Serendipity and boot-sales

If your disposable income has slowed to a trickle (and your favourite hobby is having to take a back seat) now’s certainly not the time to panic, I reckon.

For those lucky enough to own a garage attached to their property I suspect these days even less man-hours are being spent within those four walls. You, like me have most likely had to postpone getting that classic car tappet cover or motorcycle headlight rim re-chromed because bread and milk are seemingly more important right now.

Take heart! Rule number one: Don’t ever be tempted to sell your pride and joy — your asking price probably wouldn’t be reached, anyhow. No, if I can give you some learned advice: rather bite the bullet, sit tight and do some lateral thinking in your quest to complete that perfect rebuild or refurbishment project.

It’s all about striking the perfect medium. I’m assuming you are a family man so a recent report I recently discovered from the UK would certainly have relevance: the headline recorded: “Museum Numbers are Soaring as Families Look for Free Day Out.”  

Right now most museums over there are attracting anything up to a 40% increase in visitors over last year (well, it is getting near summer and museums grant free admittance!). The survey looked at 300 museums up and down the country, including the Victoria and Albert, Tate galleries and my all-time favourite, the Science Museum in Kensington, London.

I’m not suggesting for one moment that you and your family jump on a plane and do the foreign museum thing next week, but have you been to your local museum lately, for instance? It’s well worth a look — tit’s also an excellent way of entertaining the family when on a shoestring.

Which brings me nicely around to taking the occasional stroll through fleamarkets in this neck of the woods — albeit in a slightly hedonistic way — or searching out those oft-advertised autojumbles. You would be equipped naturally, with an exhaustive parts list, just in case the elusive piece you are looking for just happens to be staring you in the face.

Right now I don’t have a motorcycle or car to work down here in the Mother City — more’s the pity — because I’m discovering some amazing items at fleamarkets and occasional garage sales that are advertised in the local press. I’ve managed to find car books and yet another obscure tool to add to my collection that will adjust the fuffle valve on a 1920 Crockmobile that I’m sure to find one day. I’ve also got safely hoarded away early VW Beetle clocks that I never knew I needed and some eclectic motorcar manuals — most at bargain prices (sometimes even less).

I’m fairly certain that if I did have some sort of list to work with the rarer items would surely have been ticked off by now. I’ve seen boxed sets of brand new Hepolite pistons for a Mini Cooper, a reconditioned Chrysler brake booster for a Letter Series car, a wood-rimmed, riveted MG steering wheel, a classic set of Jaguar knock-on hubs and an extremely rare Lucas Altette hooter suitable for just about any pre-war British car. One stallholder tells me he has a pre-war Bentley “Flying B” motif going cheap.

The buzzword at autojumbles over in the UK right now is the term “trunk traders” — no doubt originating from over the Atlantic. In times gone by I’ve visited a few of these autojumbles looking for elusive Velocette clutch plates and BSA valve guides, etc, and being completely knocked out at the amount of new old stock (NOS) parts that are available — most at reasonable prices.

I well remember one old-timer turning to me at the entry gate and remarking: “By heck, lad, you could decide here and now on a certain bike to build up from scratch before you start huffin’ around the fields . . . by the time nightfall comes you’d have collected most components, anyhow!”

Now’s the time to mark time and find out exactly what you have spirited away in your garage and what’s missing — there’s an awful lot of like-minded folks doing the autojumble thing up and down our beautiful country.

Why not try a bit of boot-sale trading? You get to meet the nicest people.

Torqueing the talk

A trip from Cape Town to Barrydale on the celebrated R62, a distance of 610 km on a single tank of diesel's finest in the latest Subaru Outback (first Scoobie to be fuelled by diesel) ... that's no misprint ... did I mention there was still a third of a tank left on my return?

It’s been a long-time coming has a diesel-powered Subaru … but wasn’t it worth the wait. Choosing the Boxer turbodiesel in the Outback as the first vehicle to benefit from their newfound prowess does make sense.

Subaru is arguably the last big car manufacturer to bring a diesel vehicle to market and the reasons are varied, citing the lousy diesel fuel quality generally available countrywide as the main gripe. Still, most garages countrywide in SA now carry reasonable quality 50 ppm diesel fuel, while aforesaid diesel pumps are not simply hidden away in a damp, slippery corner of the forecourt anymore …  

Diesel technology in the U.S. has benefited lately from the American government’s wakeup call to the mixture by calling their fuel companies to book and demanding that 3 000 parts per million just isn’t good enough … in two short years most offer the American motorist 10ppm! Now that’s surely an eye-opener for our own refinery(ies) to get their act together once and for all.

The newly-introduced 2,0 turbodiesel motor may be the smallest in cubic capacity fitted to an Outback, but what a motor it is: 110kW of power coupled with 350Nm of torque — and economy figures of around 6,5 litres per 100 km thrown in for free.

This particular Euro4 turbodiesel mill apparently only necessitated just a longer stroke over standard and a reduced bore size to allow it to accept “the golden stuff”. Happily the all-aluminium engine block was already considered inherently strong enough to allow diesel to be pumped through it. Tried and tested common-rail injection is utilised, while the injectors are, I’m led to believe, a Subaru secret recipe …

A variable nozzle turbocharger is used, along with an intercooler, thus reducing the air temperature prior to it entering the engine. Again, there’s an “active” particulate filter in situ which should last the life of the vehicle: the caveat, warns Subaru, is to be sure to use 50ppm fuel or better if you can find some.

The latest Subaru Outback range available in South Africa is generation four … a vehicle that really does come with pedigree. Naturally it has asymmetrical all-wheel drive, while the only transmission offering right now is a six-speed manual ’box. An automatic version could well reach our shores in 2011 though.

There’s a whole raft of standard “extras” to be found on the 2,0D Outback including 17-inch alloy wheels, a power sliding, tilt-adjustable glass sunroof, keyless smart access, multi information display and a premium audio system with 6 CD changer and 6 speakers, plus cruise control for those longer journeys — and that’s just for starters.

The rear passenger seats are of the 60:40 folding/reclining type, and there’s now a multi-function steering wheel fitted to the Outback. Leather upholstery is standard fitment. Advanced safety features include front airbags, side airbags and a driver’s kneebag, Isofix child seat securing points, and a four-sensor/four channel ABS system with electronic brakeforce distribution.  

Prices of the 2,0D Subaru Outback work out at R399 000 (each) which includes emission tax and a three-year maintenance plan. (CO2 emission: 168 g/km.)

A kit of alright

Chevy’s Cruze range of four petrol-powered four-door sedans in the “C” section of the South African passenger car market has just been swelled by the introduction of a fifth and top-of-the-line model, the 2,0-litre turbodiesel LT derivative.

This is a model that undoubtedly makes lots of sense to an awful lot of buyers — here and overseas — because as we all know diesel rules, OK! Seriously, the 110kW/320Nm motor fitted to the Cruze by General Motors* is a real beaut, it’s quiet, powerful and ultra-frugal, while making the planet a better place to be.

The Cruze, a medium-sized vehicle, seems to be attracting strong sales around the country — they can’t all be rentals that I see on the roads around Cape Town! Priced at R266 400 puts the car in a very competitive light, methinks. (Price of the Cruze range starts from R184 000 for the 1,6-litre — but is probably a little underpowered for such a big-bodied vehicle.)

Specification levels are particularly strong in this flagship model boasting luxury touches such as full leather upholstery, satellite controls on the steering wheel, cruise control, a front-loading CD sound system and really useful park sensors in the rear bumper.

The LT turbodiesel model comes with 17-inch alloy wheels and 215/50R V-rated tyres, rain-sensing wipers and an auto lights-on function. ABS brakes are of course standard fare, along with about six airbags that are evenly spread throughout the car.

Grumbles I can count on one hand – two fingers actually: the fan for the climate control is placed too close to the driver’s left knee, and possibly more annoyingly is why Chev have deemed it necessary to wire in the car’s hooter when you secure the car in the street (or in your garage) for the night.

That said, Chev have a winner on their hands … don’t believe me, well the Cruze made it to the finals of the South African Car of the Year competition last year – probably missing out on the ultimate crown by a single point or two …

• Servicing is only required every 15 000 km, while a three-year/60K service plan and a five-year/120K warranty remain part and parcel of joining the Chev family.

* General Motors, one of the world’s largest automakers, traces its roots back to 1908.  With its global headquarters in Detroit, GM employs 205,000 people in every major region of the world and does business in some 157 countries.  GM and its strategic partners produce cars and trucks in 31 countries, and sell and service these vehicles through the following brands:  Buick, Cadillac, Chevrolet, FAW, GMC, Daewoo, Holden, Jiefang, Opel, Vauxhall and Wuling.  GM’s largest national market is the United States, followed by China, Brazil, Germany, the United Kingdom, Canada, and Italy.  GM’s OnStar subsidiary is the industry leader in vehicle safety, security and information services.  General Motors acquired operations from General Motors Corporation on July 10, 2009, and references to prior periods in this and other press materials refer to operations of the old General Motors Corporation.  More information on the new General Motors can be found at www.gm.com.

Family friend ship

KIA’s diesel-powered Soul is undoubtedly one of the nicest vehicles I’ve driven this year. If you haven’t heard about the Soul … you can’t have been watching the 2010 World Cup!

At the South African launch of the KIA Soul about nine months ago the South African CEO, Ray Levin, promised a special version of the car — and this is it!

KIA have certainly been big in the advertising stakes for their brand … at just about every half-time break on TV while watching the World Cup soccer one is entertained by some clever driving manoeuvres and “in your face” marketing from this go-ahead Korean car manufacturer.

I was lucky enough to attend the Italy-Paraguay game here at GreenPoint Stadium and was able to witness first-hand some of the signage … the one that stood out the most? The KIA brand — who cares about Budweiser!

Seriously, every time I write about the brand I relate the story of when KIA first decided to export their wares after satisfying the home market. Japan was happy about the import of same — but no other Korean manufacturer was considered good enough for Japanese roads back then …

If memory serves me correct KIA was the first Korean brand to hit it big here in South Africa, gaining a finalist spot in our very own South African Car of the Year competition about five years ago with their Picanto model.

Talk about come of age … as alluded to earlier the Soul model is a very, very good car — even better, methinks, with the 1,6-litre turbodiesel powerplant under that stylish bodywork. It develops about 95 kW and 260Nm of torque — no wonder it goes so well.

It’s extremely quiet too, yes you can hear it’s an oilburner at tickover — but that’s the only time. Inside there’s loads of goodies for your money (prices start at around R219,950), while it’s reassuring to know that the maximum European NCap safety accolade for the Soul proved a cakewalk.

The five-speed manual-only option is nothing short of superb, the clutch light in operation and perhaps more importantly — it’s a really easy vehicle to drive for mom as well. The vehicle was designed in the U.S. of A and is sold in many, many countries around the world.

Want further proof of how good a vehicle it is? How does the recent Time magazine’s List of the most exciting cars for 2010 sound?

The Ace of Space

Renault’s Scenic just gets better and better — after all, they did invent the multi-purpose/people-mover vehicle!

There’s an old adage that says: “Don’t change a good thing for no reason,” and it might refer almost to exclusively to Renault who make some of the best and most practical vehicles in the world. Hardly surprising then to learn the marque has produced 3,3 million Scenic’s in 10 short years of being — they are that popular in Europe, and now it seems, in South Africa as well.

I’ve just spent a couple of days with the dCi version and been blown away just how efficient it is. Most journalists hate giving back a vehicle with fuel left in the tank, but in the case of the Scenic the fuel gauge only started dropping after 200km had been covered …

I alluded earlier to minimal changes outwardly to the Scenic but there’s some really innovative changes that have taken place inside such as the iDrive-type control for the built-in GPS, et al — Americans hate the acronym — much preferring to calling them electric maps, an apt and clever description, I’d say.

The version I was offered boasted the clever seven-seater option: don’t need the extra seats, well tuck them away into the floor — completely flush — at the pull of a tag. Practicality has been boosted further for all occupants with the addition of 86 litres of additional cubby-hole style stowage space throughout the vehicle, underseat drawers, two aviation-style tables, an 11-litre glovebox that’ll swallow a laptop and a further nine litres of welcome space in the sliding centre console.

But it’s the 96kW/300Nm diesel powerplant that deserves most mention. Renault reckon on 5,5 litres per 100km but I’m sure I managed to even better that on a day trip through to Hermanus. Coupled to a six-speed manual box the Scenic remains an even more delightful drive than ever before.

• Prices of the trilogy of Scenics start around R230,000 for the 16V petrol version but I’d rather may the extra for the 1,9 dCi Dynamique at R280,000, or better still the right side of R300K will nett you the Grand Scenic turbodiesel job.

From here to Infiniti

Arguably one of the most popular 1-ton bakkies out there is the Nissan Navara.  It’s been around for close on four years now with nine models in the range. Persisting with a 2,5-litre format in their diesel offering continues to pay dividends for the brand — especially now with improved output figures of 140kW and 450Nm of twist (torque).

There’s a few mid-life changes — I certainly wouldn’t want to call them mid-life crises such as a new bonnet, revised grille and bumper assembly. Owners of the so-called previous generation needn’t be too alarmed because in truth you’ve got to line up the old and new alongside each other to really tell the difference.

Inside the changes are possibly more noticeable — “in place to boost quality,” reckons Ross Garvie, product manager for the brand, who probably has a point to prove.  Yes, there’s some new switchgear, revised door trims, seat fabric — that sort of thing — yippee, there’s now a dedicated cubbyhole to store your iPod away from preying eyes … !

Seriously though, those revised spec changes now gladly include the addition of new side- as well as curtain airbags, while a lockable tailgate ensures your shopping remains in your possession and safely stowed away while at the local shopping centre.

There’s nine double cab models in the range now with prices starting at R306,900 rising to R404,150. Two King Cabs remain on the price list with a price tag of R292,900 and R332,900 requested for the 2,5dCi 4 x 4 K/C XE model.  (All models include a three-year/90,000km service plan.)

• If the Pathfinder floats your boat the new uprated 2,5dCi diesel motor has again been made available in the six-vehicle line-up with prices starting from R493,600, rising to R553,800 for the flagship 4,0 V6 4 x 4 LE a/T Navigation model. A motor that sees sterling service in the top-line Infiniti range that’s rarely seen outside of the USA — until now.

Fatal attraction

Had James Dean the superstar actor survived a horrific car crash in 1955 he would be 75 years young, or there abouts . . . have I unknowingly shared some common ground down the years with Dean over his choice of wheels . . .

James Dean loved speed — and so do I, I must confess. It seems to go with my part-time job of being a motoring journalist, I suppose. During Dean’s short lifespan of 24 years — before his meteoric career as a film actor came to an abrupt end when he was killed in a fiery car accident — he had managed to experience — as I did — the art of motorcycling via a Triumph Tiger 100 but soon made the logical jump to sports cars when he bought himself a red MG TD Roadster in 1954. (I no longer have motorcycles, but only recently got rid of my red MG TD, but that's another story!)

Alas, for Dean, the MG wasn’t fast enough and being quite a useful club racer, usually finishing in the top five places, decided a Porsche 356 was the car to take him to the top of the winner’s rostrum, and so it was — for a while. The appreciative crowds at Santa Barbara, Palm Springs and Bakersfield — circuits as well known in California as would have been our very own Roy Hesketh, Woodmead and Killarney are to South Africans — loved the good-looking star of “East of Eden,” a film that had set Dean’s acting career alight.

Back to Dean’s motor racing career and again his car was losing out to the opposition . . . it was time to find something really quick this time around. A Lotus 9 racer was seriously considered but the delivery time remained uncertain. A Morgan Plus Four (a car I also owned, but that’s worthy of yet another story) wasn’t rated rapid enough for Dean.

A phone call from a sports car dealer called Competition Motors in Hollywood, and on the advice of his motor mechanic and friend Rolf Wutherich, Dean fell in love with a Porsche 550 Spyder — chassis number 550-0055. This was one of a handful of Porsches earmarked for the American market that year — a car Dean was to own — but never race — just a few days before he met his untimely end.

Because of his yearn for speed, his studio executives had placed a ban on his racing exploits until another blockbuster movie was safely on celluloid — the title of the fim: “Rebel Without a Cause”. If he wasn’t famous already, he certainly was now!

On September 21, 1955 — two weeks before “Rebel Without a Cause” was released to theatres across America Dean took delivery of the $6,090 Spyder — quite a sizeable amount of money for a car back then. Mind you, it easily outperformed the 356 by offering 40 more horses and a top speed of 135 mph. This little car — nicknamed by Dean’s friends “Little Bastard,” seemed, somehow, to have a mind of its own . . .

Just before 6 pm on September 30, Dean and Wucherich in the Porsche Spyder crossed an intersection near the town of Cholame on Route 41 when, on their way to their first race collided with a big, solid Ford Custom coupé  . . . well you know the rest.

Amazingly Wucherich and the Ford driver, Donald Turnupseed survived the crash, but not Dean. He was pronounced dead where he lay. The battered aluminium coachwork of the Spyder was past salvaging but many of the mechanical parts were sold on.

Legend has it that parts fitted to other 550s were somehow tainted with death, and it’s reliably documented that at least one race driver, a Dr Troy McHenry, lost his own life just 12 months later when driving his own 550 Spyder, ran into the only tree at the Pomona race circuit. Cause of the accident: a steering component — a part believed bought cheaply from Dean’s wrecked car.

Was this the start of what was to become known as the Cholame Curse? A car enthusiast George Barris, bought what was left of the wreck but the car slipped off the tow truck breaking both his legs while being unloaded. The malevolent Spyder seemed to be evil. When Barris broke the car up for spares he sold two rims and tyres only to learn both tyres had blown simultaneously sending the competitor into a wild spin and missing death by inches.

Barris loaned the wreckage to the California Highway Patrol for a display and later learned the garage where the car was stored had been burned to the ground along with several squad cars . . . but not “Little Bastard!” Many years later in 1983 and 1985 it seems the fans still hadn’t forgotten James Dean. His headstone was twice replaced after mysterious removal. What happened to the car, you might ask. Well, in 1960 another road safety show took place in Miami, Florida.

The remains of the car were loaded onto a tow truck after the event only to disappear en route to Los Angeles. “Little Bastard” was never heard of again. 

Driven to distraction!

Mr Bean might seem an unlikely candidate to be a dieselhead and worthy of these columns — but in real life he really is. After tracking down one of his Minis in a car museum, reputedly diesel-powered, DAVE FALL just had to find out more about the incredible duo . . .

Success comes easily to Mr Bean (alias Rowan Atkinson) it seems. Every time he makes a full-length movie he buys himself another sports car. Reputed to be worth £80 million, he has just splashed out £500,000 on a classic D-Type Jaguar to stand alongside his collection of Bentleys, Aston Martins et al.

When he made the original Mr Bean movie he bought himself a £650,000 McLaren F1 supercar that he promptly drove into the back of a Rover Metro that was driven by a little old lady on the Lancashire bypass! She was fine — he was fine, the Rover was OK but the McLaren needed an expensive rebuild.

Atkinson’s brother Rodney reckons: “Rowan, whose Mr Bean character drives a Mini rather than a high-powered super car, is an “absolute fanatic” about wheels — even better if powered up by diesel fuel. The faster they are the more he likes them. He’s a very good driver, there’s little doubt about that —and to my knowledge this is the first accident Rowan has ever had.”

Rowan (52) and father of two young children, takes his hobby seriously it seems. British Car magazine used his services for some time and even gave him his own column, such was the success of the Mr Bean TV series, and of course the collection of Minis he used. In the early shows he had an orange 1969 Morris Mini MkII (RNT996H). This car met an early demise — no, not Mr Bean’s fault this time!

In a series of 14 half-hour Mr Bean shows he went through four cars — another was totally flattened by an army Chieftain tank — the one that accompanies this article survives thanks to the National Car Museum down at Beaulieu, along with other celebrity cars such as another British TV favourite, the Trotter’s (from Peckham) three-wheeler Reliant.

Mr Bean and his Mini were often featured in conflict with a blue Reliant Regal that usually got tipped over, bumped out of a parking space, or crashed into, to become something of an on-going joke throughout the series. Three-wheelers rarely made their way to South Africa for obvious reasons, but Natal readers may remember local motorsport personality Colin Dove from Mayor’s Walk Service Station in Pietermaritzburg who owned a Bond three-wheeler . . . I wonder what happened to that car after Colin shuffled off this mortal coil?

Bean rarely spoke on any of his shows — except mumbling to his Teddy, of course. A dark-brown, knitted oddity with buttons for eyes and bloated limbs, he too often ended up broken or in various states of destruction. Several “Teddy’s” graced the show as well, it seems.

Ever wondered about Bean’s girlfriend that occasionally appeared on the show? Her stage name was Irma Gobb — real name Matilda Ziegler. Usually treated more as a friend than a companion she always seemed to come up short when invited for dinner or taken to a dance.

Atkinson (Bean) has a Phd at Oxford, in English, I believe. An unusual aside to the comedy show was the choral performances that appeared before, during and after most episodes. Sung at the beginning by the Choir of Southwark Cathedral (later Christ Church Cathedral, Oxford) was Ecce homo qui faba (Behold the man who is bean); Pars secunda — Part II (sung after any commercial breaks); Finis parties primae — End of Part One (sung before the commercial break) and Vale homo qui est faba — Farewell, man who is a bean).

Did Bean unwittingly reveal the secret of securing your car in this shows? In Mr Bean Rides Again he hid the ignition key under the car bonnet, the key for the bonnet was kept in the boot, the key for the boot was attached to the sun visor above the driver, and the key to the car door that was heavily bolted was kept on his person!

Are you wondering where Mr Bean, alias Blackaddder and the main actor in The Thin Blue Line will spring from next? He’s reportedly about to star in a new movie version of David Copperfield as Mr Micawber, one of Charles Dickens’ best-known comic features . . . can’t wait for that one!

Setting the record straight

I decided to delve into his car history books to find out who made the shortest, cheapest, costliest, longest, oldest, fastest, the heaviest and the lightest vehicles around.

Don't you hate it when people tell you something and you know darn well they are wrong! It happens to me occasionally so I’ve taken time out to discover some weird and wacky facts in motoring through the ages.

The costliest car ever made is not a current offering from Mercedes that goes by the name of Maybach, but rather NASA’s Lunar Roving Vehicle. Four were built in 1971 at a total cost of £19 million. At £79,000 the McLaren F1 supercar seems cheap(ish) at £799,000, though.

The longest production passenger car ever made appears to be the 15-seater Checker Aerobus at 6,850mm in length. Built in the 60s, it had eight doors. The car with the biggest bonnet is undoubtedly the Bugatti Royale, built in 1930. I’m not sure of the length but it had to accommodate an engine of 12,763cc capacity! The longest road-going two-seater is said to be a special-bodied Rolls-Royce Silver Cloud that was built for the 1957 British Motor Show. It was nicknamed the “Honeymoon Express” for some reason.

The shortest car ever made, meanwhile, is the Peel P50, an upright single-seater, three-wheeled bubble car measuring just 1,350mm in length. It was built between 1962 and 1966 in the UK. The idea behind the original Mini was to create the shortest car to carry four people and their luggage. It was 3,050m in length. Designed by Sir Alec Issigonis, he then asked the mechanical boys to design an engine to fit his car! The shortest car made after 1966 was the simply dreadful 1982 Cadillac Cimarron. It was based on the Vauxhall Cavalier.

The fastest car category will most likely be the most interesting to readers. Yes, there is now the Bugatti Veyron but for a number of years the McLaren F1 proved to be the fastest road car at a phenomenal 384 km/h. And that from a car that didn’t even have ABS brakes! However, Ferrari’s F40 and Lamborghini’s Diablo are also claimed to go faster than 320 km/h.

In 1903 Britain still had a national speed limit of 19 km/h. Times must have been tough at the turn of the 20^th century because the slowest car ever put into production was the Rytecraft Scootacar in the 30’s. Creeping along flat-out at 24 km/h, that also happens to be the top speed of the infamous Sinclair C5 in 1985. French car company Citroen can lay claim to the slowest four-wheeler, four-stroke car. Its 2CV engine had a top speed of 64 km/h, and that from a 6,75kW motor.

But it wasn’t all doom and gloom. Power-steering was first seen on a car (Chrysler Imperial) in 1951, while the first anti-lock braking system (ABS) recorded on a production car was fitted to a Jensen FF. 1940 saw air-conditioning fitted — again American — this time in the Packard Super Eight. Meanwhile, the first turbo was fitted to an Oldsmobile Jetfire. Across the Atlantic, it was 1976 before British motorists were able to benefit — and only if you could afford a TVR3000M. Daimler were the first car company to offer a wireless (modern day sound system)  — that was back in 1922. Twelve years later Hillman offered them as standard fare in the “Melody Minx.”

The oldest marque question often turns up at “pub nights” so listen up: Daimler is the world’s oldest marque, having been in existence since 1896. AC can lay claim to being the oldest independent car firm, though (remember, Daimler is now Ford property). AC was founded in 1901, although it has had spells during that time when production was suspended. Apart from the basic profile, today’s Land Rover 90 shares nothing with the first models of 1948.

We now come to the heaviest — and lightest — until well into the 1930s, individual coachbuilt cars were popular. Larger examples would have included the 8,0-litre Maybach Zeppelin saloon and the Duesenberg Model J 6,9-litre sedan. Interestingly, the powerful aluminium 3,5-litre V8 Rover engine, as fitted to the 1973 MGB GT V8, weighed in at an astonishing 18 kg less than the normal iron 1,8-litre four-cylinder lump the MGB was usually fitted with.

To save weight, Lawrie Bond, designer of the 1948 Bond Minicar, even left suspension out of his tiny 197cc three-wheeler. The seat pads and tyres providing all the cushioning your mother-in-law needed!

The lady behind the emblem

I believe the word ecstasy means something completely different today than when I was a lad. Back then ‘The Spirit of Ecstasy’ was the official title given to the flying lady mascot seen on the front of every Rolls-Royce motorcar.

I’ve wanted to write a piece about radiator mascots for some time now. Sitting on my desk at home is a “Flying B” radiator mascot bought an autojumble some years back. It’s very plain to look at, and surely, somewhere, in South Africa, there’s a Bentley car owner wondering what ever happened to his car mascot.

While undertaking some research as to which model Bentley the mascot had actually come from I was caught up in the intriguing story of just how the Rolls-Royce “Spirit of Ecstasy” mascot came into being — surely the most famous bonnet ornament ever fitted to a motorcar.

Eleanor Valesco Thornton must have been a captivating woman. Born in London in 1880 she was bright and exceptionally beautiful who found secretarial employment on a magazine called The Car Illustrated. Her boss also happened to be the editor, his name was John Walter Edward-Scott-Montagu, who would later become Lord Montagu of Beaulieu, the founder of the biggest car museum in Europe.

Montagu’s part-time illustrator for the magazine — an awful lot of line drawings were the order of the day back then — was the celebrated sculptor Charles Sykes who was commissioned to design a bonnet mascot for Montagu’s own Rolls-Royce Silver Ghost, but he must use Thornton as the model. Meanwhile, as you might have guessed, a serious love affair was blossoming nicely between Thornton and Montagu — a tryst frowned upon by all except his closest friends — because of his social standing.

The statue that Sykes came up with for the car illustrated a young woman in a forward stance with a veil flowing behind her but her fingers pursed to her lips. Montagu was really pleased with it — as he should be —with the one-off mascot suitably installed it was nicknamed by Montagu’s closest friends as “The Whisperer”.

Montagu sat on the board of directors at Rolls-Royce cars and pushed forward the idea of a standard radiator mascot for all Rolls cars henceforward. Little enthusiasm for the idea was shown by Charles Royce, head of the company, who was more than a little alarmed to see the current craze of funny mascots such as glass cats, nickel policeman and even chrome golliwogs adorning his and other fine cars.

He had to make an instant decision — that choice was to commission a modified version of Sykes’ mascot with “Thornton” standing more upright this time around with both arms trailing behind her while holding a lightweight gown that blew in the breeze. From 1911 that was the only mascot ever allowed to be attached to a Rolls-Royce — a ruling that still stands today, apparently.

What became of Montagu and Thornton, I hear you ask.

Well, they had a lovechild that was whisked away from Thornton from day one and brought up by Montagu himself. Little was said of the matter, probably due to his influential status within London society.

During the First World War Montagu served in the Indian Army as an Inspector of Mechanical Transport, and while returning to India aboard the SS Persia — a passenger cruise ship, and accompanied by his favourite secretary — the liner was torpedoed en route by a German submarine.

In the true spirit of “Ladies and children first,” Montagu escorted Thornton and other passengers to the lifeboats — the last time he was to see her alive. Yet, amazingly he survived the tragedy but only after his obituary had already appeared in The Times!

But Eleanor Velasco Thornton remains immortal, it seems: she is remembered and acknowledged on every Rolls-Royce car ever manufactured since that fateful day. Originally silver-plated, at some time gold-plated and even redesigned slightly in 1934 to accommodate a lower bonnet line, the “Spirit of Ecstasy” continues her onward journey. Remember, that a Rolls-Royce motorcar doesn’t ever break down, it merely fails to proceed!

• Next time I see a Rolls-Royce motorcar driving serenely along I’ll point to that beautiful mascot up front and tell whoever I’m with its real name: “The Whisperer.”

In a flat spin!

Fuel cell cars, hydrogen-powered ones, electric- and hybrid variants — the poor old motorcar engine manufacturers’ of this world must be totally confused which is the right direction forwards, I reckon.

Firstly, here’s a little conundrum for you: What do Rolls-Royce, a Suzuki motorcycle, a John Deere tractor, Norton Motorcycles, Mercedes-Benz and the Mazda Car Company of Japan have in common? (You just never know when a riddle like this could be asked at your next pub quiz.) The answer is all the respective research and development departments of the aforenamed dabbled in rotary engine manufacture, with at least one, Mazda, still being a firm believer in this form of power for their current sports car range.

Yet it’s worth recording — if only for posterity’s sake — an announcement 50 years ago of an entirely different engine configuration that really shook the motoring world to the core. If you know your cars, you’ll have already recognised the powerplant in the illustration to be an basically an NSU RO80, Mazda-style!

It was NSU’s Dr Felix Wankel who built and marketed the first rotary engine back in 1960, although it was to take another three years before the East German marque showcased their Sport Prinz model — with the rather especial engine under the bonnet — to the world at the prestige Frankfurt Motor Show.  “Piston engines currently on offer were little more than a nightmare of conflicting motions,” Dr Wankel was heard to remark on the NSU stand.

Yes, the car looked a little dated but the motor was nothing short of a revelation, it was reported in the motoring press at that time. The 1.2-litre, two-rotor under the bonnet was diminutive by comparison to a regular, four-cylinder piston engine block – but didn’t it go! It revved so freely and had such power that many customers bought the car back for an engine replacement, under warranty of course, within the first 12 months of purchase.

Teething problems of sealing the rotors was never quite conquered, as it turned out, but with the advent of the long-nosed NSU RO80 in 1967 the company were hoping all those problems were now firmly behind them, and stand back for the good times that were surely ahead.

Again, the rotary-powered car was eagerly sought-out by customers across Europe and even further afield, who had by now heard about the many virtues of owning one of the quickest saloons around. Indeed, the European motoring press gave the car the ultimate accolade they could endorse: Car of the Year for 1967.

Alas, the radical engine choice continued to give trouble, but a worse fate was to be found just around the corner for the oldest car company in the world that had been founded back 1873: NSU was technically bankrupt. And worse was to come: Dr Wankel had “forgotten” to patent all the hard work he had completed surrounding rotary engine development at the factory.

Around the same time Mercedes-Benz were dabbling in rotary engine technology with their concept C111, Rolls-Royce, it was reported at the time were believed to have had a rotary prototype running at the Crewe plant in the British Midlands, while Norton and Suzuki took a long, hard look at these compact but obviously really powerful units to power up their two-wheel machinery. I’m reliably informed American tractor company John Deere bought some loosely-termed German patents for their own advancement.

Right now, only Mazda in Japan persist with rotary technology. I’m not sure if they went through the normal channels to obtain the necessary patent rights for rotary engine manufacturer in the land of the rising sun . . . but seeing the word for “learn” and “copy” is the same word in Japanese, probably not! 

Doin’ the Segway!

PASSING through Seapoint in Cape Town this past week I was amazed to see some of our police force astride Segway machines. In case you didn't know the Segway has a motor instead of muscles; a collection of motorprocessors instead of a brain plus a set of sophisticated tilt sensors instead of the inner-ear balancing system that we possess, I believe.

A COUPLE of years ago the media PR host for Jaguar and Land Rover, hit on the idea of providing some real cool relaxation for motoring journalists who were attending the launch of the new Jaguar XK sports car in and around Cape town.

Hotel guests, motoring scribes and the general public were able to  witness the sight of half a dozen “Segway” experts demonstrate their product. Now I don’t know if you much about Segways – because I certainly didn’t. The sight of grown men (and women) balancing on what looked like one of those old-fashioned lawnmowers from the fifties where “push” power was all that was required to keep your postage-stamp size lawn in check for at least three weeks, proved rather comical, to say the least. But titter you not, because the “Segway” is one serious bit of equipment – and maybe it cuts grass as well. For all I know, anyone who intends buying the new Jaguar XK gets one thrown in for free!

This is how the Segway appears to work (by taking most of its cues from the human body, incidentally.) if you stand up tall and lean forward quite a bit the chances are you won’t fall flat on your face because the brain tells you to fight the “incline.” Your brain, nevertheless, knows you are likely to topple because fluid levels in your inner ear tells it so. The brain then instructs that you put your leg forward to stop an imminent fall to keep you upright. Instead of falling, you walk forward, a step at a time.

Like your brain the Segway knows when you are leaning forward. To maintain balance, it turns the wheels at just the right speed, so you move forward. Segway calls this behaviour “dynamic stabilisation” and patented the unique process some years ago allowing the Segway to balance on just two wheels . . . no ifs or buts.

I was once told: “If at first you don’t succeed then skydiving is not for you.” Well, somebody should have mentioned that fact to one of the advanced driving instructors who came flying off at 11 kilometres per hour! His face must have been a picture!

• The Segway is available at the Waterfront in Cape Town to buy/test ride/or for promotional purposes. R38,000 (the price two years ago) affords you the privilege of owning something very, very different! 

Talking jargon

A reader contacted me and asked if a recent photograph that showed my brother and I astride a Harley-Davidson had the correct caption about him being a shy and sensitive used car salesman, and if it was true . . . I delve a little deeper into the genteel art of selling secondhand cars.

FIRST things first. Yes, my brother Mike did sell cars for a living at some point in his life — and managed quite comfortably from it, I believe. He assures me he was always entirely honest with the punters, but unable to tell a lie to a lady customer!

“These days, cars are much better than ever before. It’s very, very difficult to ‘clock’ a car (turning the speedo backwards, to give the impression of a lower mileage); service history that is available with every vehicle (via the worldwide trend of VIN numbers) remains the best insurance as to the true identity of the vehicle,” reckons Mike.

He went on to say that one would be amazed as to just how little knowledge people have when selecting a car. A fair percentage of buyers that visited his forecourt reckoned a hot-hatch meant that the vehicle had been stolen, instead of it being a quick performer.

Generally people are often in the dark when it comes to car-speak. I mentioned that the Toyota Tazz over here is known as a “starter pack” in township talk. He thought that was very funny. Some of the motor jargon among fellow car salesmen in the UK bear repeating . . . others do not!

The word “Pinocchio” means a customer who is not telling the truth. A Grinder is a customer who wants more for less, while a Screamer moans about everything. When talking about cars themselves if the dealer mentions a Birthday car, it simply means it’s one that’s been in stock far too long.

If they mumble something about a Spanish gearbox it simply means the car has manual transmission (Manuel, get it?) If they whisper the word Bidet, it means a car in their stock has a rear wash and wipe (ie: has a rear wiper blade.) A Landmark car is one that just won’t sell — could be any amount of reasons for that, though — cars with white paintwork do not sell well in the UK, unlike their counterparts over here.

When a bunch of British shy and sensitive car salesmen get together for a pint (of beer) their technical jargon knowledge really comes to the fore: a Blow-over is a quick respray job on a dodgy car; Drip feed means the customer wants to pay by instalments, ie: finance; while a Duke of Kent refers to the rent, ie: the road tax.

Perhaps the snappiest retorts are to be found when talking money: a George Raft is a banker’s draft; a Bag of Sand is a grand (£1,000), a Gregory is a Gregory Peck, cheque. A Pony means £25, a Jeffrey £2,000 while a Monkey is £500.

On the strength of the above, may I suggest if a description of your dream car appears ambiguous when responding to a car advertisement in the Witness do not be afraid to ask the vendor exactly what he means. I have found in my own dealings over here that car salespeople rarely deliberately bamboozle you into signing up.

The best advice I can offer you if you are looking for a new set of wheels, is to always take a friend or family member along because they’ll offer you an impartial sounding-board — along with an entirely fresh view on questioning the salesperson — or if a private sale, the current owner.

So don’t forget, a SUV is a sports utility vehicle, not a standard urban vehicle, while a high-performance car is one that is powerful and not necessarily fuel-efficient! Happy hunting.

Transport of delight

Think of London and the large, red, double-decker bus looms large and clear as one of true sights of London. Here's to taking a closer look at these taken-for-granted icons of England.

WHENEVER I think of London — and I was there just before Christmas — is a place that always cheers me up. Not that I’m down in the dumps or anything like that.  I can’t really put a finger on why that particular euphoria should exist — perhaps it’s just good, old-fashioned nostalgia shining through.

As a matter of fact, the Fall family lived well outside of London, in a place called Hatfield in the county of Hertfordshire. That town’s claim to fame (Hatfield) would have been the De Havilland aircraft factory headquarters that spawned the likes of Gypsey and Tiger Moths, Dragon Rapides, Mosquito fighters, the Comet series of passenger airliners, and eventually Blue Streak missiles — to name just a few.

Every Sunday morning we would pile into dad’s company car, a Jowett Javelin, and 40 minutes later would be walking around Chapel street market in the Borough of Islington, North London. If my brother and I had behaved ourselves reasonably well that week, we’d all jump on a London Transport (Regent III) RT* bus and travel deep into the heart of the City to spend the afternoon feeding peanuts to every creature we could entice at Regent’s Park Zoo.

Bus conductors back then must have been exceptionally fit. We’d watch him in amazement helter-skelter upstairs and downstairs collecting fares and issuing tickets in a whirr of hand movements, how he knew who had just jumped on and where they were seated, I often used to marvel. Dad always knew where to find me, though: stood behind the glassed-off driver’s compartment watching his every move as he wrestled with the biggest steering wheel I’d ever seen before or since — while deftly shifting gears.

What a skilful and responsible driver he was. He “chauffeured” 56-seated passengers — 30 upstairs and 26 down below — another eight (overflow) were allowed to stand at the back of the bus on an “exposed-to-the-elements” platform. All of them, rather alarmingly I thought, clutching on for dear life to the vertical pole fixed to the floor and ceiling, as it lurched and swayed it’s way across London town.

Was the driver aware he had a mighty 9.6-litre diesel engine coupled to an ultra-smooth Wilson pre-select-type gearbox under the engine cover? He would certainly have needed to remember, though, his bus was extraordinarily long at 38-feet, as he deftly manoeuvred the RT along Marylebone Road, past Madame Tussaud’s on the corner of Baker Street — just so we could give the animals their lunch.

The RT proved something of a global celebrity in the early sixties thanks to the British pop star Cliff Richard and his bunch friends, who used one in a film called Summer Holiday. If you saw the film (and who hasn’t) thought that film-star bus might have been a ubiquitous Routemaster — now you know differently!

There might well be red letter boxes to be found on street corners, red phone boxes spotted everywhere (and mustn’t forget the Chelsea Pensioners in their red and gold uniforms, or the Beefeaters protecting the Queen’s property at the Tower of London) but nothing for me quite captures the sights and sounds of the iconic red London bus — no matter what series it is.

*The London Transport RT bus is still used around the City on very special occasions, while 2009 was the 70^th anniversary of the RT (Regency III), first used in London in 1939. Nearly 7,000 of them were manufactured by AEC. Surprisingly, a round-the-clock fleet of 150 were in use for the duration of the Second World War. Well, Winston Churchill and his war cabinet, along with advice from Jan Smuts, had to get to Whitehall to make those necessary plans somehow!

Blast from the past

I was contacted a few months ago about a "big, old" Standard Vanguard car that had been spotted in Queenstown in the Eastern Cape in the mid-50s. The person felt sure it was diesel powered — could that have been the case?

THERE is not a mainstream carmaker today – with the exception of Japanese manufacturer Subaru without a diesel model in its current line-up, but, in the early 1950s, that simply was not the case. Just about the only one you could buy was a Mercedes – and even then it was only available almost exclusively in Germany.

The Standard Motor Company launched one of its most famous and successful post-war models in 1947, the Vanguard. The Vanguard was a completely new design, its exterior styling being reminiscent of many contemporary U.S. saloons. The bold four-door body featured a distinctive, sloping rear boot lid and an attractive "wrap-around" grille.

The Vanguard was a four-door, body-on-frame design, which was soon joined by a station wagon. Styling was contemporary and pleasant, although the car's quick fastback treatment did appear a little stubby to some eyes. It had a horizontal bar grille, and an envelope body with fully integrated fenders. The rear wheels were exposed, but would soon be enclosed by removable "wheel spats" that gave the car more flowing lines.

Although the Vanguard still had a separate chassis the mechanical specifications was thoroughly modern and included all-synchromesh gears, front coil suspension and hydraulic brakes. Beneath the Vanguards bonnet sat an all-new four-cylinder petrol engine of 2088cc complete with overhead valves. A bench-type front seat with folding centre armrest would carry three people comfortably. The relatively short 2,388 mm wheelbase necessitated a between-the-wheels rear seat that could, in a squeeze, accommodate three passengers, although two were more comfortable. 

Britain’s first diesel car was born into this era, a ponderous, oil-burning version of the Standard Vanguard. Fitted to about 30,000 Ferguson* tractors, the two-litre lump of an engine necessitated a much stiffer chassis, while the four-speed gearbox got electric overdrive on second and top gears to help punt the car along.

Apart from being horribly noisy, the diesel Vanguard was tortoise-like – the wind would have to be in the right direction for the adventurous driver to beat 105km/h (65mph). Downhill! The clattering, smelly promise of 18km/litre (50mpg) persuaded the Port Talbot Steel Works in Wales to run a large fleet of them in and around South Wales, but the car only lasted for two years (1954-55) and was not replaced.

Overall the Vanguard was quite successful and sold well at home and abroad in the all important export markets. Production of the initial Phase I Vanguard ceased in 1952 after 184,799 units had been sold.

Whether any of the nearly 2,000 diesel versions manufactured made it over here and found its way to the Eastern Cape is impossible to say but I know of one that certainly made it through to New Zealand!

*Ferguson had arranged with Sir John Black, owner of the Standard Motor Co, to produce a tractor to his design. As the Standard Co. owned a factory at Banner Lane Coventry, which had been a shadow factory during the war, it was turned to tractor production in 1946, and the TE (Tractor England) was born. These were initially powered by a Continental petrol engine, until the engine that was being designed and made for the Standard Vanguard was in full production.

On your Marques . . .

(Left to right) Johann Rupert — the man who made it all happen at L’Ormarins near Franschhoek for the inaugural Concours and Time Trial event at the weekend. At centre is Serge Damseaux, multiple SA rally champion, and right: Wayne Harley, the curator of the motor museum.

The inaugural and exciting Concours and Time Trial motoring event that took place at the L’Ormarins wine farm/motor museum at Franschhoek over the weekend proved a massive hit, I reckon.

I did say that only diesel-type articles would appear on this site but please cut me a little slack!

Good heavens, didn't you know that a diesel powered car has won Le Mans for the fourth- or fifth time of late . . . thank you Audi and Peugeot! . . . But I must place on record that Cape Town now has a motoring time trial circuit venue (with a motor museum thrown in for good measure) to be proud of — destination Franschhoek — or more precisely the beautiful L’Ormarins wine farm that hosted the FMM Concours and Time Trial last weekend.

Based on the celebrated Goodwood Festival of Speed, our very own 3,2km (1,6km each way) track proved challenging to all competitors with its tight bends, short straights and daunting chicanes — with the glorious sounds of just about every machine you could think of including Porsches, Maseratis, Bugattis, Aston Martins, Jaguars, Le Mans-type cars and many more.

With more than 50 entries for the time trial and about 25 superlative motors vying for honours in the Concours d’Elegance competition, the heat was on —and I’m not just talking about the soaring temperatures that reached well into the 30s — and failed to deter spectators and competitors alike from enjoying themselves at surely one of the most beautiful backdrops to be found anywhere in the world.

When did you last hear the sight and sounds of a March 78B ( Ian Scheckter), or perhaps a Jaguar D-Type (Sarel van der Merwe) or perhaps a Maserati 250F (Chris Routledge) in full song? Jostling their way to the start line could also be found diminutive by comparison Lotus 7s, MGAs, Alfa Romeos and many more, to delight spectators, such as South Africa’s very own GSM Dart 2000 — that managed to finish in the top 10 by stopping the clocks at an incredible 2:06.01 sec.

In the pit section it was good to see that the public were allowed to mingle among some very expensive machinery while watching drivers frantically signalling last-minute instructions to mechanics eager to please. The sight of a row of sparkplugs being frantically changed in the Jaguar D-Type in record time while the driver waited casually under the shade of a nearby tree was truly memorable!

• During the lunch break Johann Rupert, the benefactor behind the event announced plans of a South African-style Mille Miglia event to take place in October. This three/four-day race would take place in and around the Western Cape and will surely be the biggest motoring event for us in many a year.

Selected results: 1. Toby Venter (Porsche 911) 1:57.46; 2. Peter Lindenberg (Ford Capri Perana) 1:58.28; 3. Ross Lazarus (Ford GT40) 1:59.64; 4. Sean Summer (Ferrari) 2:01.51; 5. Francis Cusens (Lotus 7) 2:01.81; 6. Johann Rupert (Mercedes DTM) 2:05.07; 7. Sarel van der Merwe (Chevelle) 2:06.50; 8. Anthony Corin (Ford Capri Perana 2:05.99; 9. Andrew Sickler (GSM Dart) 2:06.01; 10. Sarel van der Merwe (Jaguar D-Type) 2:07.15.

People’s Award: Lord Laidlaw (Aston Martin); Ladies choice: Porsche 356; Crystal bowl: 1. Dawie Theron (Ferrari 365); 2. Nigel Sedgwick (MG SA); 3. Dave Lyons (Chev Camaro 350SS).

Game, set and Mégane Hatch

Inspired by the Renault Mégane coupé concept car shown at a recent Geneva Motor Show, the hatch version released last year in Europe is the first of five, good looking, Mégane derivatives that will be a common sight on South African roads from now on, reckons DAVE FALL.

ALAS the bustle-back Mégane is no more — that sort of distinct and bold characteristic that French car manufacturer Renault are very good at implementing — but, sadly, there’s obviously no place for it in 2010. Instead, we have a complete makeover for the model range, and one that should equip itself well is the 1,9 dCi hatchback variant.

In the looks department strong coupé genes are cleverly passed down in this hatchback version. If you thought headroom would be troublesome, think again. There’s even a large cargo area — especially if the rear seats are folded forward in a 60:40 split or in their entirety.

Under the bonnet is an uprated and improved 96kW 1,9-litre turbodiesel motor. A couple of years ago we owned one of the previous generation Megane’s to tow an off-road race car — the Mégane never missed a beat (the race car proved a real thorn in the side!). With 300 Nm of torque available through a six-speed manual gearbox the pulling power of this new hatch is simply superb.  

A two-hour round trip to Hermanus was eagerly awaited, the on-board computer litres-per-100 km reset to zero and we were off! Clarence Drive — that gorgeous, twisty and fast road to Kleinmond didn’t disappoint. How does 5,8 litres per 100 km sound . . . that's 53 miles per gallon in “old money.”

There’s absolutely no bodyroll in this hatch, such is the R&D that’s gone into the vehicle to produce a vehicle that’s so driver friendly. Such is the outright acceleration that the large, four-wheel disc brakes had to work quite hard on occasions. Matched to a substantial array of changes applied to chassis, suspension and steering systems this new Mégane is more involving to drive than ever. 

One is completely spoiled in the creature comfort stakes: everything is power- or taken care of by computer — I mean that in the sincerest way because I’m normally not a fan of “gimmicks” but the sophisticated Carminat TomTom integrated satellite navigation system (standard fitment), supported by a joystick controller located in the middle of the centre console for simple fingertip control, was easy to use.

Safety is something the French are very good at building into their cars, and this new Mégane is no exception. With half-a-dozen airbags and lots more, things are as safe as safe can be.

Turbodiesel models are always going to cost a little more — the dCi version mentioned above carries a ticket price of  R257,000 — but the petrol-powered range does start at R215,000. 

Franschhoek Motor Museum time trial

Recapturing the allure and romance of a bygone era, the Franschhoek Motor Museum has unveiled plans to host the FMM Concours and Time Trial, a glamorous celebration of classic cars and the undisputed golden age of motorsport, to be held on the L’Ormarins wine farm on 27 & 28 February.

The weekend will also see the nostalgia of classic vehicles reignited with an unparalleled showcase of the globe’s greatest cars. Whether you’re partial to a vintage Porsche or more interested in the original Ford Model T, the Concours exhibition will acknowledge the feats of the world’s leading car manufacturers as never-before-seen vehicles shed their dust jackets and emerge from their private collections for a display of motoring excellence.

With various marquees and special guest appearances planned, the weekend will provide fun for the entire family and will also play host to some of the country’s legends of motorsport such as Giniel de Villiers and Sarel van der Merwe performing special runs around the circuit. More modern car fanatics will also be pleased to hear that the Museum’s recently acquired Enzo Ferrari will also be put through its paces, with four lucky spectators chosen to witness its fierce power from the passenger’s seat.

Tickets are available exclusively through Computicket and will strictly be sold in advance. For more information on the event, please visit www.fmm.co.za or call 021 874 9000 or go to http://www.fmm.co.za/HTML/EVENT/SPECTATOR/fmm-spec-about.html

My mission statement

Six years ago — almost to the day — I wrote a short editorial introduction to a magazine I was asked to edit back then called DieselCar. That mag has gone to the wall but this blog/website that you’ve either stumbled across or hopefully searched for — is dedicated to all things diesel, ie: cars, bakkies, trucks of every size and even diesel-powered motorcycles(!) and is aimed to keep up awareness levels of the only fuel worth bothering about for the immediate future — right around the globe.

Petrol is getting harder and harder to manufacture, while fuel-cell- and hydrogen-powered vehicles in reality remain little more than a distant dream. The future is here and now — the only fuel you need concern yourself with is D-I-E-S-E-L!

The South African motoring marketplace is getting stronger every year because of diesel-powered vehicles that join the line-up and enter the fray. To sum up I’d say if you travel annually in the region of at least 30,000km so that you can start recovering those high initial purchase costs, then diesel-driven wheels are for you.

Please come back again and again to this website to gain maximum benefit from all the diesel tips, road tests and new releases that will surely appear within . . .

Dave Fall (SAGMJ)

davefall3@gmail.com

Interesting books for sale

This is a short list of books owned and up for sale. Space in a very small flat is always at a premium! Briefest of descriptions given below but please contact me for more info/thumbnail pic, etc. Please come back from time to time – have lots of time to do book scouting!

Air Raid Precaution Handbook – HMSO – 1936, 110pp. – Nice period piece advising people what to do in Great Britain in the event of anti-gas attack, plus first-aid/air raid details, illustrated. = R90+postage.

The Blackburn (Aircraft) Story, 60pp – Suit enthusiasts of this British plane maker = R60+postage.

Christie, Agatha - After the Funeral, 192pp - Nice pictorial dustjacket, believed first edition (1954). Suit Christie book collector = R100+postage.

Douglas, J. D. – The J. D. Stories, 236pp. Douglas was a columnist on the Rand Daily Mail in Johannesburg. This hardback book has original dustjacket in good condition, book is in fair condition = R50+postage.

Fitzsimons, F W. – The Snakes of South Africa (T. Maskew Miller, believed first edition, 1919). – 550pp. – Rare book, this one in superb condition, profusely illustrated in black and white with large colour pull-out in front of title page = R500+postage.

Gill, L. – A First Guide to South African Birds (Maskew and Miller, first edit., 1936), 224pp. No dustjacket but book really good condition with colour plates throughout – R150+postage.

Hemingway, E – For Whom The Bell Tolls (Jonathan Cape 1945). – Dustjacket is a little tatty, book very fair = R70+postage.

Monsarrat, N – “HMS Marlborough Will Enter Harbour”, 95pp (Cassell, first edition, 1952). There are two nice copies: one with dustjacket one without . . . R95+postage and R65+postage.

Mulford, Clarence E. – 16 various “western” titles (Hodder and Stoughton, ±1933). These are hardbacks, Mulford was the creator of the Hopalong Cassidy series. All have pictorial dustjackets and are in good condition (prefer to sell as a set) = R420+postage.

Palmer, E – The Plains of Camdeboo (Collins), 320pp. Pictorial dustjacket in fair condition, book has illustrated endpapers and in excellent condition = R110+postage.

Potter, Barnett – A Fighter (Howard Timmins, first edition, 1975), 162pp. Dustjacket excellent, book in superb condition, R95+postage.

Priestley, J. B. – Particular Pleasures (Heinemann, first edition, 1975), 192pp. Dustjacket perfect, book in first class condition = R120+postage.

Route Book 1938 – Royal Automobile Club of South Africa: includes maps of the period in envelope at rear of book. Nice condition, suit motoring enthusiast with old car to have in dashboard = R100+postage.

Stuart, F. S. – Immortal Wings, 80pp – (1944) – War-time escapades as seen through the eyes of a leading air correspondent on a national British newspaper = R75+postage.

Searle, R – The Rake’s Progress, 118pp. (Perpetua, first edition). Profusely illustrated by this much-loved cartoonist. Original dustjacket, nice book = R95+postage.

Shaw, I – Mixed Company, 414pp. – (Jonathan Cape, first edition) Nice dustjacket, nice condition throughout = R95+postage.

Schulberg, B – Waterfront, 282pp (Bodley Head, first edition, 1956). Dustjacket and book both in nice condition = R120+postage.

Scutt, J. F. – The Man Who Loved The Zulus (Shuter and Shooter, first edition, 1950), 186pp – Dustjacket good, book illustrated and in very good condition = R95+postage.

Ward-Jackson, C. H. – “It’s a Piece of Cake” – RAF slang made easy. (1942) 65pp. Interesting paperback, profusely illustrated by cartoonist David Langdon = R80+postage.

Wills-Hood, D – Working For the Windsors (Alan Wingate, first edit. ±1952). Very rare hardback. Wills-Hood was the private secretary to the Duke of Windsor. Very good dustjacket, while book is in excellent condition (not a library copy) = R3,600+postage.