The water tap, too, can become partially seized. There were some
reports of oil leakage from the camshaft cover gasket. This must be fitted very carefully, and the
pressed steel cover tightened adequately, but not to the point where it becomes distorted. A leakage
from the cam housing will require its removal so that a new gasket can be fitted, but this is a rare
occurrence.
A coolant leak on a Bedford operated in low winter temperatures in Norway, was traced during
servicing to the bypass hose situated behind the timing belt cover. A high concentration of anti-freeze
will find leaks that would otherwise not have been evident. Replacement of this short hose is a good
19
Although it is feasible to replace the smaller petrol engines with the larger units
(complete that is, as the cylinder heads are not interchangeable), such a change will result
in a vehicle which could be under geared and under braked unless the larger wheels, tyres
and brakes are fitted at additional expense. Many readers have suggested fitting engines
from the equivalent Vauxhall range, but with the exception of the higher compression
pistons, which can be fitted to the CF, the increased power and torque of these engines
is achieved through different carburation and exhaust systems, which could not be
accommodated in the CF's engine compartment. I must repeat that under no
circumstances must metal be removed from the cylinder head in order to increase the
compression ratio.
Again, the Vauxhall gearbox, particu-larly with the tempting overdrive unit fitted to
some versions of the VX490, is not a practical proposition, because of its unsuitable
internal ratios and different gearchange linkage (unless you have arms which touch the
ground when you walk).
The rare overdrive option is an attractive feature on a new vehicle, but one that would
be very expensive to fit retro-spectively, particularly on an earlier, single piece drive
shaft model, where a different shaft would have to be specially made. It would be
possible to fit the 5 speed ZF gearbox option of the long wheelbase models on the shorter
chassis, but again not without the use of specially made parts and the expense would be
considerable. Of course, any reasonable mechanical conversion is possible, I have just been
looking at a CF van fitted with a Rover 3500 V8 engine and automatic gearbox, but I
would not recommend anyone other than a skilled motor engineer with machine
shop facilities to consider any project which cannot be achieved by the use of listed and
available parts.
So many readers wrote on the subject of raising the overall gearing, with economy in
mind, by the use of a higher axle ratio, that I could almost have produced a duplicated
reply. It would be safe to assume that all standard conversion short wheelbase models,
and the majority of vans and personnel carriers would have been fitted with the standard
8/37 axle (stamped G on the top of the casing). The lower 7/37 ratio was usually only
ordered with diesel engines, or for vans intended for urban deliveries or use in extreme
conditions. Except for a diesel engined chassis, to be fitted with a coach-built body, it is as
well to ensure that any vehicle intended for conversion has the standard ratio axle, unless
the price paid will cover the cost of an axle rebuilt, which is very definitely not a DIY
job.
There is no higher ratio available for short wheelbase models. Although the proprietary
Salisbury unit of the long wheel-base type is available with a nominally higher ratio, it
would be unsuitable for the shorter models owing to its greater weight and a probable
greater internal friction from the use of heftier components.
With my own experience of driving Bedford CF models fitted with a variety of body
types, I doubt whether an in-crease in overall gearing would produce any significant
improvement in fuel consumption. Certainly a CF 250 chassis-cab fitted with a normal
coachbuilt body is, to my mind, ideally geared for widely varying conditions. Even with
a lighter van conversion type of motorcaravan body with a lower frontal area, the sheer
flexibility and low speed 'punch' of the engine, in allowing it to be driven at lower speeds
in top gear than would be possible in a modern private car, results in im-proved fuel
consumption at touring speeds, offsetting any theoretical advan-tage that might have
resulted from higher gearing under motorway conditions.
The 2300 engine has the remarkable capacity, by modern private car standards,
18
7
Round and about............
News from Ian in the USA.
Our front page story.
Every 1st Sunday of the month, there are two cars-and-coffee events in
Malibu which we usually attend. Malibu is actually 25 miles long and 5 miles wide
and the car shows are 10 miles apart so we all drive down Pacific Coast Highway
for the first at 7am and back again for the 2nd at 9am.
The first adventure was a ten day trip to the Overland Expo just south of
Flagstaff in Arizona where a thousand overland enthusiasts gathered for a
weekend of events.
There were three Dormobiles - my 1962 4 cylinder model, TeriAnn Wakeman's
1960 V8 Mustang-powered beast and Sean Grauer's 6 cylinder Dormobile from
Denver Colorado. It was a fun weekend with old friends including James and Kelly
Howard from Tucson with their Range Rover - their Dormobile having refused to
start.
From Times Past
You and Your
Bedford.
From my old MMM Files. AH
.
After a highly popular series of articles,published
last year in MMM, Peter Underwood returns to the
Bedford CF and deals with points from readers.
It was a last minute thought which caused me to invite readers' enquiries
regarding the Bedford articles which appeared last year. I think that your Editor, being more
experienced in such matters, knew what I was letting myself in for, when he advised me only to
reply to those accompanied by a stamped addressed envelope. In fact, of the 160 or so received, I
replied to them all, on the assumption that the occasional lack of the SAE was just forgetfulness.
Having said that, I am assuming that I replied to them all, the Troops file' or 'Agony column' as
my colleagues called it, being much travelled, to the South of France twice (seasoned travellers
will appreciate the difficulties experienced in concentrating on letter writing whilst over-looking St
Clair beach at Le Lavandou), apart from going to and fro to work to research the answers. Most of
the letters were written at home, this being a private venture, most without the aid of a type-writer,
some under the influence of mid-night oil, a combination which could have brought a request for a
translation. If, of course, your letter has been mislaid during its travels, and you have not yet received
a reply, please write again.
With so many parts of the British motor industry coming under such vicious attack, which in my
view is largely un-warranted, it is good to know that this is one of its products that gives its owners
almost universal satisfaction. Of course there were criticisms, the cause of many of which have
either been rectified on later models, or were the inevitable result of the compromise in the design of
such a vehicle as a motorcaravan, but the overall impression is one of which Vauxhall Motors
should be proud.
Some enquiries were of a minor servicing nature, indicating perhaps that some owners were
unable or unwilling to avail themselves of the facilities of their local Bedford dealer, either for
advice, which is free, or the resultant work which should be as reasonably priced as else-where. I can
think of one correspondent, for instance, whose vehicle is using excessive quantities of oil and
petrol, whilst running the risk of cylinder head damage, for want of a valve seal replace-ment job,
which whilst not being particularly cheap, will save a great deal of money in the long run.
Although this was not my intention in writing the article, I have been agreeably surprised by the
number of owners who have driven considerable distances to use our own service department,
usually in preparation for a long overseas journey; I hope they haven't been disappointed.
As many of the questions were of general interest, I have asked your Editor for some more of his
space for a résumé of some of the points raised in the corres-pondence. I would like to thank my
own service and parts staff for the use of their experience in both this and the original article.
Hackberry General Store on Route 66
More pictures on centre spread. >>>
8
Choice of vehicle type, home conversions, engine and transmission changes.
As could be expected, many readers were involved in home conversion projects. Such an idea has
a great deal of appeal. I often walk around a part-exchanged, middle aged CF van, planning a
'Custom Van' or canopy pick-up, but then some-body buys it and the temptation removes itself. I can
only repeat the advice given so many times in your magazine, that the resale value on a home
conversion, especially on a late model chassis can be disappointing, and an older vehicle which has
suffered from a hard, commercial life, may either be of an unsuitable specification, or otherwise not
good enough to justify the expense of the conversion and the attendant car tax and VAT burden.
17
Lives & Loves......
As I said in my Chairpersons Chat, Bill and Freda kindly paid for our
meals and announced that they may go to Paris for their anniversary.
The second trip was an epic five week trip to the Great Continental Divide in New
Mexico and Colorado via the Grand Canyon and Monument Valley. And a visit to the
Cumbres and Toltec Scenic Railroad with a four-day course on firing and driving a 1926
Baldwin steam engine along the 64 mile narrow gauge railroad through the Rockies,
UK Legislation. Bob Owen.
50
Waiting for the westbound passenger to clear before we can leave
Jean continues...
We attended the Boxing
Day Steam Up at the
Wheatsheaf Inn near
Lymm in Cheshire.
Many steamers and
classics turned up and
after turkey sandwiches
and soup we also had a
bracing walk to nearby
Dunham
Massey Estate.
16
followed by a
couple of weeks
working on
projects there.
The third trip
was back to the
railroad again to
work in the
Friend's of the
railroad's
workshops in
Antonito,
Colorado,
building replica
Pullman
passenger
trucks for an
Our school freight waits for
the westbound express at
Cumbres Pass
9
...1882 3rd class sleeper under restoration. At 10,000ft above sea level, it is one of
the highest railroads in America.
Round and about............
Our New Year meal was well attended and we were pleased to see
former club members and friends.
- Monument Valley
All in all, 5,000
miles were
added to the
truck's
milometer. Or
would have
been if it hadn't
stopped
working
somewhere
east of
Barstow,
California.
Camping at Mogote Meadows in rural Colorado
10
The only other
thing that went
wrong was the
custom
We discussed rallies and I gave everyone a printed calendar of events . Sue had also
made everyone a lovely small calendar to hang up at home. We had our usual raffle and
have yet to decide which charity we will be supporting this year.
As I said in my Chairperson’s Chat, Bill and Freda kindly paid for our meals and
announced that they may go to Paris for their anniversary.
Ron and Trish Dumbell joined us and were going off to Spain for two months later in the
week. I tried to persuade Trish to send us a travel report.
We are all looking forward to getting out and about in the spring,
Jean.
15
Finally after about three days, we headed back out to sea and down along the coast to get
into Antwerp port, the journey was incredible with the weather. We could see nothing
really with all the rain. We had German and Belgian pilots on board to assist the ship
crew with the inland navigation. Our four week return trip took us a total of six weeks.
The next day, we continued up to Ooij (an outer village) south of Nijmegen to where we
were leaving the camper truck to have it repaired and serviced after our three year
sojourn in South America. We flew back to Ireland a few days later.
……alternator mount broke in the middle of nowhere west of Seligman on Route 66.
Fortunately, a bunch of pipe clamps enabled me to strap it back on so I made it safely the
last 300 miles back home.
As for 2016 plans - nothing firm yet but I really want to get back on the road again!
All the best,
Ian
eyekelly@aol.com
We flew back to the Netherland's a week or two later. It wasn't until August that we
returned to the Netherland's this time overland, taking the Ireland->France direct sailing
and we drove up to the Netherland's with a trailer, and we packed the car to bursting and
took Claire's motor bike along with a Lambretta scooter belonging to Jan back to Ireland.
Claire had two short holidays this year, the first was six days in Austria with her
longstanding girlfriend Michaela. They hired a car and did some lovely sightseeing. The
base for this break was in Salzburg. The weather was mixed, three days of scorching
hot weather and three days of rain and cold. The day they left and drove up to Munich to
fly back to Ireland, was the first day of all the refugees started crossing into Austria. “
You can catch up with Jan and Claire’s South American journey on
http://seasonedtravellers.net
Both Jan and Claire have some health problems, and we wish her a speedy and full
recovery. AH
Dear Members..
News from Dan (and Sue) Chatburn in
CLAYTON, MANCHESTER,
Now I am retired !!! (25th Jan) , 2 years early at 63, I now have more time on my hands
to do a bit of cosmetic work on the Landcruiser.
In the next few weeks, weather permitting I intend to do a cab repaint & tidy up,
- Lake Mary just south of Flagstaff
treating it to new tyres, & having a set of wheels refurbished, shot blasted and powder
coated, before tyres are fitted. Preparing a bonnet & grille ( I have spare) and treating it to
chrome bumpers, new rear brake shoes, as I didn't have any at time I put it on the road.
They must be due about now!!!
Other pending work, is to fit rear spring assisters, when I feel fit enough to crawl
under!!
A blonde was selling her pet Python on eBay.
A bloke rang up and asked if it was big.
She said, "It's really massive.”
He asked, “How many feet?"
All for now, Keep up the good work,
Look forward to seeing you again at AGM.
14
She said “None you idiot….it's a Snake!!"
11
Round and about............
Long serving Dormobile Club members will recall our friends from the Netherlands and
Ireland who own a Land Rover Dormobile. (Jan is a retired pilot so sometimes keeps
your editor up to date with V bomber matters, and like your editor, also owns a
Lambretta),
Anyway, enough of that. They own a BIG M.A.N. overlander motorcaravan, and have
been touring South America.
They had a troubled trip back, and here is a
summary of their Christmas newsletter to us :AH.
“ Well, 2015 is over and it has just flown.
We flew out on the 11th January to Schiphol
and then onto Buenos Aires the next day. We
expected lovely weather, to our utter disgust it
was summer in the southern hemisphere, but it
was very cold. We went up to Lobos where
we had planned to meet with the organiser of
our camper insurance for the last months of our trip. As
the camper was now parked in Uruguay, every time we
moved around we had to get a taxi or remise so different
as to what we had been used to before i.e. we had no
camper or motorbike at our beck and call.
The next day, we travelled by ferry to Colonia de la
Sacramento in Uruguay. The big surprise was that even
though it is only 58km away as the crow flies from
Argentina, the temperature here was gorgeous. Away
with our jackets the minute we hit land.
We toured Uruguay and Brazil. We took a leisurely route
north from the coastline and worked our way north and finally went up to Brazil. We
went no further north than Curitiba due to time constraints. All the details are in the
website so I am not repeating them here. We finally came back down to Uruguay via the
coast and did some touring on this side before we had to get ready to travel back to
Europe.
We finally got back to Montevideo and checked in for our ship. We had about a week
to wait for the actual scheduled departure. We headed back west about 125km from
the city and we stayed at a camping where other 'overlanders' were staying, some at it
transpired were travelling on the same ship back to Europe as us.
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The next day (Friday), as a complete surprise to us
in the evening we received an email stating that the
ship was going 4-5 days early and that we were to
report to the port for 09:00hrs on Monday morning
for an imminent departure (five days ahead of the
planned departure), for us we were delighted as we
thought if we now depart on the 30th March, we will
be back in Europe before the end of April. We
made this deadline and we departed as per the
revised plan. The trip back to Europe had a few
glitches. Instead of the normal 28/30 days (4
weeks) we had delays all over the place. In South
America, there was a big fire in Santos (port of
Sao Paolo) so we were moored on anchor for 3-4
days before the fire was put out and the port made
safe for ships to enter. Then the snow-ball effect
was that we ran into the Easter holidays for Rio de
Janeiro. So from Good Friday till Easter Monday,
we had to stay once again at anchor
outside the port until the Easter
holidays were over. We did however do
some sightseeing in Rio so that took
the 'sting out-of-the-tail'. After Rio, we
headed north along the Brazilian coast
and went into Vitoria, this time we did
not go on shore (we had visited the city
on our way south, back in 2012).
From here, we headed over to Dakar in
Senegal. As the Ebola virus health
warnings were favourable to us, we (passengers) all went into Dakar and had a lovely visit
for a day. The big chore everyone did was bring in their mobile phones and laptops and for
some time we visited a lovely pub with Wi-Fi and we all caught up with the rest of the world.
From here, we headed up to Europe. Life in this part of the world for us, was completely
different from the original plan of heading straight to Antwerp. As we were late anyway,
the mainland European ports wouldn't work on May Day (1st May) so we headed for
Tilbury in London.. Getting back on board, alas we were told we were heading north to
Hamburg, Germany and not south to Belgium, so now we knew that another week would
be added to our trip. This part of the trip was covered in storms, the worst I have ever
experienced. In Hamburg it was so bad, one of the days, that a huge ship at berth,
actually broke its moorings. We were here for a few days and we did manage to get into the
city and visit no problem. Hamburg is a lovely city
13