May/June 2014 - Old English Car Club

VOLUME 19, NUMBER 3
INSIDE THIS ISSUE
The Jensen Healey Story
4
Cars of Branch Members
10
New Member Profile
12
Rear View Mirror
13
April and May Branch Events 14
Welcome to the OECC/ The Boot/
At the Wheel
15
May-June 2014
UPCOMING EVENTS
June 3, 2014—7:00pm Visit to Jim’s
Garage Collectibles, 137 E. Columbia St., New Westminster
June 8, 2014—British Invasion Car
Show at Two Lions Pub, North Vancouver. Contact Gerry Parkinson for
details (g.parkinson@eastlink.ca) or
check branch website.
June 21, 2014—Branch car show
and picnic at the BC Highland
Games. Contact: Lorna at
lornahoare@shaw.ca.
July 1, 2014—No branch event this
month.
Aug. 5, 2014—Branch picnic and
drive at Stuart Farm in Crescent
Beach, Surrey 6:30 start. See website for directions.
Sept. 11—14, 2014 - annual AGM
Run to Victoria. Alan and Mary Lou
Miles organizing, details to follow.
2014 Vancouver All British Field Meet
Text and photos by Alan Miles
John Chapman’s Sunbeam Imp (aka the Demon Imp) finally makes its debut at the Van Dusen
ABFM and is rewarded with a medal for its efforts. Quite a nice looking car beside it as well.
This year’s ABFM at Van Dusen Gardens was held on Saturday May 17th with the annual Vancouver Whistler Run
(sold out this year!) held the next day. Rain was forecast for both days but instead entrants and guests were treated to
mostly sunny skies and virtually no precipitation at all ( the only rain I saw was a bit on the drive back from Whistler
on Sunday).
This year’s ABFM was very successful for VCB members as well with 25 taking home class win plaques. Winners are
noted on the next page. Congratulations to all and my apologies if I have missed anyone (please let me know if I
have).
Vancouver Coast Branch Class Winners—Vancouver ABFM 2014
Class 5—Austin Healey Sprite—Canon Bryan—Austin Healey Sprite—2nd place
Class 6—Jaguar XK120, 140, 150 –Steve and Susan Blake—1955 Jaguar XK140 MC, FHC -1st place
Class 55—Jaguar Mark V, VII, VIII, IX, X—John Clarke—1961 Jaguar Mark IX Saloon—1st place
Class 14– MG T Series—Barry Ryley—1952 MG TD Roadster—3rd place
Class 15—MGA—Gerry Parkinson—1958 MGA Raodster—1st place
Class 24—Morgan 4/4—Steve and Susan Blake—1962 Morgan 4/4 Roadster—2nd place
-Les and June Burkholder—1969 Morgan 4/4 4 Seater—3rd place
Class 25—Morgan Plus 4—Malcolm Sparrow and Laverne Barnes—1993 Morgan Plus 4 2 Seater
2nd place
Class 26—Morgan Plus 8—Win Muehling—1986 Morgan Plus 8 Roadster—1st place
- Ken and Pat Miles—1969 Morgan Plus 8 Roadster—3rd place
Class 51—Morgan DHC (1939-1969) - Les and June Burkholder—1964 Morgan Plus 4 DHC—1st place
- Robert McDiarmid—1966 Morgan Plus 4 DHC—2nd place
Class 34—Rover—Malcolm and Barbara Tait—1970 Rover 2000 TC Saloon—2nd place
- Walter and Linda Reynolds—1963 Rover P5 3 Litre Saloon—3rd place
Class 35—Post War Touring (4 Seater) - Robert Follows—1960 Alvis 2 Door DHC—1st place
Class 36—Post War Sports/GTs—Vern Bastable—1962 Daimler SP250 ‘Dart’ Convertible—3rd place
Class 40—Commercial Vehicles—John Pel—1968 Austin A60 Pickup—3rd place
Class 41—TVR—Don Bartlett—1977 TVR 2500M Coupe—2nd place
Class 43—Metropolitan—Don McAllister—1959 Nash Metropolitan 2 Door HT—2nd place
Class 45—Rootes Group—Alan and Mary Lou Miles—1962 Sunbeam Rapier Convertible—1st place
- John Chapman—1966 Sunbeam Imp—2nd place
Class 46—BMC Farina—John McDonald—1949 Austin A40 Devon Saloon—2nd place
Class 52—Race/Modified—Robert Smith—1961 Triumph TR3 Roadster—3rd place
Class 54—English Ford—Clifford Jones—1969 Ford Cortina Estate—1st place
- John Titman—1960 Ford Zephyr Saloon—2nd place
John McDonald’s class winning Austin A40
in front of the OECC Tent.
More pictures on the next page...
VOLUME 19, NUMBER 3
THE ROUNDABOUT
PAGE 2
2014 ABFM cont’d
Above left: John Chapman looks on as Rob Brodie (SIB) shows off the new carburettor on his ‘67 Minx.
Above right: John McDonald and Richard Taylor relax by the OECC Tent .
Above left: Bill Grant once again does it up in style.
Above right: Walter and Mary Lou pose by the TR 6’s
Above left: Dennis Nelson’s TR3
Above right: Ken and Pat Miles’ Plus 8
VOLUME 19, NUMBER 3
THE ROUNDABOUT
PAGE 3
In 1967, Donald Healey was looking for a replacement
for the Austin Healey 3000. At the same time, Kjell
Qvale (pronounced ‘Shell Kevelley’) the President of
Jensen Motors who ran the company from the U.S.,
was looking for a car to take his company into the very
profitable sports car market. The expensive-to-build
Interceptor was not selling in the numbers needed to
make a profit, plus there was unused production capacity at Jensen’s West Bromwich factory. (West
Bromwich is on the West-Central border of Birmingham. WR).
THE JENSENJENSEN-HEALEY STORY
By Walter Reynolds
This is an article about the Jensen-Healey into which I
have mixed my experiences with the marque.
Have you ever fallen in love with a car? Like, really
fallen in love?
In 2002 I did, with a Jensen-Healey. While this condition may be a marketing executive’s dream come true,
the example which made the impact on me was not
adorned on the front cover of a glossy sales brochure,
but was parked outside a house in the Pitt Meadows
neighbourhood where Linda and I used to live. It had a
‘For Sale’ sign on it, too.
I can’t boast any history with the Jensen-Healey brand
because the Jensen-Healey wasn’t introduced to the
buying public until three years after I left England.
This Jensen-Healey was dark blue and was being sold
by the homeowner’s wife because they were moving and
didn’t have room for the car at the new home.
When I first saw the car I was about a half block away
from it and Linda and I were on an evening walk. Together we walked to the car to look at what was my
first-ever Jensen-Healey. The Reynolds experience continues later.
Mk 2 brochure cover
VOLUME 19, NUMBER 3
Qvale was also the head of a successful Californiabased British car distribution company and knew that
a well-built reliable British sports car bearing the
Healey name would appeal to the American buyer, especially on the West Coast.
The new car would have to be competitively priced and
meet all U.S. safety and emissions regulations. In addition, it had to equal the Healey 3000’s performance,
boast improved road holding and handling, but also
have an up-to-date, well-appointed interior.
Not only was Donald Healey, with his U.S. market
knowledge thinking on the same lines as Qvale, but his
sons, Brian and Geoffrey were working on a similar
project at Healey’s Warwick plant (Warwick is SouthEast of Birmingham. WR).
In discussions with Healey, Qvale realized that the
Warwick factory was nowhere near equipped to handle
the production volume he envisioned. He met with
Healey and proposed that the car be built at the West
Bromwich plant and marketed through Jensen’s dealerships as the Jensen-Healey.
As a key point in keeping development and production
costs to a minimum, the two men agreed to utilize as
many parts from established volume manufacturers as
possible. Vauxhall Motors was approached in 1968 and
the Luton-based firm expressed a keen interest in aiding the project by supplying their 2.3 litre, 4-cylinder,
overhead camshaft engine as the power plant. Vauxhall also offered to supply suspension components for
the fledgling sports car.
Hugo Poole at Jensen was given responsibility for the
car’s design plus had the task of sorting out all of the
many problems that arose during the car’s design
phase. The first problem to be dealt with was that the
Vauxhall engine was higher than anticipated by Poole
in his original design. He revised the front end design
but this was rejected by Qvale. Because of this rejection, the entire styling project was turned over to William Towns. Towns had an excellent track record, being responsible for, amongst others, the design of the
Aston Martin DBS. Towns redesigned the car’s body to
Qvale’s satisfaction and the project moved on.
THE ROUNDABOUT
PAGE 4
With the engine lined-up, modifications began to make
it suitable for the U.S. The engine’s export version
gained twin Zenith-Stromberg carbs giving a maximum power output of 140bhp@ 6,500 rpm and 130 ftlb
torque @ 4,500 rpm. For the European market, twin
Dellorto carbs were fitted, which produced a marginal
improvement in the performance numbers.
Mk 1 at speed. Note metal top to bumper.
The engine and drive train were a different matter.
The Jensen-Healey’s main market was America, which
meant that the engine had to meet the then current
U.S. emission controls regulations. But, considering
the vehicle it was intended to be replacing, it had to
perform well and it had to meet Qvale’s anticipated
performance level of 130 bhp. The Vauxhall engine
was failing to meet the performance expectation once it
was connected to the necessary pollution controls.
Enter Colin Chapman of Lotus fame. Chapman offered
his newly-developed twin overhead cam two-litre engine as a substitute for the Vauxhall engine. Qvale was
initially enthusiastic about having a powerful Lotus
engine in the car, but this quickly waned when Chapman said he could only produce 60 engines a week.
This was far short of the projected Jensen-Healey output of 200 engines per week.
Someone suggested that the Jensen-Healey be sold in
two forms: Basic with the more obtainable Vauxhall
engine plus an exotic version with the Lotus engine.
This idea never saw the light of day because of the potential problem of most orders being for the Lotusengined car and its related limited production problems.
Lotus 907, 2 litre engine.
Although Vauxhall was not supplying the engine, from
the Firenza they supplied the entire front suspension,
including rack and pinion steering, with a live rear
axle and coil springs and dampers at all four corners.
The planned Vauxhall Victor gearbox was dropped in
favour of the Rootes Sunbeam Rapier H120 gearbox
because of its more evenly-spaced four gear ratios. This
decision did not sit well with Donald Healey.
The Lotus engine was being developed for the new Lotus Elite and was neither fully-tested nor road ready.
However, due to the pressure exerted by Jensen, Lotus
delivered the first engines but would not issue a warranty. Jensen decided to take a chance and cover the
warranty in-house; the rationale being that, after all,
the engine was built by Lotus!
Qvale talked with Ford but they couldn’t spare enough
engines from their production needs. He also contacted
BMW but they were experiencing similar difficulties as
Ford.
Things at Jensen were becoming desperate and negotiations were re-opened with Lotus. Chapman’s firm
moved closer to the required engine quota. Both Qvale
and Healey liked the Lotus’ 4 valves per cylinder and
twin overhead cam shafts because it was a very efficient engine and could be readily modified to meet U.S.
emission control specifications.
VOLUME 19, NUMBER 3
Jensen-Healey engine bay with Lotus 907 engine
THE ROUNDABOUT
PAGE 5
By providing the warranty for the engine Jensen also
put themselves in a product development position on
Lotus’ behalf but without any compensation from Lotus. It is reported that this decision was one of the first
fatal steps in the Jensen-Healey’s history because a
number of the first cars had mechanical problems.
Even though these problems were eventually fixed correctly, this wasn’t lost on owners of early cars or the
motoring press.
Mk 1
Avro Manchester bomber
As a side note, Jensen was not the only mainstream
manufacturer whose name and product were tarnished
by an engine supplier. In the late 1930s, A.V. Roe
(known as Avro and manufacturer of the Lancaster
bomber of W.W. 2 fame), were developing a new twinengined bomber. This bomber, the Manchester, had its
maiden flight on July 25, 1939 and all looked rosy
when an order for 200 was received from the Air Ministry. The Manchester was highly advanced for the
time and its crew positioning, bomb load arrangement
and defensive armament, not to mention the aircraft’s
systems, were state-of-the-art. However, the Manchester’s Achilles heel was the complex Rolls-Royce Vulture
engines which were far from ready to enter operational
service. Considerably more Manchester’s were lost
through engine failures than enemy action. The Manchester was eventually re-designed to accommodate
four Merlin engines and, with other modifications became the Lancaster bomber.
Timing was not on the side of the Jensen-Healey. The
car was plagued by delayed delivery times (of components and finished cars) and poor quality control because of severe British labour problems. One of the
quality control problems was related to the convertible
top. This was considered as being flimsy and awkward
to operate for a car of the Jensen-Healey’s class.
Healey himself was unhappy with the quality control
exercised on the Jensen-Healey. “Those early cars were
so disappointing that it was difficult to believe that
they came from the same factory as the Jensen Interceptor. The top’s mechanism was completely unacceptable and the customers let us know it.”
VOLUME 19, NUMBER 3
While all this may be depressing to the reader and
make one wonder who would buy this car, the bad
reputation generated by the early cars tainted the
whole production run. However, the Jensen-Healey
was continuously improved and was no worse than any
other British marque at the time. Intentionally or not,
the Jensen-Healey is a very low-production sports car
in that only 10,485 convertibles were built, most being
exported to the U.S. It is this small production run
that has made the Jensen-Healey the collectible car
that it is today. According to the Jensen-Healey history
video produced in 2003-2004 by James Brinkley, there
are only approximately 1,000 examples in existence of
which it is said, only half are on the road today.
Jensen-Healey interior and dashboard.
The Jensen-Healey has two recognized models; the Mk
I and the Mk II. The Mk I vehicles were built from
March 1972 to May 1973 and the Mk II from August
1973 to August 1975. In addition, between December
1974 and August 1975 (when production of the convertible was halted) the Jensen-Healey was produced
as the JH5 concurrent with non-JH5 Mk II cars. From
September 1975 to May 1976 (when production was
ended), the Jensen GT was produced. Jensen-Healey
production numbers totaled 10,498 of which 3356 were
Mk I and 7,142 were Mk II (including the JH5). Only
THE ROUNDABOUT
PAGE 6
509 Jensen GTs were produced. The Mk I cars usually
have the quality problems solved by now, but still have
the 4-speed gearbox, unless their owners have upgraded to a 5-speed box. The first 1972 Mk IIs have uprated trim but still retain the 4-speed (unless owner
upgraded). In mid-1974, the Jensen-Healeys were fitted with the German-made Getrag 5-speed gearbox
and rubber bumpers. The 5-speed gearbox allowed
lower engine speeds and more relaxed high-speed
cruising.
The Jensen GT included some trim improvements over
the Jensen-Healey which were described by The Motor
as “comprehensively equipped and plushly furnished…” The article went on to describe the car as,
“..a good long-distance cruiser.” Later, The Motor correspondent noted, “Suspension modifications have introduced unpleasant braking and cross-wind instabilities, and the engine is still too noisy when extended.”
By 1976, the writing was on the wall, so to speak, for
the GT. Jensen blamed high interest rates and a recession for the car’s ultimate failure. Certainly these factors did play their part, but the car’s early reputation
for unreliability had really damned it from the start.
As stated earlier, only 509 Jensen GT examples were
produced.
Mk 1.
Once the Lotus engine problems were sorted out, comparisons with the Austin Healey began to emerge
which improved the motoring press’ view of the car.
Testers found that the Jensen-Healey reached 30 mph
in 2.8 seconds while the Austin Healey took 3.6 seconds. From 0 to 50, the Jensen-Healey took 5.9 seconds, the Austin Healey taking 7.0 seconds. Records
also show that the Jensen-Healey top speed was 120
mph vs. 116 mph for the big Healey.
The biggest change in the model’s life occurred in 1975
with the introduction of the estate-bodied GT which
replaced the convertible. Unfortunately, by this point
Donald Healey had lost any interest in the Jensen
which bore his name and distanced himself from the
project completely. No longer able to use Healey’s
name, Jensen released the 1975 car as the Jensen GT.
Billed as a 2+2, the rear seating was somewhat minimal. In looks, the GT was similar in appearance to the
Tamworth-built Reliant Scimitar.
Jensen GT interior and dashboard.
As a marque goes, history hasn’t been the kindest.
However, with only 11,007 cars produced, the JensenHealey and Jensen GT have a remarkable following.
While there are Jensen clubs throughout the world,
probably the largest following of the Jensen-Healey
and Jensen GT marque is the Jensen Healey Preservation Society, based in southern California. The JensenHealey of the Society’s Editor and Webmaster, Greg
Fletcher was driven by reporter Robert Daines when
he did his August 1991 Jensen-Healey review article
for British Car magazine.
In his article, Daines reported that he had driven a
Jensen-Healey only briefly many years earlier and was
aware of what the car really was. All he knew then
was what he’d heard, most of which was not favourable. Even then, however he was puzzled by how such
a seemingly nice car could supposedly be so bad. With
his drive in Fletcher’s 1973 car he gained a fresh look
at what this maligned sports car was all about.
“I came away convinced that the absence of JensenHealeys on the road today does not indicate their banishment to some automotive equivalent to a leper colony.” (Emphasis added.)
Jensen GT.
VOLUME 19, NUMBER 3
THE ROUNDABOUT
PAGE 7
keeps you involved with what the car’s doing while
concentrating on the road.”
Due to the weather being standard-California, the road
test was conducted with the top down, so Daines had
no opportunity to critique the top. He closed his review
as follows:
“The Jensen-Healey is a delightful car to drive. It
proved a fast runner and capable handler, while offering the comfort necessary for the daily haul to the office. While not perfect, it offers so much performance,
style (which I think has aged quite well… in fact, it
looks better today than when new), and value for the
money.”
Greg Fletcher’s Mk 1 from Daines’ British Car
article.
Daines continued, “Upon entering the car, I was immediately comfortable with the environment. Welltrimmed and warmed up with a polished dashboard, it
is definitely British in feel, but still very modern in
function. The placement of the controls was obviously
thought out, as nothing required a reach or conscious
effort. Pedals allow heel-n-toe downshifting, although
the slick-shifting gearbox did not really require it. The
latter, 5-speed Getrag ‘box is reportedly better. The
steering wheel has nice “thumbrest” indentations in it
(at 3 o’clock and 9 o’clock positions), allowing a naturally comfortable feel when cruising.
The Jensen-Healey Preservation Society (JHPS) has a
membership in excess of 400 and they all speak highly
of the car. The Society has a monthly newsletter, The
Standard, with Greg Fletcher still being the Editor.
The Standard includes technical articles from members and a Classified section. Jensen-Healey and Jensen GT parts are generally available through Delta
Motorsports in Phoenix, AZ, plus other British car
parts suppliers like Martin Robey Sales in Nuneaton,
England. Some specialized parts are also available
from the Society. Greg Fletcher had restored the car
driven by Daines and, while I was a member, provided
monthly updates on the restoration of a second JensenHealey that he owned.
Acceleration from rest is extremely good although I
observed a 5,000rpm redline in deference to Greg’s
pleas to keep the ‘far from fresh’ motor in one piece.
Actually, although it has accumulated almost 118,000
miles since new, it didn’t appear to smoke, and it
pulled quite strong.
Greg pointed out that it’s not just the original motor,
but that the head has never been off, needing only a
valve adjustment every few years. ‘My wife and I drove
it to Death Valley last June, and it did well in the 116
degree heat!’
The quick response to throttle input speaks well for
the breathing characteristics of the DOHC head, even
with the (North America-spec) Zenith-Strombergs in
place. The European Jensen-Healeys came with Italian
Dellorto carbs.
The Jensen-Healey corners very flat, whether during
abrupt low-speed maneuvers or high-speed cornering.
Greg had just re-built the car’s suspension, so I was
getting full benefit of the system’s design.
While grip is excellent (it’ll out-handle a TR6 with
ease), ride quality and comfort is every bit as good.
Even the view over that wide expanse of bonnet, with
fenders protruding slightly above, is exciting and
VOLUME 19, NUMBER 3
Jensen-Healey brochure.
Now, back to the Reynolds portion of this article: I took
the blue Jensen-Healey for a test drive and prior to the
owner turning the driving chore over to me, I noticed
that there was sufficient flex in the body that the leading edge of the triangle window on the door would
come away from the windscreen when going over
bumps in the road. I have since found out that that
anomaly was the result of the condition of that car and
not representative of the marque itself!
THE ROUNDABOUT
PAGE 8
In October 2002 I joined the JHPS and remained a
member until October 2004, by which time we had the
Rover P6 and there was no point in keeping up my
JHPS membership. During my time though, I organized two Jensen-Healey runs for B.C. members. The
first attracted Jensen-Healey owners from the Lower
Mainland and Vancouver Island. By ‘special invitation’
we also had a Jensen Intercepter and a Morgan (plus a
few daily drivers) in attendance. In those days we had
our 1965 Austin Cambridge which was the “Mother
Duck”, so to speak, for both runs. Below is the JHPS
Standard’s cover for May 2003 showing two of the Jensen-Healeys on the first run parked with the Langley
Museum of Flight’s DC-3 Dakota.
To my disappointment, I had difficulty in getting out of
the car thanks to my knees not wanting to bend sufficiently to let me out.
Ken Griffin’s restored Jensen-Healey
(ex-Tom Popovich car).
At this point we still had the Cambridge but our focus
moved to the Rover P6 display at the Show, an example of which I’d taken a shine to at the September 2003
ECAIP (and eventually bought in July 2004.)
J-H’s of Robert McDonald (left)
and Rowland Atkins (right).
During November 2002, Ken Miles introduced me to
his brother-in-law, Ken Griffin who was a JensenHealey owner, living on Saltspring Island. Ken G. and
I met to allow him to educate me on the Jensen-Healey
and to allow him to show me the photos of his JensenHealey’s restoration. (More on the surprising history of
this car in the “Cars of Branch Members and their Stories”, later in this issue.) At the May 2004 Vancouver
ABFM I saw the car in person and even sat in it.
While learning all about the Jensen-Healey’s not-soglamorous development, my affection for this car did
not waiver and still exists today. I often go onto the
JHPS web site to look at the Classifieds and these last
few weeks while preparing this article, reacquainted
myself with the 24 monthly Standard magazines that I
received while a Jensen Healey Preservation Society
member.
For an individual Jensen-Healey experience of a Vancouver Coast Branch member, go to the “Cars of
Branch Members and their Stories” in this issue.
Sources:
~ Road Test magazine, November 1974
~ British Car magazine, August 1991
~ British Car magazine, February-March 1999
~ Jensen Healey Preservation Society
~ Jensen-Healey video trailer by James Brinkley on
YouTube
~ History of A.V. Roe (AVRO) Military Airplanes,
1910 to 1963
Walter in Ken Griffin’s Jensen-Healey.
VOLUME 19, NUMBER 3
THE ROUNDABOUT
PAGE 9
Cars of Branch Members
and their Stories
By Walter Reynolds
The Cars of Tom Popovich.
This month we hear about Vancouver Coast Branch
member, Tom Popovich’s Jensen GT and previouslyowned Jensen-Healey.
When I interview members for this feature, I always ask
why they chose a British car. In Tom’s case, his answer
was surprisingly close to my starting paragraph in the
Jensen-Healey article elsewhere in this Roundabout.
Here’s Tom’s story:
drove it every day to and from work for five years. In
the sixth year, however, rust had migrated far enough
that it was time for a rebuild. Then, along came children and the JH had to be put on hold for many years
until the decision was made to sell it and let someone
else restore it. The new owner did restore the car and it
remains in the Lower Mainland to this day. (This car
was purchased by Ken Griffin of Saltspring Island and
is the Jensen-Healey I refer to in the Jensen-Healey article elsewhere in this Roundabout. Small world, eh?
WR) A second badly rusted JH car came into my possession which I stripped of parts and stored all the
good stuff.
About ten years ago a partially dismantled GT came on
the market. I saw it listed at the Van Dusen Car Show
‘For Sale’ board and bought it for $1,000. A second JH
parts car came with it. Unfortunately, the seller removed the Lotus engine and gearbox with the intensions of installing a small block Chevy. This, then was
the start of a three year restoration project that never
got very far as I found the lack of parts and rusty condition beyond my amateur capabilities.
I have always wanted a GT. Why? Because I liked the
burl wood dash!
Tom’s Jensen GT, pre-Collector plates.
(Tom photo)
My story relates to my current British car, a 1976 Jensen GT, serial No. 30290. The number indicates that it
is example 290 of the 509 built.
In answer to the question, “Why buy a British car?”, I
admit to having a love affair with the Austin Healey
3000 from the time I saw my first one in the early 70’s
in a small town in the East Kootenays: I was in high
school at the time. I never bought one because they
were fast becoming too expensive for someone starting
out in a new career. The Jensen-Healey was the obvious ‘next choice’ because it was the next (Healey) in
line.
My Jensen ownership began in the early eighty’s when
I purchased a 1974 Jensen-Healey; the convertible to
the later GT. The car was in decent condition and I
VOLUME 19, NUMBER 3
Jensen GT’s burl wood dash. (Tom Photo)
Earlier in life I had owned a 1968 MGB GT and a 1971
Triumph GT6+.
My ownership of 290 began in the spring of 2010, when
I purchased the vehicle from the wife of a recently
passed away owner from San Diego, California. The car
was indicated to be rust free, partially restored with a
stroked 2.2 litre engine, twin 45 Dellorto carburetors,
high lift cam shafts and electronic ignition. I arranged
for a fellow enthusiast living in the San Diego area to
visit the car, take some photos and advise me of the
condition. Upon receiving a favourable report, I pur-
THE ROUNDABOUT
PAGE 10
chased it and arranged to have it shipped to my home
in Coquitlam. When the car arrived, it was pretty
much as I had imagined except for the numerous dints
and poor respray (what do you expect for a vehicle that
is 35 years old). Oh, and by the way, it would not start!
Tom’s Jensen GT, pre-Collector plates.
(Tom photo)
With 290 home it was time to part out the other GT car
or what was left if it. As a parts car it was a wealth of
new and used parts.
The next phase of the 290 was to pass a vehicle inspection in order for the car to be registered and road worthy. To get it running was ultimately very easy as the
distributor had turned in its housing, therefore, a little
twist back or forward (I can’t remember which way)
she started right up. Needless to say, she leaked oil
and water (it’s British you know) and shifted horribly.
After working on the car for nearly three months
(evenings and weekends), she was ready for her VI.
Fortunately, she passed with flying colours. Lord Lucas
and the Jensen Brothers were smiling down on us.
For the past two years we have been driving 290 on
nice days, mostly on short trips as the transmission
shifting linkage was not repaired and it was a painful
experience driving her hard or for any extended period
of time.
Last September, as we pulled out of the driveway to go
for a short cruise, clouds of vapour were coming out
from under the hood! Sadly, this meant putting the car
back in the garage to investigate. A quick compression
test revealed the worst -- no compression in the rear
cylinder (16psi). The other cylinders were also low compared to when we last checked the compression as they
were all around 155psi. Painfully, out came the engine
and transmission and the work was to begin in earnest. After I cleaned the exterior of the engine extensively, I removed the head and found no apparent damVOLUME 19, NUMBER 3
age to the head or cylinder wall (that was the good
news). However, the cylinder would not hold any fluid.
Rings failure – yes indeed! It was a ring and piston
failure as a section of about 2” from the side of the piston and rings had melted! My engine builder (RWM
Restorations) had never seen this before.
Tom’s Jensen GT engine. Tom photo.
I sourced a low mileage Lotus motor from a local GT
car, one of four that came to Western Canada. That
engine is now at the RWM shop being readied for a full
rebuild. The transmission appears to be in good order
except for the shifter linkage which will be fixed before
it goes back into the car. The plan (can you hear me
Lord Lucas) is to have her ready for the Van Dusen
British Car Show in May of this year at which Jensen
is the feature marque.
As you are reading this after the Van Dusen Show, the
engine did not make it back from the machine shop in
time for the rebuild to be completed, so it was a no
show. Maybe next year……………
And there we have this month’s story. The “Cars of
Branch Members and their Stories” continues in future
issues of the Roundabout as follows: July-August 2014,
Robert Follows (who was scheduled to tell his story in
this issue of the Roundabout, but was moved to the next
issue to allow Tom’s Jensen GT story to be in the same
issue as the Jensen-Healey article). Volunteers are
needed for September-October, and NovemberDecember, 2014 plus January-February 2015. Call me
at 604-463-6305 to volunteer your story.
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PAGE 11
New Member Profile: Bill and Pat Forst
I didn’t plan to acquire an old English car, but I spied this 1956 Rover P4 90 lying dormant in our local towing company storage lot. After a few months of to
and fro, and a very minimal purchase price, it ended up in my driveway in Gibsons. Much to our astonishment, the glovebox revealed all of the original ownership papers, and this very car had first resided right next door to my wife, who
was then 5 years old, on Cook Street in Victoria! It was owned by that one family
for 45 years before it made its way to the Sunshine Coast. The attached photo
shows the two houses, which still stand side by side as heritage houses in Victoria.
The entire interior has been replaced from a parts car that I purchased, but it
took remarkably little mechanical work to get it up and running.
Pat and I look forward to meeting Club members.
Bill Forst
VOLUME 19, NUMBER 3
THE ROUNDABOUT
PAGE 12
REAR VIEW MIRROR
About a month ago I was looking for pictures of Kerrisdale (where I grew up) in the 1960’s on the City of Vancouver Archives website. Imagine my surprise when the very first picture I clicked on (above left) turned out to contain two Rootes
Group vehicles. The setting is 41st Ave and the Boulevard and over by the peaked roof building on East Boulevard you can
see a Series IV or V Sunbeam Alpine and parked across the street from it an early 1960’s Hillman Minx convertible. Also
turning left onto West Boulevard is a Vauxhall HB. Judging by the model of Alpine I would say this picture was taken in
1966 or later. The other picture was taken further west on 41st. Ave. and you can see an Austin Westminster parked in
front of what was then the Safeway.
-Alan Miles
Recently, Calla and visited the Vancouver Police Museum. The Museum is located in a heritage building at 22 E.
Cordova Street that was once the Coroner’s Court, the City’s morgue and autopsy facilities, and the City crime laboratory. An interesting place, its collection of over 20,000 artifacts chronicles the evolution of the VPD and highlights some
of the sensational crimes that they have had to deal with over the years.
Of course, I was especially interested in the possibility of spotting some British car connection and I was not disappointed! On a display about the role of women in the Vancouver Police Department, there was a photo of a circa 1960
Ford Thames 400E microbus. Very respectable looking in black with white doors and the police insignia, it was officially
designated Car 39 but colloquially referred to within the Department as the "Bunny Bus".
The "Bunny Bus" served the "Policewomen", as they were then called, in traffic enforcement and school liaison work and
also to transport female prisoners to the notorious Oakalla Prison.
It was another reminder that British cars and trucks did make an important contribution to the British Columbia of that
era.
-Les Foster
VOLUME 19, NUMBER 3
THE ROUNDABOUT
PAGE 13
April and May Branch Events
Photos by Walter Reynolds and Les Foster
Text by Alan Miles
The April and May Branch events , held at Octagon Motors and Neil’s Wheels Restoration shop respectively, were two of our better attended events in quite awhile. At Octagon, owner Jurgen gave
us a short talk on the reasons behind the impending closure of their parts department followed by a
tech talk given by head mechanic Sid on changing a head gasket. At Neil’s Wheels owner Neil
treated members to a tour of his very large shop and laid on the treats including Irish baked goodies
and Canadian beer! A splendid time was had by all!
VOLUME 19, NUMBER 3
THE ROUNDABOUT
PAGE 14
WELCOME TO THE OECC !
Brent and Andrea Robertson
Robertson—
—West Vancouver, B.C.
B.C.—
—1974 Triumph TR6
Bill and Pat Forst
Forst—
—Gibsons, B.C.
B.C.—
—1956 Rover P4 90
Judy and Bill Dixon
Dixon—
—New Westminster, B.C.
B.C.—
—1970 Morgan 4/4
John and Kathleen Brettoner
Brettoner—
—West Vancouver
Vancouver—
—Two Velocette Motorcycles
THE BOOT
Alan Miles examines the WWI FWD cab-over truck at the B.C.
Vintage Truck Museum in Cloverdale (Surrey). The FWD was built
in England using U.S. running gear and a British Slough 4 cylinder
engine. It featured a 3 speed gearbox with a two speed auxiliary.
The truck could run in 2 or 4 wheel drive. The B.C. Electric Company brought the war-surplus vehicle to Vancouver where it hauled
coal tar and ploughed streetcar tracks until 1930.
The FWD is just one of a fascinating collection of beautifully restored trucks and memorabilia at the Museum which our Branch
will be visiting for "Tea & Trucks"!
-Les Foster
Calla and I strayed from the Faith and attended the Monroe Swap Meet in Washington
rather than Van Dusen this year.
As expected, there was not much British
to be seen. We had fun though, and saw a few
items from Britain. There is also a lot of sales
brochures, manuals, etc. available from various vendors for Brit cars.
The weather was good and we brought
home some new window channel and
"whiskers' for our Thames restoration.
-Les Foster
AT THE WHEEL
Chairperson: Gerry Parkinson
g.parkinson@eastlink.ca 604-943-3824
Vice-Chairperson: John McDonald
sirjohn@hotmail.com 604-942-8223
Treasurer: Bernie Miles
pat.miles@telus.net 604-943-0535
Membership renewals: mail to 207-4753
River Road West, Delta, B.C. V4K 1 R9
VOLUME 19, NUMBER 3
Membership Secretary: John Chapman
johnchapman@telus.net 604-590-3749
New memberships and correspondence:
7923 144A St., Surrey, B.C. V3S 8C1
Immediate Past Chairperson:
Steve Diggins 604-294-6031
Event and Meeting Coordinator:
Lorna Hoare
Lornahoare@shaw.ca - 604-584-2564
THE ROUNDABOUT
Communications Coordinator: Alan Miles
milesfamily@telus.net—604-272-2145
Roundabout Editor : Alan Miles
milesfamily@telus.net - 604-272 -2145
Good & Welfare: David Ballantine
2dballantine@telus.net - 604-980-4120
Website Editor: Alan Miles
milesfamily@telus.net 604-272-2145
PAGE 15