June - Austin Healey Owners Club

Transcription

“Cant wait to read the story”
“Dynamic Duo reunited”
Inside:
•
The Prad Healey by Patrick Quinn
• Unvieling NOJ
• Aussie Racers
• Side Exhaust
The official newsletter of the Austin-Healey Owners Club of Victoria incorporated.
June 2013 – Issue #39
This Club is affiliated to the Confederation of Australian Motor Sports (CAMS), a member of the Marque Sports Car Association
(MSCA) and the Association of Motoring Clubs (AOMC).
We are dedicated to the maintenance, preservation and enjoyment of the Austin Healey motor car.
OFFICE BEARERS
President
Vice President
Secretary
Treasurer
Membership
Clubrooms & CMC
Paul McPherson
Bill Metcalf
Brian Aitken
Mike Snelgrove
Peter Heading
Tony Barrett
0418 123 925
9876 2167
0419 025 858 or 9775 3699
0418 320 524 or 9379 2836
0413 769 068 or 9025 6702
0427 051 297 or 9725 5587
Social
Librarian
Communications
Competition-MSCA
Regalia
AOMC-VicRoads
CAMS
Registrar
Magazine Editor
Mick Smith & Others
Mick Smith
Gordon Lindner
Rod Vogt
Arthur Tuckett
Ken Styles
Tony Barrett
Iain McPherson
Harvey Pearce
president@healeyvic.com.au
vicepresident@healeyvic.com.au
secretary@healeyvic.com.au
treasurer@healeyvic.com.au
membership@healeyvic.com.au
clubrooms@healeyvic.com.au
GENERAL COMMITTEE
0419 553 840 or 9789 7698
0418 540 920 or 9707 1294
0408 395 240 or 5962 1915
0418 105 627 or 9571 8324
0431 481 082 or 9809 4382
0427 051 297 or 9725 5587
9850 3267
0419 108 532 or 9836 7596
social@healeyvic.com.au
librarian@healeyvic.com.au
webmanager@healeyvic.com.au
competition-MSCA@healeyvic.com.au
regalia@healeyvic.com.au
AOMC-vicroads@healeyvic.com.au
CAMS@healeyvic.com.au
registrar@healeyvic.com.au
editor@healeyvic.com.au
VICROADS CLUB PERMIT SCHEME
Please address all enquiries and applications to Ken Styles, 9A Morey Street, Camberwell 3124
HUNDREDS & THOUSANDS IS THE OFFICIAL NEWSLETTER OF THE AUSTIN HEALEY OWNERS CLUB OF VICTORIA
INC ABN 21 230 686 083
The statements of opinion or fact appearing within are those of the individual contributor(s) and do not necessarily reflect the views of the Club or its members
Registered by Australia Post. Publication No. VBH 1552
CORRESPONDENCE: P.O. Box 97 Mulgrave, Victoria. 3170.
INTERNET ADDRESS www.healeyvic.com.au
GENERAL MEETINGS are held on the first Thursday of the month at the Clubrooms, 19-23 Rosalie Street, Springvale.
Meetings commence at 8.00pm.
CONTRIBUTIONS: Items of interest, articles, technical information, correspondence, constructive criticism, photographs etc.,
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are constantly being sought. Any material for inclusion to the magazine should be sent directly to the Editor, by 13 of the
month
The Next General Meeting will be held in the Clubhouse, Rosalie Street, Springvale
On Thursday June 6th commencing at 8 pm
Our guest speaker will be Pascale Turvey a most competent photographer who has encapsulated
the Healey Group Tour of Tasmania last February. Pascale will be assisted by Ralph Fletcher.
Come along and enjoy an enjoyable journey through some sublime terrain.
THIS MONTH"S COVER
Cover design and production W & M Ingham
Printed by Galaxy Print & Design 76 Reid Road Hastings 1300 137573
FRIENDS REUNITED AFTER 60 YEARS APART, 1953 LE MANS 24 HOURS AUSTINHEALEYS MEET AGAIN AT BONHAMS
Full story inside on Page 13, Press release and photos kindly supplied for our use
by BONHAMS of London. http://www.bonhams.com
Cover design and production W & M Ingham
Printed by Galaxy Print & Design 76 Reid Road Hastings 1300 137573
Hundreds & Thousands June 2013
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CONTENTS
Coming events
President’s Report
Meeting Minutes
Healeys That Raced in Australia - More from Iain McPherson
A Healey Restoration by Jim Reddy
Good-bye Mick Ronke from Brian Dermott
The unveiling of NOJ-393 at Bonhams in London
Side Exhaust
The PRAD Healey from Patrick Quin
For Sale and wanted
Photo's from the past
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BACK BURBLES
Hi everyone,
I am back again standing in for our Editor Harvey Pearce while he enjoys a well deserved holiday. This month I have been able
to obtain permission from BONHAMS of London who unveiled NOJ-393 on the 8th May 2013 to use their Press release.
NOJ-393 returned to London after a complete restoration by Steve Pike of Marsh Restorations.
This month we have “Side Exhaust” and Iain McPherson, once again providing articles, also Patrick Quin (NSW AHC) has
provide an article on the PRAD Healey.
nd
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Selwyn Hall has organised a 3 day weekend to the Otways, Friday 22 ’, Saturday23rd & Sunday 24 November 2013.
Don't forget the date for our Christmas & Presentation Lunch on Sunday 8th December in the Clubrooms.
See details in the magazine or on our website calendar for all Events throughout the year.
Application Form for this year's Melbourne to Maffra Rally (M2M) is available from our website calendar 12th - 13th October..
Happiness is driving a Big Healey.
Gordon Lindner
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WHAT’S ON
JUNE
Thursday 6th
Wed 12th
Thurs 13th
Sunday 16th
Wed 26th
General Meeting at 19 - 23 Rosalie Street, Springvale.8.00pm
Committee Meeting
Southern Run please contact David Kisby 0427-049 829 Meet at Tooradin, 10.30am departure.
MSCA Sandown (confirmed)
Peninsula Run to Barmah Park Winery, 945 Moorooduc Hwy, Moorooduc 5978 8049
JULY
Thursday 4th
Wed 10th
Thurs 11th
Sunday 21st
Wed 31st
Committee Meeting
Northern Run
MSCA Phillip Island (confirmed)
Peninsula Run to Trios Cabaret, Cranbourne Racecourse, Grant St, Cranbourne. 5996 3233
AUGUST
Thursday 1st
Wed 7th
Thurs 8th
10th -11th
Sunday 18th
Wed 28th
Committee Meeting
Eastern Run organised Bill Metcalf & Barry Barnes 0412 583 868
VHRR Historic Winton (long track)
MSCA Winton
Peninsula Run to Kirks on the Esplanade, 774 The Esplanade, Mornington. 5975 2007
PENINSULA RUN VENUES FOR THE REST OF 2013
Jun 26th
Barmah Park Winery, 945 Moorooduc Hwy, Moorooduc (5978 8049)
Jul 31st
Trios Cabaret, Cranbourne Racecourse, Grant St, Cranbourne. (59 963 233)
Aug 28th
Kirks on the Esplanade, 774 The Esplanade, Mornington. (5975 2007)
Sep 25th
The Pig and Whistle Tavern Bistro, Purvis Rd, Main Ridge. (5989 6130)
Oct 30th
The Pine Grove Hotel, in the Club room, 45-51 Stoney Creek Rd, Upper Beaconsfield. (5944 3524)
Nov 27th
Ashcombe Maze and Lavender Garden, 15 Shoreham Rd, Shoreham. (5989 8387)
Please book at least TWO DAYS before luncheon and mention the Club’s name when making your
Selwyn Halls 3 DAY WEEK END TOUR DE OTWAYS ET AL.
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Friday 22 ’, Saturday23rd & Sunday 24 November 2013.
• Meander along tranquil country roads.
• Enjoy the thrill of your Healey as we challenge mountain roads through towering forests.
• Soak up the beauty (passengers only) of the Great Ocean Road.
• Learn about the hardy early pioneers of these areas.
• Venture northward on roads seldom travelled experiencing the life of prime dairy & sheep farming.
• Meet old father time face to face.
• Become a hill climb champion.
• Be wined, dined and amazed by the diversity of these three (3) days of enjoyment in your Healey with like minded
friends.
• Starting Grid will be limited to fifteen (15) cars.
• So it is first come first served.
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• Four (4) places are already booked as at 12 May 2013.
• Detailed information by June 2013 re where, what time etc, plus what upfront payments required will be emailed to those
who have booked.
TO BOOK, email selwynhall@hotmail.com . Show AHOC Otway on subject line.
Including all names plus your mobile phone number.
Selwyn Hall
selwynhall@hotmail.com
Mobile. 0412 546 208.
Christmas Luncheon and Presentation of Competition and Club Awards
In the Clubrooms, Sunday December 8th.
Please put this date in your Diary. This is an event not to be missed.
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PRESIDENT’S REPORT – June 2013
May General Meeting – For many of our members, taking a break after a busy Easter and April, they missed an excellent
display and presentation by “PowerPlay” duo, Simon Gardiner and Mike Conway. Mike and Simon spoke about the formation of
PowerPlay, what drives them to pursue engineering excellence in areas of rallying, motorsports and, general enthusiast
mechanical engineering, development and maintenance – then, spoke about their individual pursuits: Mike’s BDA Rally Escort
and Simon, about wife, Amanda’s, record setting, racing Sprite. Many thanks again gentlemen, for the effort involved!
May 15th - AHOC Secretary, Brian Aitken and I, have revised and updated our Constitution, in line with the direction of
Consumer Affairs Incorporated Associations Act, 2012. We shall shortly present the new document, to an “Extraordinary General
Meeting” of the AHOC (in all likelihood, to be held in conjunction with one of our monthly General Meetings) and, all members
will be canvassed for their approval of the alterations, prior to its adoption.
June General Meeting - Our guest speaker will be member and, most competent photographer, Pascale Turvey, who
encapsulated the spirit of the Healey Group tour of Tasmania in February. Pascale will be assisted by husband, Peter (with
Ralph Fletcher, in the wings!) in this presentation – should be a very good and enjoyable journey through some sublime terrain!
ROF Run South – Thursday, June 13th – departing Tooradin, at 10.30 am, sharp – David Kisby in charge. Please contact David
on 0427 049 829, if you are intending to come. Remember, take the tintop if it’s raining!
MSCA – The next two meetings, confirmed, are SuperSprints – Sandown on June 16th and, Phillip Island, on July 21st – please
support our competition members, at those venues – parking is free on site, with either food vans, or café’s in operation.
Christmas Luncheon / AHOC Award Presentations –Sunday 8th December. Make up a table or, just come! We shall be
taking bookings from the July General Meeting and, moneys from September. The cost will be $25 per head, including all drinks,
for the three course meal and entertainment.
Many thanks to Gordon Lindner, for being Editor for the June 100s & 1000s, in Harvey Pearce’s absence.
Please check out the Club Calendar for upcoming events, for inclusion in your diary.
Cheers, Paul McPherson, President
An elderly married couple were at home watching TV. The husband had the remote and was switching back and forth
betwn a fishing channel and the porn channel. The wife became more and more annoyed and finally said: "For god's
sake! Leave it on the porn channel. You already know how to fish!"
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AUSTIN HEALEY OWNERS CLUB OF VICTORIA INC.
Minutes of “General Meeting” held on
Thursday, 2 May 2013
at 19 – 23 ROSALIE STREET, SPRINGVALE
Meeting opened at 8.16 pm
Present:
55 Financial Members
6 Visitors. Simon Browning, Peter Clarke and Collin Wallace - all AHSDC members, and Mike Conway, one of
our guest speakers.
Apologies:
Bill Ingham, Ralph Fletcher, Terry Grigg and Gayle Minter, Peter Heading,
Matthew Thomson, Merv George, John & Mary Birdsey, Rex & Deanna Hall.
New Members: None this meeting
Minutes of Previous Meeting:
Motion that the minutes of the previous meeting, held on 4 April 2012, be accepted.
Moved;
Faye Raisbeck
Seconded;
Peter Jackson
Carried
Matters Arising: Nil.
Correspondence In:
Flyers
Shannons Melbourne Auction flyer
Shannons Sydney Auction flyer
Berry St charity flyer
E Mail
E Mail from CAMS advising of upcoming Officials Training courses
E Mail from CAMS with April “Benny’s Blast” information
E Mail from Andrew Goad (ex AHOC Secretary) re mail redirection service he has arranged till March 2014
E Mail from Denis Welch advertising new improved steering boxes for Healeys are now available.
E Mail from CAMS with May “Speed Read”
E Mail from CAMS with unconfirmed VSC Minutes for February.
E Mail from A H Spares with details of latest replacement Healey parts
E Mail from Denis Welch re new 100/4 brake and clutch peddle assemblies now available
E Mail from Denis Welch re new AH crown wheel and pinion now in stock
E Mail from Veloce Publishing with latest catalogue.
MAGAZINES
April 2013 “Healey Torque” magazine from Queensland AHOC
April “Slipstream” magazine of the Bolwell Car Club
April “Goblins Gazette” of the Austin Healey Sprite Drives Club
LETTERS
Copy of CMC March Committee Meeting minutes
Invitation from Shepparton Rotary to attend a Motor Show and Market day on 7 April
Invitation to try the Lynbrook Hotel for lunch
Invitation to participate in Motor Classica 25-27 October
Invitation to Australian National Show and Shine at Euroa on 6 October
Cheque from Ray Lodder
“Thankyou” from NSW AHOC Club for participation in recent National Rally in ACT.
Letter from RACV advising that Brian Kelly is retiring and his position is to be taken up by Daryl Meek.
1.
CORRESPONDENCE OUT:
None this month
PRESIDENTS REPORT
Paul presented the following report:
Paul opened proceedings by welcoming a number of members of the AHSDC who attended to hear our guest speakers and
catch up with their MSCA mates!
Paul reported that the group of 8 AHOC members recently returned from a trip to Japan had a wonderful time and he thanked
Geoff Gillard for arranging an introduction to Hiroshi Takemori, the President of the Japanese AHOC. He made our members
most welcome and we look forward to seeing him at a Rally in Australia some time in the future.
Paul went on to say many thanks again, for all those who ran AHOC functions in the last month – Peninsula, ROF and the run to
the Plough in Myrniong.
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Re the RACV – AOMC Classic Showcase – we had 58 big Healeys, nine Sprites and, the Healey Boat, presenting an excellent
display of our marque.
Congratulations to our Road & Show winners – and a great vote of thanks to the organizing sub-committee – Bill Metcalf, Barry
Barnes, Arthur Tuckett, Mike Snelgrove and Harvey Pearce. Peter Jackson, Brian Froelich and the judging panel, Terry Wade,
for the terrific snags and, our chefs, Ralph Fletcher, John Anderson and Ron Boyle. I know, that your committee really
appreciate the effort of all our members who attended. We remain one of the top displays, year on year! Great to meet many of
our newer members on the day.
Regretfully, arguably, the most knowledgeable and influential member of the Healey fraternity in Australia, Joe Jarick, has
decided not to renew his membership of AHOC Victoria. Joe is recognized worldwide as the foremost authority on 100S,
significant Austin Healey works rally/race cars and, DMH company and family memorabilia. His knowledge and contributed
articles on Healey vehicles and, their owners, has enriched our marque for all past and future devotees. He has been a keen
supporter of our club and a great friend of a large group of Victorian members, for decades. We hope that Joe will maintain his
interest, in happenings south of his sunny Queensland base!
Steve Pike left a few days ago, for the Donington Historic Festival, on this weekend and, the unveiling of NOJ393. Steve also
featured on the April cover of “Rev Counter”, the UK Healey Magazine, with the Streamliner – in a two page article written by
Joe Jarick. We trust he has a great time with NOJ, in his travels.
Our June meeting will see one of our Tassie participants, Pascale Turvey, presenting a pictorial review of the 19-Healey fleet, on
its tour around Tasmania, in February. Pascale has been pulling together pics from many good photographers to go with her still
and in-car video. Looking forward to that.
FINANCIAL
Mike Snelgrove submitted the following AHOC financial report:
Operating Account for March 2013
Opening Balance 28th February 2013
$36,522.72
Deposits
$ 395.00
Payments
`
$ 2,521.70
Closing Balance 31st March 2013
$34,396.02
Term Deposit Account
As of 18th April 2013
$62,786.56
Building Maintenance Account
As of 31st October 2012
$10,099.45
MEMBERSHIP:
Peter was unable to attend this evening however he had arranged to get a package of new membership badges to Paul who
read out the names and distributed the badges to those present.
SOCIAL:
Mick Smith reported that the drive and lunch organised by Ralph and Linda Fletcher to the Plough was a great day and that she
plans more social activities during the coming months now that our busy period is coming to a close.
Selwyn Hall reported on the run he organised to Bulla. Amongst others, this was attended by Brian and Linda Dermott who in
the interests of achieving significant velocities utilised pace notes on the run up the mountain! Needless to say, they got to the
top first with the slow coaches arriving somewhat later! Notwithstanding, everyone who attended had a great day.
Mick asked for a volunteer to do supper for the November general meeting – Geoff Gillard responded – thanks Geoff!
EDITOR:
Harvey will be on holiday during May and June however the June magazine will be edited by our erudite Communications
Manager Gordon Lindner. We are all grateful to Gordon for taking on this additional work.
REGALIA:
On this occasion, Arthur modelled a very smart beanie (a snap at $15.00) as well as one of the new stocks of BBQ aprons at
$30.00. He reported that scarves are now in stock ready for brisk winter drives with the roof down. Any member wishing to
present as an ancient and demented rapper would be well advised to follow Arthur’s sartorial lead this evening!
COMPETITION / MSCA:
In Rod’s absence, Bill Vaughan gave the following report on Team Healey and MSCA activities at Phillip Island on 21 April:
The day was attended by 4 Healey racers including Ken Sadler from Warrnambool who as usual, drove to the event (roof off),
competed then drove home – what a hero! Ken was rewarded with his personal best lap times AND a regularity win. Hugh
Purse’s car was driven by Shane O’Brian and Russel Baker unleased the Mercedes Gull Wing, claiming it would be a one off
and taken easy. Bill reported that judging by the look on Russel’s face after each outing, neither statement looked true! The
day was officiated by Dave Kelly as Clerk of Course and enjoyed excellent weather notwithstanding a fair amount of mechanical
attrition!
Bill noted that Peter Jackson was likely to be the only AHOC competitor at the Historic Winton short course meeting on 25 / 26
May.GENERAL BUSINESS:
Paul noted that during the recent Tasmanian tour, local Owner’s approached him to discuss the formation of Tasmanian
Chapter of AHOC Victoria – as outlined in our April 100s & 1000s. It appears that there are currently some 31 Healey’s in
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Tassie with over half wishing to be more involved. Since we need the approval of our members to proceed with bringing Tassie
Healey owners on board and assisting with setting up their Chapter, Paul asked for a show of hands of all those in favour – a
unanimous response was achieved so the proposal will now proceed with a section of future newsletters set aside for their
reports.
Paul noted that for those interested in a run to Winton for the Austin 7 Club VHRR Historics on May 26 we shall meet up with
the North-East Group members at 7.30am at Yarra Glen, for an enjoyable drive and day. We have received a number of free
tickets and if we have enough numbers, the Austin 7 Club will put us together in the car park for a display (Sixtieth anniversary
of the 100/4) and provide extra tickets to cater for at least one per vehicle, the co pilot paying $30.00 for entry. Please see him
after the meeting or email / phone Paul Mac in the next couple of days.
David Kelly’s Geelong Military Re-Enactment Group at Barwon Park, Winchelsea runs next Saturday/Sunday, from 10 am-4.00
pm – “The Age of Gunpowder” – encampments and re-enactments from the Napoleonic, through WW1, WW2, to Vietnam
eras. If anyone would like to join Paul in the trip – speak to him after the meeting for transport - he has four seats available –
should be a fun day!
Forward planning
Any members interested in being part of the 2015 National Rally Steering Committee, would you please speak to Brian Aitken or
Paul McPherson. We need to bed down this committee within the next couple of months..
MICK’S MOTHER’S DAY RAFFLE WAS THEN DRAWN AND WON BY BILL VAUGHAN – CONGRATULATIONS BILL!
Meeting closed at 9.38 pm.
Next meeting, Thursday 6 June, 2013.
Brian Aitken
Secretary
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Brian Aitken introduced the evening’s guest speakers, Simon Gardner and Mike Conway of
Power Play. Simon and Mike each brought a car to display – Mike’s an Historic Escort dirt
rally car and Simon his Sprite (recently a 1.44 at Phillip Island!) race car. Both cars
demonstrated the duo’s superb engineering skills. To start their presentation Simon and
Mike recounted their early careers and establishment of Power Play before supper was
served. Following the supper, an excellent video was shown which was supported by
further comments from the presenters. Altogether it was a very well received and excellent
presentation – our thanks to Simon and Mike – we will try to get them back again as they
have so much to recount our members would be interested in. We are lucky to have both
Simon and his partner, Mandy as members of the AHOC and we look forward to seeing
their re built 100/4 car in due course.. ..Brian Aitken
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AUSTIN-HEALEYS THAT RACED IN AUSTRALIA
Students of the motorsports magazines which circulated
during “The Era” could be excused for thinking that there was
no motorsport in Tasmania because it was never reported,
except for the Longford International. This was in spite of
some significant cars from the mainland finding their way to
new homes down there; cars such as the Carter Corvette,
Brabhams Cooper Bobtail, Molinas’ Monza and Franz Birds
MG, and many well known drivers such as John Youl and Lyn
Archer coming from Tasmania. With the help of David Moir,
Roger Richardson and Randall Langdon I have been able to
piece together the history of an Austin-Healey which was
raced there by three of its owners.Originally the car BN4
56014 had been sold by Larke Hoskins to G E Chloros from
Newport, New South Wales in November 1958.
opened in 1960. He also drove it to work at the University of
Tasmania where a future Austin-Healey owner
Roger Richardson also worked. Roger couldn’t take his eyes
off the car and it was instrumental in him buying a BN2 in
1971 and later a BN6, which in those days was a rare car in
Australia.
Barry kept the car until 1963 when he sold the car to Terry
Oates from Snug, south of Hobart to buy a Peter Manton
prepared Mini Cooper to race. Terry had long lusted over this
car and when it came up for sale he wondered how he could
sell his Sprite. A chance mention of his dilemma in the pub on
a Saturday afternoon and the Sprite was sold and he was the
owner of the 100/6.In 1964 he sold the car to Jim Cox of
Launceston who was a radio announcer, publican and later a
politician.
It is probably this car that Jim Cox entered at Symmons
Plains
in
November 1964.
Several
months
later he passed
the car on to Jim
Tucker, also from
Launceston.
Tucker had it off
the road for some
time and resold
the car to Jim Cox
in late 1966.
The car when first raced by Wayne
Barry at Symmons Plains in company with the Asper Triumph in 1963
I have been told that the car was subsequently sold to two
unknown owners on the northwest coast before being bought
by Wayne Britton. However Wayne recalls he bought the car
from Jim Cox.
By now the car was red and very rough. Wayne modified the
car by fitting widened disc wheels from an A95 and flaring the
guards. The modified 3 litre engine was out of a sedan and
fitted with triple 1`3/4 Su’s. It was also fitted with an unusual
fibreglass hardtop with a squared off style to it. Andy Morris
made up the inlet
manifold, and did
a lot of work on
the car, mainly
welding up the
cracked chassis.
Wayne first raced
it as a red car then
eventually painted
it silver with a
black metalflake
fleck through it.
After some major modifications
He raced the car at Symmons Plains, Baskerville and Penguin
Hillclimb for some time. He recalls it being a pig of a car to
drive as the handling was unpredictable. He rebuilt the engine,
but by that time he was sick of the car. Wayne was happy
when he was offered a deal on an unfinished rear engine
racing car consisting of many Cooper Climax parts and an Alfa
engine, which was being built by Kerry Mitchell. Kerry took the
Austin-Healey back it to the mainland. This Austin-Healey was
the last one of many to have been raced in Tasmania until the
modern era.
In the late 1950’s the now Victorian 100/6, was taken to
Tasmania by Graeme Roberts, a prominent hairdresser in
Hobart. It was a
distinctive
pale
green/cream car
with cream trim
and a parchment
hood. He sold the
car
to
Mike
Skeels.
Barry Males at Symmons Plains in 1963
A young Terry Oates at Snug in 1963
Then around 1960 it was sold again to Barry Males who saw it
sitting in the yard of the local Austin Dealer with a price tag of
less than half new price. He couldn’t resist it. He stripped it for
racing, painted it BRG and raced it extensively at Longford,
Baskerville, and at the new Symmons Plains track which had
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In about 1972 I remember the car being advertised in The Age
and going over to the Ascot Vale area to have a look at it. This
is all a bit hazy now, but I think the car had not yet arrived
from Tasmania or it had just been sold. Either way, I never got
to see it. I do however remember it was sold for $800.
The car then appeared at John Jones Motors in St Kilda, and
the next owner was Ron Carmichael from Box Hill. He painted
it dark blue and joined the Club. The car was then sold to
Jaguar enthusiast Lance McMahon who ran a service station
reference to the car used in the filming of “On the Beach” in
Melbourne in January 1959. I knew this was not correct, but I
had heard this claim before in respect of this car. When I
spoke to Terry Oates about the car he made the same claim.
He grew up in the same street as Mike Skeels and was aware
of the car when it first came to Tasmania. At the time it was
widely known by the people of Hobart that the car had been
bought directly from the film company which had produced the
“On the Beach” film. The next phone call I made was to David
Syers who had been working with Austin Distributors at the
time. It was his job
to deliver the silver
blue/cream AustinHealey
BN4
57089
whenever
the film director
called for it, usually
to the Ripponlea
mansion.
Ross Bond having a drive in 1991
Maybe the subject car was owned by someone on the film set,
so I searched the names of all the crew (it is amazing what
information is on the Internet), however none of the names
was obvious. David does not recall any other Austin-Healey
being around the film set, so any connection the subject car
might have had with “On the Beach” remains a mystery.
The new owner is Russell Kelly from Sydney who, after 4
years became frustrated rebuilding a BJ8. With no end in
sight, he decided life is too short and he needed a going car.
RACING HISTORY
The lack of reports on Tasmanian motorsport makes it difficult
to compile a comprehensive list of entries and results. Randall
Langdon kindly went through his Symmons Plains programs
and found the following entries.
Barry Males
Symmons Plains 3 February 1963
Longford International 2/4 March 1963
Sports and GT Handicap 6th
Sports and GT Handicap
Wayne Britton
Symmons Plains 16 November 1969
Symmons Plains 27 September 1970
Lou Viaggio enjoying himself
and workshop in Box Hill. I recall that it had suffered an under
bonnet fire when something fell on the extractors and Lance
doing a fair bit of work on it. He painted it red and then sold it
to Lindsay Cook also from Box Hill. During this period it sat in
a carport and didn’t appear to be used much. He eventually
sold it to John Martin, again from Box Hill.
Lou Viaggio from Sydney became the next owner in 1987. He
joined the NSW AHOC and began using the car in Club
competition events in 1989 and he was Club Competition
Champion in 1991 and 1992. The car also won its Class at the
1992 Club Concours. Lou competed at the last CSCA
Supersprint at Amaroo Park in 1998. During Lou’s ownership
the car acquired triple webers, an alloy head and a Supra
gearbox. Lou suffered ill health and advertised the car for sale
just before he passed away in 2006.
Doug Simon was the next owner. He immediately rebuilt the
engine and did some cosmetic tidying up. He put the car back
on full registration and used it as a weekend car.
It was advertised for sale on Ebay in April this year. The ad
mentioned that this was the “On the Beach” car. This was a
***********************************************************************************************************************
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A Healey restoration, a saga that went on and on and on
After nearly 40 years of service it was becoming evident that
our Austin Healey BN1 was becoming a little on the worn side
cosmetically compared to many of the later restorations and it
was decided that a repaint and attending to a few rust spots
would be in order.
Some decry the ruining of the “patina” that a myriad of stone
chips and sandblasting of the front panels had produced, but it
was impossible to ignore the rust spots and the very evident
rust in the outer sills which I had fitted prior to the formation of
the AHOC many years earlier.
Another problem was the inability to tune the engine properly,
something that was annoying me and I suspected may have
been due to a worn camshaft lobe.
But, first things first. In May 2008 the bodywork was
dismantled, revealing that the rust
problem was more
extensive than first thought. Once the four mudguards were
removed it was decided that a trip to Ballarat to see Greg
Kilmartin was in order and a supply of replacement panels and
sections was exchanged for a wad of notes and both parties
were happy.
It was evident that my early estimate of 6 months to complete
the job was blown out of the water as further dismantling was
needed and eventually the car was reduced to a body shell to
facilitate the work.
Work proceeded to replace the bottom of both front guards,
the bottom section of one door together with the lower section
of the door skin, lower sections of the two hinge pillars, new
door striker pillars together with the front sections of the inner
guard . Both sections of the inner sill and the outer sills were
replaced next with new passenger compartment floors. Some
rust repair sections were made up and fitted to the drivers
floor section and behind the front seats.
With a lot of these parts tacked into place I then mounted the
chassis on a trailer and took it up to my son’s body shop in
Robinvale where I had access to a Mig welder and spot
welder.
Once the major part of the welding was completed it was
apparent that the RHF door aperture was incorrect. I
suspected that the chassis had shifted during transportation
and welding but subsequent measuring suggested
misalignment of the RHF chassis rail.
I then made an enquiry with Rob Rowland at the Healey
Factory regarding setting the chassis on a jig. Rob explained
that the BN1 had too many variations in measurements to
have a dedicated jig system, but they had a jig which could
give the correct levels so we transported the lot back to the
Healey Factory.
A quick check confirmed that the chassis rail was misaligned,
so part of my welding had to be undone to facilitate the repair.
Unfortunately there are no precise chassis measurements
available for a 100/4, but a phone call to Greg Kilmartin
resulted in a set of drawings for a 100/6 arriving by fax with
suggestion from Greg on rectifying the problem.
Once the chassis rail was realigned to the correct height,
welding was reinstated and we attempted to trial fit all the
panels. Final panel beating was carried out and the panels
prepared with an etch prime prior to painting.
During the initial restoration of the car when we first
purchased it, I had applied Proofcoat fairly liberally to most
areas of the chassis and this had to be removed to refinish the
chassis unit in the same colour as the outer panels. Not a job I
would recommend to anyone!
The chassis unit was then painted in body colour and
mechanical work commenced as the parts were reassembled.
The camshaft was removed and taken to Wades and it was
found that there was minor wear only on one cam lobe.
Wades were surprised at this as they felt the camshaft was
much too soft and were amazed that it had been running in
the engine for nearly 40 years. I supplied another camshaft
which checked out to be the correct hardness, but once it was
ground it was found that the lobes were soft and so it was sent
away for Tufftriding, and now should last both the engine and
me out.
The brake master cylinder and booster were then
reconditioned and fitted together with a new main line and
hoses and all new suspension bushes and rubbers were fitted
as the suspension went on, together with a new handbrake
cable.
I was not happy with the steering box as it was showing
pitting in the hardfacing at both ends of the worm, so this was
taken to a grinding specialist in Moorabbin and the radii were
reprofiled with a minimum of loss of metal and the box was
reassembled and shimmed to suit.
Next the motor was dismantled to try to find the tuning
problem and it was found that due to excessive removal of
metal from the cylinder head face over the years the face was
too thin and had warped in the combustion chambers allowing
gas to escape from cylinder to cylinder thus presenting the
complication to correct tuning.
An A70 head was procured and taken to a specialist welder
who added some metal to the side of the casting to make it
the same width as a Healey head and then the head was
reconditioned and inserted to suit unleaded fuel. Standard
size valves were fitted in place of the larger ones previously
used and single valve springs in place of the original doubles.
The reconditioner assured me that the doubles were old
technology and were not needed as modern springs are much
more reliable.
An electronic distributor from a Nissan Pulsar was acquired
and the advance curve was altered to suit the Healey and this
is now fitted. These distributors are a Bosch unit made under
license in Japan and are very reliable. I also used the Pulsar
coil which is compulsory if you want the thing to work.
I had previously fitted Jaguar springs in the Healey clutch, but
Judy could not push it in without considerable effort so I sent
the clutch away for Healey springs to be fitted. This came
back with a massive bill which, I was told was necessary as
the unit had to be fully reconditioned, something which I doubt
as it now has a slight shudder which it did not have before.
Next in line was the gearbox and overdrive. The gearbox had
been jumping second gear for some time so it was dismantled
and all parts checked and the best parts picked and it was
reassembled. The overdrive was found to be fairly well worn
and with some machining and some oversize thrust washers
by Theo van Heel it was reassembled with a new pump and
cam courtesy of David Woodhouse.
Once the car was running and road tested it was still jumping
gear and a long process began. I raided Dennis Varley's parts
bin and we changed a few bits, Larry V suggested getting
some new parts from England to use as a standard, but I
acquired a few better parts locally and Peter Parsons a
Technical instructor with Dandenong TAFE checked all
tolerances and suggested one thrust washer was deficient so I
had another made by Peter Osborne and assembled the box
10
and road tested it but it still jumped gear. I was talking to
Steve Pike at a function and during discussion he mentioned
there was a BN1 gearbox had arrived from America with some
parts he had acquired and he felt it could be OK as it had
been lying in a garage for years. I picked up the box and after
dismantling and cleaning it appeared to be in very good
condition so it was fitted up to my O/drive, assembled into the
car and road tested perfectly. Big sighs of relief all round.
The final part was what we set out to do originally and that
was to paint the car. I was impressed with the job a local body
shop had completed on Neil Plunkett’s car and approached
them about applying the final coats on mine
The head
Jim Reddy.
painter informed me that they always try to have an interesting
vehicle in the workshop all the time as it keeps their interest
up after working on smash repairs all the time, and after some
negotiation with the owner I left the car with them.
I was very happy with the end result and would recommend
them to anyone with a project to be painted.
The car is completed now, apart from an oil leak between the
gearbox and overdrive and some rubber seals to be fitted. I
hope to enjoy it for years to come. It was a frustrating
restoration as I felt I had more than my share of Murphy’s law
during the process, but the end result is what matters.
GOODBYE MICK
Like many in AHOC, I was shocked and very saddened by the
news that Mick Ronke had died of heart problems at St
Vincent’s Hospital on April 30th this year, aged 66.
It is thanks to Mick that we still have a race circuit at Winton
and that we can still afford to race our Healeys. Without him
as the inspired leader running the Benalla Auto Club and
forming and developing AASA, Winton would have gone the
way of Amaroo and Oran Park and be covered in houses and your basic CAMS licence would by now cost you $1500.
But you would never have known this humble and modest
man, with a personal style belying his intellect and acumen,
created a fantastic business model - a financially strong but
non profit organisation in the service of the ordinary motor
sport enthusiast “... for the benefit and enjoyment of all the key
stakeholders – the people who participate, the people who
watch them participate and the people who provide the
infrastructure to enable them to participate.” Whoever heard of
such a thing !
Mick’s story began almost 52 years ago when in the post war
enthusiasm motor racing venues were springing up around
the country (long lost venues we read about every month in
Iain McPherson’s absorbing column). Among the band of
volunteers at the Benalla bowl was Jim Ronke, Mick’s dad and
that’s where he got a job and would never work anywhere else
for the rest of his life, going from volunteer teenage helper to
CEO.
As most of the bush tracks fell away, it was Winton which
survived and prospered under Ronke’s leadership through
decade after decade of turbulent times. Today, expanded and
improved to the highest international level, it still runs a round
of the V8Supercar Championship, still puts on the leading
Historic event of the year, still runs Test and Tune Fridays and
11
still runs the Speed off the Street programme so welcomed by
the local communities and police. All the threats from
neighbours and developers have been beaten back, the track
has been extended and upgraded and modernised.
The success of Winton as a national Motor sport venue
earning significant income as well as support from the State
Government, feeds directly back into grassroots motor sport
and the community through ownership by the Benalla Auto
Club; not in making the proprietors super wealthy. And that
was what Mick told me many times is what he was trying to
do. Mate, you did it.
Winton is in our blood. It is a technical, tricky circuit, with the
entry to the sweeper, the sweeper itself and then braking and
turning into the cleavage as challenging - and daunting - a
sequence as anything on any Australian circuit. Many
renowned steerers have come to grief through there. For
AHOC racers, getting under 1:42 at Winton is as important a
milestone as 1:30 at Sandown, 2 mins at the Island or 2:50 at
Bathurst. And for generations of North East fans, going to the
V8’s at Winton is as much a badge of the real enthusiast as
going to the MotoGP at PI.
But the achievements of Mick Ronke are not limited to the
appeal of the track or physical development of Winton
Raceway or the famous exploits which have occurred there.
By far the greatest contribution to Australian enthusiasts who
like to have a go on the track was the Australian Auto Sport
Alliance.
ver decades, Mick was tormented by CAMS, both as a circuit
owner being hammered for fees and expenses and rules and
regulations which he knew were just get rich
schemes and as an individual who resented a bunch of
townies setting up to rule his world. He saw it both as a threat
to his circuit - being forced to pass on costs which would
threaten patronage - and a threat to the affordability of the
sport more widely.
helpful and gave us a spot on their programme every year we
needed it, without asking for fancy fees or guarantees of
minimum numbers. Mick just said he loved Healeys ...
By 2005, CAMS was out of control. Lining up for the start of
Classic Adelaide, we were forced to pay a $500 ‘sanctioning
fee’ to CAMS for no reason. Hundreds of other competitors,
organisers and circuit owners had their own stories of blatant
money grubbing by dodgy officials who were failing the sport.
Dissatisfaction with CAMS - always a favourite whinge topic had reached unprecedented levels. CAMS simply said: “motor
sport is expensive; if you can’t afford it, do something else ...’
Mick Ronke and his highly capable and very determined
colleague Bruce Robertson did more than whinge. They
jumped on a flight to London (economy of course) for a
meeting with a Lloyds of London syndicate and then later back
in Aus with QBE Mercantile Mutual and tied up an insurance
arrangement for car clubs, organisations, teams, competitors
and officials. They set up AASA as a competitor to CAMS,
offering a complete package from sanctioning events to
competitor licences to cover for officials. For a huge reduction
in cost.
Before long, they were displacing CAMS sanctioning at events
and for whole circuits, issuing licences and logbooks; Classic
Adelaide was their first tarmac rally and still smarting from the
robbery of the year before, I sent this e-mail to a friend seven
years ago: “AASA do a superb job by not having cost. Their
model is a remarkable example to any business. Mick Ronke
has just 'disappeared' costs for competitors by not incurring
the costs in the first place - we worked out a saving of $1520
on CAMS charges for the first time under AASA, taking
account of licences, medicals, log books and those random
$500 fees which CAMS just charged us without warning. The
AASA model of sanctioning is much more intelligent and
appropriate for amateur sport ...”
Mick was fully aware of the impact all this it would have on
CAMS and it was indeed brutal; AASA has resulted in a
comprehensive shake out of the bloated and unproductive
CAMS organisation and a huge reduction in their costs and
fees. So the bloke who ran a dusty little circuit in country Vic
really did boot Max Mosley’s hand picked team of monopoly
managers for touch and transformed the costs of competing
for all enthusiasts across all the sport for good.
As enthusiasts and racers, we have a huge amount to thank
Mick Ronke for; we will always be in his debt for
revolutionising the organisation of the sport and for bringing
down the exploitative monopoly which was CAMS. By all
accounts, things might be on the up there - if so, we know who
to thank. All of us in the AHOC Victoria extend our
condolences to his family, especially to his sons Matthew and
Adam and to his colleagues Heather Wallace and Bruce
Robertson.
We can all be fairly sure that he will look around his life’s work
and be quietly satisfied - but only if we all help keep up his
good work.
Cheers, Mick.
Brian Dermott
Linda and I first met Mick in 1990 when we were helping
Holden’s Engine Company run Formula Holden. The show
was all there - Skaify and Crompo, a great bunch of top young
stars all wanting the Gold Star in their Ralts from Europe and
the Shrikes from Adelaide TAFE with sponsors and Larry
building and servicing the V6 - but CAMS and the circuit
owners saw only $$$ to give this show a run.
The last hope was Winton and everyone said how tough the
bloke who owned it was. We made our pitch and Mick saw
only more fun for his crowd and loved the idea of a top flight
single seater class at Winton. We even talked about whether
the lap record would fall ... He finished by coaching us on how
to play it with CAMS, did some lobbying for us and we got the
gig nationally with the final as a support race to the AGP in
Adelaide. CAMS felt undermined.
We stayed friends and over the years were always sure of a
welcome if we dropped in for a cup of tea going down the
Hume and later when we were competing we always walked
up the hill to the office for a chat with Mick and Heather and
they always made us feel welcome. They didn’t have to - we
were just enthusiasts - but so were they. In the late 90’s, when
I was running ‘Healey Racing’, Winton was always super
MEMBERSHIP
Welcome to our New Member Mark Mills, who owns a Blue BJ8
12
1953 LE MANS 24 HOURS AUSTIN-HEALEYS MEET AGAIN AT BONHAMS
A special thank-you to Bonhams of London for allowing us to use these Press releases and photos of NOJ-393.
I would also like to thank Steve Pike & Joe Jarick for their contributions to the following articles.
The first time NOJ 392 and NOJ 393 have been seen in public since competing at the 1953 Le Mans 24 Hours
Le Mans, 1953: NOJ 392, car no. 34, alongside
NOJ 393 (masquerading as NOJ 391), car no.
33, in the pits prior to the race
Two Austin-Healey motor cars that competed as the factory entries
in the 1953 Le Mans 24 Hours Race have been reunited after
almost exactly 60 years apart.
On Wednesday 8th May 2013 the Bonhams headquarters in New
Bond Street, London, saw the unveiling of ‘NOJ 393’, the ex-Works
1953-1955 Austin-Healey Special Test Car/100S, after its
comprehensive restoration by marque specialists. The car realised
a world record £843,000 at a Bonhams auction in December 2011,
despite being in ‘barn-find’ condition, having been untouched since
the 1960s.
Joining ‘NOJ 393’ at the unveiling was its sister car – ‘NOJ 392’ –
which Bonhams is to offer for sale at this year’s Goodwood Festival
th
of Speed on Friday 12 July. The only Special Test Car remaining in
its original form, the car is estimated to realise between £500,000
and £600,000 at the auction.
Le Mans, 1953: NOJ 392, car no. 34, alongside
NOJ 393 (masquerading as NOJ 391), car no. 33,
in the pits prior to the race
Together the two cars formed the Works entry into the 1953 Le Mans 24-Hours but for one – ‘NOJ 393’ – it was so nearly not to
be. Originally journalist Gordon Wilkins had been assigned to co-drive ‘NOJ 391’ alongside Belgian Marcel Becquart but, on the
drive back from scrutineering to the hotel, the car was hit by a truck and suffered severe damage that would prove impossible to
repair in time for the race.
Consequently the team set about transferring the car’s engine, brakes and all scrutineer-stamped components into the spare
Special Test Car – ‘NOJ 393’ – which had been brought to the
race “as insurance”. The necessary registration and race
numbers were painted onto the car and it competed in the race
masquerading as its compatriot.
th
Both cars finished strongly, with ‘NOJ 392’ coming in 12
th
overall, second in class, and ‘NOJ 393’ finishing 14 , third in
class.
James Knight, Group Motoring Director of Bonhams, handled
the sale of ‘NOJ 393’ and will preside over the sale of ‘NOJ 392’
in July. He said: “It suddenly dawned on me that these cars had
been like two comets, each in their orbit since the ’53 Le Mans
race - and we now had an opportunity to bring them together.
For many years both cars had pretty much languished in
garages at either end of England, with ‘392 then heading off to
Australia. I think it is great we can re-unite them here today.
13
The story of NOJ 393 is well known. It was one of the Works Special Test Cars that ran in the 1953 Le Mans 24-Hours,
later became the 100S prototype – racing at Sebring, the Carrera PanAmericana, and Nassau – and was involved in the illfated 1955 Le Mans accident.
After its factory works team career, it spent a few years club racing before being acquired – in a very tired state – by
Jack Scott in 1969. Jack always meant to get around to restoring the car but work and family commitments prevented
him from doing so. In 2011 Jack contacted James Knight at Bonhams and said that, after 42 years, he felt it was time to
sell the car to a collector who would do it justice. At the resulting auction in December that year NOJ 393 attracted
much interest from around the world, selling for £843,000 – establishing a new world record for any Austin-Healey by
some distance.
World Sports Car Championship pedigree aside, NOJ 393 is one of only two surviving Special Test cars from 1953. It is
the only survivor that, competing for three seasons as a Works entry, is able to reflect development in prototype form
across the Austin Healey 100 model range: from a pre-production 100, through to a 100M, in this form success at Le
Mans in 1953 and from there as a 100S,
where at Sebring in 1954, its wonderful
result cemented both the 100S model name
and specification.
The car was bought at the auction by a
European collector and committed AustinHealey enthusiast, who entrusted Steve Pike
of Marsh Classic Restorations in Australia to
restore it to the zenith of its history – the
start line specification for the 1955 Le Mans
race.
Following an exacting and sympathetic
restoration, NOJ 393 has re-emerged onto
the world stage, prior to featuring at various
events in the UK over the coming season.
Press information – NOJ 393
Background history, technical inspection and restoration information supplied by: Joe Jarick, Austin-Healey Special
Test Car and 100S historian, with contribution from Steve Pike, proprietor, Marsh Classic Restorations
Today Bonhams welcomes to its London galleries fresh from restoration NOJ 393, the 1953-55 Donald Healey Motor Company
Special Test Car. Today is a celebration of the return of this Austin-Healey to its 1955 Le Mans start line specification, after more
than 40 years in hibernation.
The December 2011 Bonhams sale saw a world record price paid for an Austin-Healey, a Works Special Test Car, in ‘barn find’
condition. The new owner is a European collector who has a particular preference for Healeys and Austin-Healeys, and the
100S in particular. Upon acquisition, he shipped the Austin-Healey, UK registration mark NOJ 393, to Australia for its restoration.
This Austin-Healey has the distinction of being a pre-production Austin-Healey 100 and the third of four Special Test Cars built at
Warwick by the Donald Healey Motor Company (DHMCo) in very early 1953 to launch their development and competition
program to support the launch of the new Austin-Healey sports car. It is particularly significant as it is the only survivor of the two
1953 Special Test Cars subsequently converted to ‘Works’ 100S specification. (Further reference: Bonhams Sale Catalogue
Number 19293, Lot 433)
Easter saw this Austin-Healey’s return to the United Kingdom fresh from the comprehensive restoration by marque specialist
Marsh Classic Restorations located in Victoria, Australia.
Specific Details:
1953 Austin Healey 100 Special Test Car
Chassis No. SPL 226/B
Body No. AHR/7
Engine No. SPL 261 BN
First registered by Austin Motor Company on 24 April 1953.
Registration No. NOJ 393
As a Donald Healey Motor Company DHMCo) Special Test Car and therefore a Works entry, NOJ 393 has the distinction of
having run in many of the World Sports Car Championship races as an integral part DHMCo’s racing and prototype
development program.
14
NOJ 393’s exemplary pedigree compares to almost any works sports racing car with entries in some of the great endurance
races of the post-war period.
Actual entries are as follows;
th
rd
• 1953 Le Mans 24 Hours (Gordon Wilkins/Marcel Becquart) 14 Overall, 3 in Class.
rd
St
• 1954 Sebring 12 Hours (Lance Macklin /George Huntoon) 3 Overall, 1 in Class.
• 1954 Carrera PanAmericana Road Race (Lance Macklin) Retired – Ignition fault.
th
• 1954 Bahamas Speed Week, Nassau (Lance Macklin) 100 Mile Bahamas Cup, 6 Overall and 200 Mile Nassau Trophy
th
25 Overall.
• 1955 Le Mans 24 Hours (Lance Macklin/Les Leston) Accident caused retirement.
Following agreement between Leonard Lord of Austin and Donald Healey whereby the Austin Motor Company would underwrite
the new sports car, take over production and distribution, leaving Donald Healey and his team at Warwick to focus on
development and racing. So the Special Test Car program came into being with the description ‘Special Test Car’, an attempt to
thinly disguise that the Austin Motor Company were building racing cars.
Background:
To briefly revisit NOJ 393’s pedigree, following the launch of the Austin-Healey 100 at Earls Court in October 1952, work began
immediately between the DHMCo and Austin to put the new sports car into production. With this work underway the priority was
to capitalise on the successful model launch and generate wider publicity through having the Austin-Healey ‘seen’ in its
prospective markets. This was achieved through satisfying demand for the new sports car through Austin’s worldwide dealer
network and commencing a development and competition program to support sales.
To cater for the initial demand a small number of pre-production Austin-Healey 100 motor cars were built at DHMCo's Warwick
premises. These were intended to have a purely promotional role, including the generation of publicity at a number of motor
shows both in the USA and Europe.
In addition to the ‘standard’ cars, four Special Test Cars were included in the building program using the same basic
components, but with an entirely different specification.
The development and competition role was part of Donald Healey’s agreement with Austin, very appropriate given their past
success at Le Mans and elsewhere.
SPL 226/B (NOJ 393) was the seventh of the pre-production 100 built and third Special Test Car. The three being registered by
Austin as follows;
SPL 224/B - NOJ 391
SPL 225/B - NOJ 392
SPL 226/B - NOJ 393
SPL 227/B, the fourth chassis was never registered as it was intended only for record breaking.
That SPL 227/B was identified at the build phase as having the role of a record breaker demonstrates that each Special Test
Car had pre-determined roles and this helps to explain differences car to car at that point. While all the pre-production cars were
hand built, the Special Test Cars were much more than that, apart from their competition specification, they were very carefully
assembled.
The focus of Donald Healey’s competition program with the new Austin-Healey would be the World Sports Car Championship
and what a baptism of fire this would prove to be.
World Sports Car Championship pedigree aside, NOJ 393 is one of only two surviving Special Test cars from 1953. Importantly,
it is the only survivor which, competing for three seasons as a Works entry, is able to reflect development in prototype form
across the full Austin-Healey 100 model range. That is from a pre-production 100, through to a 100M, in this form success at Le
Mans in 1953 and from there as a 100S. At 1954 Sebring, where its wonderful result clarified both the 100S model name and
specification.
Returning to the new owner’s restoration brief, to return the Healey to its final Works specification. In effect transporting the
Healey back to that fateful moment in time in 1955, at precisely 4pm 11 June, when the car left the start line of the Les 24
Heures du Mans.
NOJ 393 was constructed shortly after the first batch of 20 pre-production cars for both racing and development testing.
Looking very little different to a standard Austin-Healey 100 sports car, NOJ 393, together with NOJ 392 (SPL225B), through
their 1953 Le Mans 24 Hour Race results clarified what was to subsequently become the 100M model specification. Donald
Healey achieved two Austin-Healeys in the top 14 finishers, a fantastic result for the debut of the new sports car in the big
league of World Championship Sports Car Racing. Due to a pre-race accident to NOJ 391 its sister car, NOJ 393 was pressed
th
rd
th
into service and performed admirably, coming home 14 Overall and 3 in Class. A Nash Healey also finished 11 Overall,
making three in the top 14 placers for Donald Healey.
In March 1954 at Sebring, NOJ 393 ran with the prototype 100S engine featuring the eight port Westlake designed alloy cylinder
rd
st
head. The 3 Overall and 1 in Class result was enough to launch the limited production 100S (S for Sebring) competition
model. Deliveries commenced in January 1955 of just 50 ‘production’ sports racing cars, complete with an all alloy body and
Dunlop disc brakes on all four wheels and similarly. These were powered by the same engine as the prototype featuring the
Westlake cylinder head that helped to raise output to 132 horsepower.
15
In September NOJ 393 was entered with OON 441, a 1954 Special Test Car, as a prototype 100S for the Pan-American Road
Race the former retiring with ignition problems. Some weeks later Lance Macklin drove the car at the inaugural Bahamas Speed
Week in Nassau with good results for a prototype of the new model.
NOJ 393’s last entry, with the latest Works 100S specification, was for the 1955 Le Mans 24 Hour Race. The entry was not by
the Donald Healey Motor Company, but by the French Austin importer AFIVA, at their request. The Austin-Healey was
performing well until it became involved in the disastrous accident that remains the worst in motor racing history.
Following this accident NOJ 393 was impounded by police. Its release was only secured by DHMCo after 18 months and
following the conclusion of the enquiry. The driver of NOJ 393, Lance Macklin, was exonerated from all blame. Following the
car’s return to DHMCo at Warwick it was repaired and sold into private hands. From there it's racing career continued on British
circuits until late 1964, at which point it was retired and essentially stored.
Please check our Website for more on the Restoration of NOJ-393. www.healeyvic.com.au
16
THE BOOT
What’s your favourite Healey bit ? What do you like best about
it ?
For an old banger, it looks a really handsome sports car,
drives in a lusty fashion, stops and handles well and on a
touring trip, is remarkably economical. Racers talk about how
light you can get them, how quick you can make them with a
modern steel crank etc. Rally people talk about stability,
traction, reliability - some of them go on about gears.
Fans of ‘ Le Concours d’Élégence en Automobile’
‘a
competition for elegance around the automobile’ was
developed in Paris in the 1920’s to present elegant fashions
matched to elegant cars - crawling around checking Lucas
labels and cleaning spokes is a modern Anglo Saxon
interpretation) will tell you how satisfying it is to recreate the
perfectly original car.
We all have Healeys and whatever our reasons, the package
of looks, handling and performance matches how practical the
thing is. And its practical because it’s got a boot.
Before WW2, sports cars generally did not have boots. They
had spare wheels bolted on the back or elegant cabin trunks
hung on to that. When the Healeys made their first sports car,
it did not have a boot either. The D Type Healey Silverstone
had nowhere to put anything, not even your right arm, which
hung outside in the freezing blast of water and grit from the
front wheel.
The gap behind the seats was a good size - when you went
racing there was room for a cantilever toolbox in there. This
was before plastic bags so we all took kit bags squashed in
under the tonneau, which of course got wet. This arrangement
was definitely not a boot and for all I know is the reason why
Healeys only sold 104 Healey Silverstones.
If it was, that would explain why Healeys designed the Healey
100 with an enormous and (fairly) weatherproof boot. From
that time on, the boot of the Big Healey became an integral
part of its’ adventurous appeal - it made the cars perfectly
suited to the full range of a young man’s lifestyle.
This is important. When we were young, our Healey was our
only car. It had to commute to work in all weathers, take the
girlfriend out to dinner / to the footy / to the pub / the all
important weekend away to wherever the sun was shining. Go
shopping. Show annoying other sports cars who was fastest.
On the weekends when there was a race meeting, hill climb or
sprint, early starts with lots of gear were required. And for
most of these uses, a boot was essential.
The boot was like a bonnet in the back end and needed
regular attention. Open it up - marvelling at the engineering of
the cable which stopped it being blown back onto the paint and inside were lots of things you needed to check, just like
under the bonnet.
There was the spare wheel - delivered by Healeys sitting on
the tank outside up but rapidly reversed by many so the well
could be used for stuff. Like a tow rope and tool roll but not the
wheel hammer which wouldn't fit. Nor would the pump (foot
pump only back then) which is what you needed to check the
pressures. Those items - with special short bottle jack and
hammer - found damp homes around the tank and between
the chassis frame.
Healey also invented a demon method of tying down the
spare. The long steel rod with loop on one end for a strap and
a devious bend at the other to hook into a bracket on the
firewall.
Then there was the battery. Always a disaster area, the old
batteries leaked and rotted everything around. They needed
filling with distilled water. You could never see into the holes
and never find the special filler bottle so topping up usually
added more acid to the disaster under there.
Finally, there had to be room for the sidescreens or later when
the convertible with wind up windows robbed all the stowage
space, all the stuff which no long fitted in the cabin.
With all these essentials loaded, there was a heaps of room
for luggage - provided it was squashy bags. No one had suit
packs in the 60’s but canvas grips were popular and it was
always amazing to see how much the boot swallowed. The
biggest test was loading up a novice girlfriend - sorry, we
don’t have room for Mums leather case will it all fit into my
spare knapsack ?
The Healey Silverstone had no boot
Because many owners wanted to go off for weekends with a
girl friend who had a suit case, the upgraded E-Type
Silverstone had a case drop behind the seat, made by cutting
away the long tail, and a slightly wider, square cut windscreen
which could still be dropped down into the scuttle for
competition (and to collect organic matter so it rusted and
leaked onto your knees). No boot, but the panel behind the
case drop was openable and behind it you could reach in to
put stuff on top of the spare wheel. But not stuff which
mattered if it got wet. And not stuff which would stop you
sliding the spare wheel out of the slot in the tail to shed some
weight for competition.
17
The daily driver had a handy boot and the BMC Competitions
Department put it to good use. For the endurance rallies such
as the Liege - Sofia - Liege, the works cars from the 3000
onwards often carried two spare wheels. They were 2 seaters
and the long distance tank was shaped to take the wheels on
top so they pushed inside the cabin compartment into a bag but since they still protruded too far for the boot lid to shut, the
alloy boot lid was shaped to accommodate the top wheel.
go to the wineries for a weekend or head off for a picnic with
our friends in their Healeys. Even with a spare of the
ridiculously wide and heavy wheels and massive modern tyres
which we all buy (instead of the 5.60x15 crossply on 41/2” x
48 spoke which is more than adequate), there is still room for
a box of wine - only if they are Bordeaux shaped bottles between spare and battery. And loading up the picnic, a pair
of comfy canvas chairs and the bag of Bocce balls still leaves
plenty of room for a cuckoo clock (Wendy).
This habit of cruising off in the Healey is well ingrained in
AHOC. Almost everyone does it and maybe the boot
contributes to the experience. But for any younger person who
looks condescendingly at all these nice old folk in their 70’s
and 80’s in their nice old classics, the enthusiasm for escape
is surprisingly spirited.
Recently, on a trip like hundreds which happen every year, the
cars were headed into The Wild. Not for a picnic, for Bocce or
to visit a winery. But to have a hoon.
The works cars had room for 2 spares
As well as twin spares on 72 spoke steel spoke wheels, the
works cars carried an eolopress tyre inflator, jack, jack handle
and wheel hammer, tyre gauge, spare 5 gallons of fuel, spare
oil, spare bulbs, tool kit, fire extinguisher, tow rope and torch.
Even before counting the 120 litres of fuel in the tank, the 14
leaf springs would have been carrying 50-60 kilos loaded in
the boot. Not surprisingly, the shackle pins holding the front
end of the springs were prone to break and then the spring
eye soon rubbed its way into the cabin. Later this area was
massively reinforced and radius arms added.
The Big Healey with boot rack had room for the family
With age comes handicaps. One had just had a kidney
transplant - but while waiting for it, the stroke had taken the
vision in one eye. Another was on call for a team to remove
the brain tumour. Yet another had just had a congenital hand
restriction repaired. The list was long, but you get the idea.
Waiting in the crisp cool air beside a Victorian forest road, the
wintry sun glinting through the canopy, we heard them
climbing up the escarpment. The unmistakable sound of an
Austin six munching on its torque band as the quick overdrive
changes went in, the rise and fall of the revs as each short
straight was dispatched, an occasional yelp as a brake point
was fractionally exceeded - these are the sounds of the
Healey Club at play.
Carrying handicaps that would see many old people in care or
waiting at the doctor’s for another ‘script, the Healey tribe
shrugs it off. Their Healey is more than just a nice classic
sportscar. It’s their way of escaping from the pressures of
ageing, from the awful stereotype of infirmity and proving to
themselves and their partners just how terrific they still are.
OK, I admit it, you don’t need a decent boot to have a hoon.
But for the next Big Trip, well then you’ll need it - and you’ll
still be able to have a hoon when no one’s looking.
Credits: Side Exhaust & the Works Car from the
Healey Book by Bill Emerson ISBN 1 902351 04 5
Wine tour with case rate
The daily drivers always wanted more room too and soon a
chrome boot rack was designed, picking up on the boot
hinges and locating on the bumper irons. For a young family,
this was a boon in transporting baby stuff like pram wheels.
Another case of the sport improving the product.
50 years or so later, we’ve all got old. Our Healey is generally
no longer the only reggo to pay. Now we want to be able to
18
Moment in Time - The Prad Healey By Patrick Quinn
A couple of years back I had the pleasure of preparing a
series of race meeting programmes for Queensland
Raceways to celebrate the fiftieth anniversary of Lakeside
International Raceway. In amongst the plethora of information
that was sent to me was a series of CDs containing photos
taken at Lakeside during the 1960s by a photographer named
Brier Thomas.
Both Pryer and Adams were very active in motor sport during
the early 1950s, equally on the track as well as working as
officials. The first PRAD was built in Sydney during 1950 using
the body from a MGTB and that was followed by a series of
highly successful specials built for circuit racing and
speedway. There were also a group of motorcycle outfits built,
plus Jack Pryer built a number of cars by himself including the
chassis for the prototype Buchanan Cobra.
The photos contained on the CDs were of quite low resolution,
but it allowed me to see what was available and then order for
the programmes. I managed to select a bunch of appropriate
th
photos from the very first race meeting at Lakeside on 19
March 1961 right through to private testing at the circuit in
2012. Looking at thousands of photos over the period of a day
or two can be slightly off-putting, but there were a few that
really took my interest. In particular some from a race meeting
th
that took place on 11 November 1962.
Nothing auspicious about that Sunday in 1962, except there
was a race meeting that was listed as the Queensland Tourist
Trophy and within the programme of the day was an AustinHealey No. 71 entered in the Production Sports Car races and
driven by Bill Anderson.
So being the inquisitive sort of person I am, I looked through
the photos of the event and found Austin-Healey No. 71.
Healey
Fast forward to 1959 and on the cover of the October issue of
Sports Car World there is a photo of a car identified as the
‘PRAD-Built Racing Healey’. It shows a streamlined car
outside the NSW Art Gallery and it looks very much akin to the
Works streamliners of the mid-1950s. In an article penned by
the redoubtable Mike Kable it is revealed that the car, a 100/6
was imported by Sydney motor importer Bill Reynolds who at
the time was involved with John Crouch Motors. The SCW
article then states that the owner was Doug Cavill, a Surfers
Paradise estate agent.
Before going further let’s have a look at the Austin-Healeys
sold new by John Crouch Motors where it’s contained that the
same car came into the country in November 1957 and was
sold on 15 January 1958 to D. Cavill. It was finished in blue,
equipped with a blue hardtop and carried the chassis number
BN4/O/47474. No NSW registration number was provided as
it was registered in Queensland.
Back to Mike Kable’s article where it’s revealed that after
Cavill raced the car in several Queensland sports car events
he decided to increased “miles per hour by external and
internal modifications”.
Was I pleased with what I found? Does the oily side point to
the ground? I was looking at the first photos I had ever seen of
the Prad Healey in a competition event. High resolution copies
of the photos were ordered and duly arrived.
PRAD
By this stage I suspect that most would be wondering who or
what PRAD was. Back in 1999 the HSRCA ran a race meeting
at Oran Park and as was the custom at the time marques or
specific vehicles were featured at the meeting. At that meeting
the featured marque was PRAD and in a short article by the
sadly recently departed Graham Howard we were told that
they “were built by motorsmith Jack Pryer and panelbeater
Clive Adams”. With the name taken from the first two letters of
each surname.
19
lightweight one-piece bonnet, hinged for easy removal and
valanced to conform with the body lines from the scuttle back.
The body-cum-mudguards were made in three separate
sections and welded and riveted together.” Further on Kable
added, “Brown made up a deep head-fairing incorporating an
ingenious sliding piece that allowed the boot to be lifted.”
Kable tested the Prad Healey together with Reynolds and
found that it was doing an indicated 115 mph at a lazy 4,500
rpm. They found that it accelerated vividly in the indirect
gears, but it could easily be taken down to 20mph in top.
Later
Fast forward to 1962 where the photos show clearly that it
was running at Lakeside driven by Bill Anderson and while
they may be in B&W it appears to have been repainted in a
darker colour, perhaps British Racing Green.
In an email received from that doyen of Austin-Healey history Joe
Jarick, he said that he knew Anderson who
came along to talk at a meeting during the early days of the
Queensland AHOC. While the dates are not known, it is clear that
during the 1960s that the PRAD panels were removed from the car.
I’ll let Joe take it from there:
“I interviewed a number of people, mechanic and the guys who
dismantled and dumped the body panels, (I chased the car and only
missed the front panels going to the dump by days) I subsequently
discovered the actual car in a car yard on the southside. It had been
converted to an unattractive coupe body and it was initially
nicknamed the 'Healey Vanguard'.”
South
Joe’s opposite number in Victoria, Iain McPherson said that he first
saw the car in Queensland back in 1972 at a service station south of
Brisbane. By then it had been refitted with a standard body and
repainted in British Racing Green. It was in the process of having its
engine rebuilt and Iain also has a photo of the car when it was fitted
with an unattractive fibreglass fastback body.
Iain added that it was next seen painted green over cream in
Croydon North, a suburb of Melbourne where it was advertised for
sale. It was sold again in 1974 and restored, with the restoration
being the subject of an article with the PPG trade magazine The
Refinisher. By that stage it was finished in red. The Prad Healey still
exists and is in Victoria, but looks like so many other Austin-Healey
100/6s.
That of course gives rise to the question of how I would have
restored the car. Standard Austin-Healey or Prad Healey? Do you
have to ask, especially as there is also a photo of the car in the
colour section of Geoff Healey’s book Austin-Healey – The Story of
the Big Healeys.
Thank-you to Patrick Quin for this article
So the car was despatched to Bill Reynolds in Sydney who
stripped the engine and rebuilt it with new rods, pistons, a 12port cylinder head and triple DCOE Webers. Associated with
PRAD at the time was Stan Brown who is still remembered
today as a whiz with alloy.
Kable said that Brown fabricated “a completely new
FOR SALE & WANTED
Austin Healey 100/4 parts for sale.
Part of an accumulation that has built up over the years and due to old age I have decided to get rid of any that will help to
rebuild other projects
Factory 100M bonnet. Has been repaired, needs frame spot welded back in.
BN1Body parts:
LHF guard. Needs new bottom section.
LHF guard. Has had new bottom welded in needs minor refinishing.
LHF guard. Solid, but needs a lot of repair
RHF door (Early type) Rusted bottom, needs lower section and skin repair
RHR guard x1
LHR guard x2 All need lower front section replacement and some repair
3 front bumper irons, 2 inner,1 outer
1 rear shroud.
1 front shroud with RHF corner missing
Full set of guard pipings (new)
Pile of damaged 100/4 grilles, good for spares
20
100/4 chassis without bulkheads. Section from bulkhead back is new, a used section has been fitted to the front and requires
minor work to finish.
4 speed gearbox. BN2 Bell housing, BN4 box with Mk 1 3000 gears. Was fully reco’d years ago, has not been used for many
years but is in A1 condition
4x195/70x15 Hancook tyres and tubes as new.
All offers considered on these parts. Jim Reddy (03) 9775 6728
4 cyl Austin Healey 100/4 engine reconditioned and running in engine stand (as seen at the Flemington display 2012)
100/4 gear box 3 speed reconditioned
100/4 overdrive 3 speed reconditioned
Also assorted Healey parts,4cyl engine parts,4cyl gearbox parts(3speed),headlight buckets, wiper components (4cyl),heater
blower fan, assorted suspension parts, set of 48 spoke wire wheels, assorted Austin Healey panels
Please call for prices or enquires Mark Ingham 0411259229
Complete supercharged Sprite motor package consisting of the following:1293cc motor built by Bryan Pope of Link Automotive, Melbourne Mini and Sprite Engine Specialist, Opcon autorotor SK1050S
supercharger kit as supplied by Hans Pederson of HP High Performance Products, with adaptor to suit Sprite motor.
Aluminium Sprite radiator fitted with electric water pump kit.
Bosch (Scorcher) distributor with modified advance curve to suit supercharged engine. Long centre branch exhaust manifold
2.25” system with anti-reversion cones and Jet Hot coating. Yella Terra roller rocker set 1.5:1 ratio.
Price: $8000.00 or best reasonable offer.
This motor is ideally suited for everyday use, with extra power on tap when required. Detailed specification and description
available to interested parties. This information is provided in good faith, but no warranty can be given.
Fibreglass hardtop to suit Austin Healey 6 cyl. roadster. After market designmoulded from original unit. Unrestored. $150.00
100-4 cast iron cylinder head fully assembled and ready to fit. $1800.00
Four speed side-shift gearbox and overdrive assembly for 6 cylinder Austin Healey. Fitted with Dennis Welch straight cut gears
with Tulip ratios. In good working order and has very little use. $4500.00
3 Webber carburettors to suit 6 cyl. Healey – needs chokes. $1500.00
1 set short manifolds to suit above – allows fitting of carburettors without modification to shroud $600.00
or 1 set long manifolds to suit above – requires modification to shroud. $600.00 or both sets manifolds. $1000.00.
John Dowsett Work (02) 9627 1120 Mobile 0414 231934
Number Plates : I00-4 black & white, slimline & full size, new condition. $900.00 or near offer
Geoff Neagle 0407 176347
5.1 – 1 gears in Quaife centre In as new condition ready to fit. Built by Simon Gardiner. Used in 2 events.
Fastest ever Healey up Mt Buller
$2000 or offer
Brian Dermott 0419 381270
Aftermarket fibre glass hard top from the 1960's that fits my BN4/BT7 Lined and is in excellent condition. $1,500 .
vinyl soft top, new (never fitted) also for the BN4/BT7 complete with all necessary small fittings $250.
Trevor Clement Canberra 0411 102 759
Set of four 72 spoke silver painted wheels with part worn Michelin XZX 165 SR 15 tyres from BJ8. Tyres old, have been off car
for ten years.
Starter motor and original oil filter assembly any offer
Alan Saul 0397962442.
3000 Mk1 side shift gearbox & overdrive. Travelled ~ 2000 miles since complete overhaul
BN1 gears - 2nd gear manufactured from V8 supercar material and new clusters, New 1st gear assembly and new selectors
5 stud diff centres 3.5, 3.9 and 4.1 ratios
12 port head reconditioned
Carburettors - 1.75 and 2 inch
Set of five 72 spoke 15x6 wheels in VG condition with VG tyres $1000
Reconditioned side shift gearbox
12 port cast iron head fully reconditioned
DMD alloy head fully reconditioned
Bruce Dixon 95116097 0415968073
Wanted
1 3/4 inlet manifold for a 100/4
Mark Bird ph 0419995648
21
PHOTO"S FROM THE PAST
22
23
24
CLASSIC SPORTSCAR SPECIALISTS
CAR SALES
Our Classic Car Showroom Has Over 50 Cars For Sale
Talk to us if you are considering selling or buying a Classic Sports Car
RESTORATION / ACCIDENT DAMAGE
Trophy Winning Cars
Accident / Classic Car Insurance Repairs
From All Over Australia and Overseas
SERVICE
Regular Service and Safety Check
Classic Rally & Track Day Preparation
Mechanical Repairs / Improvements / Modifications
SPARE PARTS
Mail Order Parts Specialists
D
M
D
AUSTRALIA
SPECIALIST AUTOMOTIVE COMPONENTS
DMD Australia manufactures high quality components for Austin Healey engines.
The company’s range has been developed to extract performance improvements while maintaining
maximum reliability for both competition and road use.
All new products are subjected to extensive dyno and competition testing prior to release.
646 Whitehorse Road, Mitcham (Melbourne)
www.healeyfactory.com.au Telephone: (03) 9872 3900

June - Austin Healey Owners Club

Transcription

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