Club Page 2022
Members in the News
Some of our members attended Redditch Car Show enjoying a new show ( photo's Howard Whatmough via Facebook )
Simon Biggs Jaguar in print again
This item appeared in the Classic Car Buyer Weekly newspaper (29th June issue 643) on page 5. It’s an item about classic cars not producing as much CO 2 as modern cars - even electric due to high production carbon footprints. I will do an item on it for our Facebook page. The classic car photo they have chosen to use is my car (see below)
A few weeks ago they also ran an item about forgotten models and under the Jaguar Mk 2 item they showed the S Type and the 420. The photo used for the S Type was once again my car (see below).
My car was featured in Classic Jaguar magazine a few years ago with a seven page article (which I wrote myself). Having saved them some money and time they splashed out on a decent photographer for the photo shoot. I gave them permission to use the photos whenever and wherever so they keep appearing
I’ve also just had an email from Classic Car magazine. I sent in a list of cars I would like to drive which readers were being invited to do. In each issue they selected a reader and published their list and arranged for them to drive one of the cars near to the top of the list of ten. I recently heard that I had been selected to drive my number three choice, a Citroen DS. They are arranging for my to spend a day driving one and a magazine feature about my experience will follow. The great surprise is that I sent the list into them in January 2015, some seven and a half years ago! I will let you know how I get on.
A few weeks ago they also ran an item about forgotten models and under the Jaguar Mk 2 item they showed the S Type and the 420. The photo used for the S Type was once again my car (see below).
My car was featured in Classic Jaguar magazine a few years ago with a seven page article (which I wrote myself). Having saved them some money and time they splashed out on a decent photographer for the photo shoot. I gave them permission to use the photos whenever and wherever so they keep appearing
I’ve also just had an email from Classic Car magazine. I sent in a list of cars I would like to drive which readers were being invited to do. In each issue they selected a reader and published their list and arranged for them to drive one of the cars near to the top of the list of ten. I recently heard that I had been selected to drive my number three choice, a Citroen DS. They are arranging for my to spend a day driving one and a magazine feature about my experience will follow. The great surprise is that I sent the list into them in January 2015, some seven and a half years ago! I will let you know how I get on.
SOLD. 1924 Ford Model T Tourer
1924 Model T Tudor.
Lots of club history previously owned by the late Gordon Nutt , It is a lovely car and runs very well, brand new tyres all around fitted for the NEC earlier this year.
Looking for £12,000 ono Contact David Spruce 07986 170715
Lots of club history previously owned by the late Gordon Nutt , It is a lovely car and runs very well, brand new tyres all around fitted for the NEC earlier this year.
Looking for £12,000 ono Contact David Spruce 07986 170715
Coming to a Town or City near you, John Bates
Coming to a Town or City Near You
Zero Emission Zones
Ultra Low Emission Zones
Clean Air Zones
Congestion Zones……... in Britain
As if the above are not confusing enough, as a traveller you would have to remember to which towns and cities these zones apply. Then you would need to know when they start (ie the date and year) or if they have already started, and having managed that you would need to know which vehicles were affected (cars, taxis, buses, commercials, classics, etc.).
An internet search was more than confusing as to whether or not a certain town or city already had a zone, had dropped the idea, or was about to implement one.
Towns and cities affected:
London Bristol
Birmingham Bradford
Bath Newcastle
Oxford Liverpool
Durham Sheffield
Aberdeen Portsmouth
Dundee Cardiff
Edinburgh Coventry
Hull Leicester
Manchester Stoke
Glasgow
Confusing? Well, now there are the hours and days of the week when the zones apply, the method of registering if your vehicle could be exempt, and the method of payment for entering or for an infringement of the rules. Chances are that these vary as much as the charges themselves.
Or you could emigrate!
John Bates
Zero Emission Zones
Ultra Low Emission Zones
Clean Air Zones
Congestion Zones……... in Britain
As if the above are not confusing enough, as a traveller you would have to remember to which towns and cities these zones apply. Then you would need to know when they start (ie the date and year) or if they have already started, and having managed that you would need to know which vehicles were affected (cars, taxis, buses, commercials, classics, etc.).
An internet search was more than confusing as to whether or not a certain town or city already had a zone, had dropped the idea, or was about to implement one.
Towns and cities affected:
London Bristol
Birmingham Bradford
Bath Newcastle
Oxford Liverpool
Durham Sheffield
Aberdeen Portsmouth
Dundee Cardiff
Edinburgh Coventry
Hull Leicester
Manchester Stoke
Glasgow
Confusing? Well, now there are the hours and days of the week when the zones apply, the method of registering if your vehicle could be exempt, and the method of payment for entering or for an infringement of the rules. Chances are that these vary as much as the charges themselves.
Or you could emigrate!
John Bates
FOR SALE 2001 Jaguar XK8 Coupe Alan Bateman
2001 Jaguar XK8 Coupe
Later engine with steel liners
Recommended upgrades carried out. (chains, water pump etc)
Recent new air con condenser.
Oatmeal leather upholstery, hard shell roof lining
Alpine stereo with 6 cd cassette
Service History & MOT
Excellent condition.
£6500. ono
Alan Bateman 07522802562
Later engine with steel liners
Recommended upgrades carried out. (chains, water pump etc)
Recent new air con condenser.
Oatmeal leather upholstery, hard shell roof lining
Alpine stereo with 6 cd cassette
Service History & MOT
Excellent condition.
£6500. ono
Alan Bateman 07522802562
FOR SALE Well known club car 1928 Austin Clifton Tourer and 1960 Wolesley 1500 by John Davies
After60 years enjoying old cars I have reluctantly decided to sell my motors.
they are a 1928 Austin Clifton Tourer which is in good condition and ready for touring again. we have enjoyed many events over the years including the Gordon Bennet in Southern Ireland my 1960 Wolesley 1500 is also available with less than 44000 miles recorded
I hope to get Wolesley £5750 and Clifton £14500
if anyone requires further information my number is 07936000489
regards John Davies
they are a 1928 Austin Clifton Tourer which is in good condition and ready for touring again. we have enjoyed many events over the years including the Gordon Bennet in Southern Ireland my 1960 Wolesley 1500 is also available with less than 44000 miles recorded
I hope to get Wolesley £5750 and Clifton £14500
if anyone requires further information my number is 07936000489
regards John Davies
FOR SALE 1939 Standard Flying Eight Tourer
Might be of interest to a member. Contact Mark A. O'Neill email: markaren76@me.com Home: 01384 826423 Mob: 07951 688665
I have a friend who has a 1939 Standard Flying Eight Open Tourer for sale. It is one of 14 in the world, is solid with no rust at all. Fair paintwork, recently upholstered interior, rebuilt gearbox and excellent engine. The car has a tonneau and hood frame but requires a hood and widescreens to complete it. He is looking for £10,250 but will consider offers. The car is in Stourbridge and is driven regularly on trips of 20-30 miles.
I have a friend who has a 1939 Standard Flying Eight Open Tourer for sale. It is one of 14 in the world, is solid with no rust at all. Fair paintwork, recently upholstered interior, rebuilt gearbox and excellent engine. The car has a tonneau and hood frame but requires a hood and widescreens to complete it. He is looking for £10,250 but will consider offers. The car is in Stourbridge and is driven regularly on trips of 20-30 miles.
Rough Running by John Bates
It started about two years ago. Engine power (on my VA Tourer) was down, it was becoming difficult to start and tick over was lumpy. In addition, I had to put my toe under the accelerator pedal to slow the engine. It didn’t slow enough!
I bit the bullet. I believed that air was being sucked in via a worn accelerator spindle (ie the rod connecting the two carbs.) or their bushes. The carbs were sent away for refurbishment.
On return they were refitted but the situation was worse. The engine would not tick over slower than about 1500 rpm. More air was being sucked in somewhere between the accelerator butterfly and the cylinder head. Thinking it was my inadequate fitting, I refitted the carbs three times but to no avail. I decided it was time to examine mating surfaces.
A steel rule showed me (not an engineer) that these surfaces were flat. But as you know, there is a bracket (to support the choke cable) fitted between the carb and the inlet manifold. It was anything but flat, and I don’t mean the deliberate bend which puts it into the correct position. I had a local engineering workshop flatten it while I waited. There was no charge but a decent tip was left.
On refitting all should have been well but it wasn’t. I decided that the reason for having to put my toe under the accelerator pedal was caused by the gap between the carbs. not being correct. I refitted them ‘individually’, ie with the accelerator rod loose and the choke connection removed. The tick over was now brought down to around 500 rpm.
Voila! After two years of faffing about I thought I had fixed it. But how did the choke connection bracket become bent?
Now the car seemed to be running on two, then three then four cylinders, then back to two. I changed the spark plugs one at a time but it was no different. I refitted the carbs….again, but then I noticed a petrol leak. Must be my connections. I refitted the carbs. The front one still leaked but I noticed that it was from the float chamber. So, the valve was not being closed by the float. I bent the arm and that stopped the leak, The car still ran badly.
I decided it had to be the carbs so I removed the air filter to partially block the air intake to each, one at a time. As soon as I did this, and before I could put my palm over an air intake, the engine ran sweetly. The air cleaner was swilled out and refitted. Bingo!
When you have several problem simultaneously, it can be difficult to fix. I had:
1. a sticking accelerator pedal;
2. an engine impossible to get to run smoothly;
3. a worn accelerator spindle (or its bushes) sucking air;
4. a bent choke bracket causing the sucking of air;
5. a leaking carb caused by the need to reshape the float arm;
6. a blocked air filter.
Why was I not more adept at diagnosing and fixing these problems? Well, in 59 years of ownership, I had never before had to do anything other than routine maintenance to the carbs. I suppose they had to give trouble eventually.
I bit the bullet. I believed that air was being sucked in via a worn accelerator spindle (ie the rod connecting the two carbs.) or their bushes. The carbs were sent away for refurbishment.
On return they were refitted but the situation was worse. The engine would not tick over slower than about 1500 rpm. More air was being sucked in somewhere between the accelerator butterfly and the cylinder head. Thinking it was my inadequate fitting, I refitted the carbs three times but to no avail. I decided it was time to examine mating surfaces.
A steel rule showed me (not an engineer) that these surfaces were flat. But as you know, there is a bracket (to support the choke cable) fitted between the carb and the inlet manifold. It was anything but flat, and I don’t mean the deliberate bend which puts it into the correct position. I had a local engineering workshop flatten it while I waited. There was no charge but a decent tip was left.
On refitting all should have been well but it wasn’t. I decided that the reason for having to put my toe under the accelerator pedal was caused by the gap between the carbs. not being correct. I refitted them ‘individually’, ie with the accelerator rod loose and the choke connection removed. The tick over was now brought down to around 500 rpm.
Voila! After two years of faffing about I thought I had fixed it. But how did the choke connection bracket become bent?
Now the car seemed to be running on two, then three then four cylinders, then back to two. I changed the spark plugs one at a time but it was no different. I refitted the carbs….again, but then I noticed a petrol leak. Must be my connections. I refitted the carbs. The front one still leaked but I noticed that it was from the float chamber. So, the valve was not being closed by the float. I bent the arm and that stopped the leak, The car still ran badly.
I decided it had to be the carbs so I removed the air filter to partially block the air intake to each, one at a time. As soon as I did this, and before I could put my palm over an air intake, the engine ran sweetly. The air cleaner was swilled out and refitted. Bingo!
When you have several problem simultaneously, it can be difficult to fix. I had:
1. a sticking accelerator pedal;
2. an engine impossible to get to run smoothly;
3. a worn accelerator spindle (or its bushes) sucking air;
4. a bent choke bracket causing the sucking of air;
5. a leaking carb caused by the need to reshape the float arm;
6. a blocked air filter.
Why was I not more adept at diagnosing and fixing these problems? Well, in 59 years of ownership, I had never before had to do anything other than routine maintenance to the carbs. I suppose they had to give trouble eventually.
Didn't know if this as an Update to John Bates Profile in Members profile or this
Owning & Driving a Pre War Car for nearly 60years
John Bates
On Owning and Driving a Pre War Car for (nearly) 60 years
Having owned an M.G. VA saloon for a while I came upon the VA Tourer. It was being driven around the
Acocks Green area of south Birmingham. At the time I had not known of the Tourer’s existence but once I had seen it, I wanted one. The Tourer seemed to have more ‘presence’ and with a drop down top, offered a young man a better view of his surroundings and a sporty feel. By chance the driver stopped this car near me one day and as the owner got out I spoke to him. Was he thinking of selling his car? He was not but he took my phone number in case he changed his mind. Eighteen months later he had made a decision to sell and called me. His wife was fed up with being driven in a cold, damp, old car. He was buying a Volkswagen ‘beetle’ because it was a saloon, had a heater and a demister and would satisfy his maturing outlook.
My M.G. VA (Tourer) was bought in 1963 and I love it. Frank Humphries, a station officer fireman at Acocks Green fire station, was going to miss his VA. He wrote in Blower’s Manual (which came with the car), ‘Parted after wonderful friendship’ and he dated it. Frank had owned the car for 12 years and had kept a record (in the back of Blower) of all work done on the car, the cost, date and mileage.
When I purchased it, the car was roadworthy but looking a bit ‘tired’. After a few years in my ownership it looked even more tired and salted winter roads were taking their toll. Over a couple of years I stripped off many layers of paint (all pale blue) and brush painted it cream. Bumpers were painted black and some upholstery was replaced (black). It looked awful! But it had the effect of preserving it.
A family came along and the M.G. was impractical so it was garaged and other more mundane cars were purchased to keep the family mobile until funds became available for a rebuild.
We have all met them – the so-called professionals who will undertake any work on a car. I found one who charged the earth for ruining the body and making a mess of a front wing. I decided to do the job myself and undertook some body correction and wing repair. Some chrome plating was done and the spraying via a vacuum cleaner and very thin cellulose paint was completed. I was pleased with the result. Mechanically the car was good. I chose maroon paint with red covers for the seats. The engine rebuild was entrusted to Coventry Boring.
Fifteen years later another rebuild, this time by a decent professional, produced an even better looking car, now with new upholstery and carpets and in a (near) original colour, metallic mid grey. Purists might point out that only the VA saloon and drop-head coupe were offered in metallic grey and then running boards and wings were in solid grey because of the difficulty in the 1930s of matching metallic paint. BUT when new, the M.G. owner could choose any non-stock colour for an extra £5.
The car has been very reliable, having travelled an estimated quarter million miles in my ownership. I have driven it in Cornwall, Wales, Scotland, Isle of Man, Isle of Wight, Jersey, Holland, France, Belgium and Germany and, of course, England. It has been towed four times because of problems but only once was it ‘the car’s own fault’. That was about 6 years ago when a ball joint dropped out of the drag link through wear. There was no point putting it back in, which would have been simple, as it would have dropped out again.
The Achilles Heel, though, (on my car, at least) is the gearbox. It has never stopped me driving the car but there have been problems for years. The rear bearing (in the extension of the output shaft) has been noisy and has worn both the housing and the shaft. Poor lubrication has been the cause. That problem has been solved with a replacement shaft and a modern sealed bearing. The other problem is noise when the car is stationary and the clutch depressed. That problem persists.
What has changed in 60 years? Well petrol has gone from four shillings and ten pence halfpenny a gallon to £1.63 a litre. In other words, from £0.05 per litre to £1.63. BUT, when compared with average incomes, it is now Much cheaper than back in 1963. Professional work is much more expensive now, in real terms but road tax is now free, the car is no longer subject to an annual test, and classic car insurance is cheap.
What else has changed?
Attitudes. This car was bought as an every-day car and ‘garaged’ in the streets of Birmingham. It has to be remembered that in Britain in the 1950s it was near impossible to buy a new car. ‘Export or Die’ was the government slogan as Britain had a large war debt to pay off, principally to the USA (paid by the year 2004, I believe) so most cars were exported. By 1959, however, the Prime Minister, Harold MacMillan, was able to say,’You’ve never had it so good’. Britain was back on its feet, incomes were rising and hire purchase was available. You no longer had to save up for a car or get a bank loan as the ‘never-never’ credit system was there for all.
This seemed to me to signal a change in attitudes on the road. No longer was I given courtesy at junctions. ‘Old bangers’ were being taken off the road in huge numbers. Scrap yards were full of pre-war cars. The dreaded M o T (the annual test of cars over 10 years old) was taking its toll. Whereas in the 1950s pre-war cars were expensive, now (1960s) they were cheap. An Austin 7 was around £5 and a Morris 8 around £7.10s (£7.50).
Frank Humphries, however, was of the belief that his VA was a cut above these cars. He would not negotiate. His VA was £90. Take it or leave it. I took it and have never regretted it.
By the 1980s and the Thatcher era (Prime Minister Margaret Thatcher) was upon us. I don’t blame her for it but it was the time of ‘me first’ and that was true of road manners. The driver of an old M.G. VA was more likely to receive rude gestures than the offer of the right of way. Mr. BMW must not be held up.
But by now, (1980s) despite poor road manners, pre-war cars were much more desirable and prices reflected this. And by the turn of the millenium, values had peaked with a decent VA Tourer being worth over £30,000. (Bear in mind inflation!)
In the first decade of the 21st century road manners seem to have improved in that courtesy seems to have been restored. Values, however, are falling. Those buying classic cars today are choosing cars from the 1960s, 70s 80s, with Ford Escorts (for example) changing hands for thousands of pounds. But I don’t care. The VA is not for sale!
John Bates
Having owned an M.G. VA saloon for a while I came upon the VA Tourer. It was being driven around the
Acocks Green area of south Birmingham. At the time I had not known of the Tourer’s existence but once I had seen it, I wanted one. The Tourer seemed to have more ‘presence’ and with a drop down top, offered a young man a better view of his surroundings and a sporty feel. By chance the driver stopped this car near me one day and as the owner got out I spoke to him. Was he thinking of selling his car? He was not but he took my phone number in case he changed his mind. Eighteen months later he had made a decision to sell and called me. His wife was fed up with being driven in a cold, damp, old car. He was buying a Volkswagen ‘beetle’ because it was a saloon, had a heater and a demister and would satisfy his maturing outlook.
My M.G. VA (Tourer) was bought in 1963 and I love it. Frank Humphries, a station officer fireman at Acocks Green fire station, was going to miss his VA. He wrote in Blower’s Manual (which came with the car), ‘Parted after wonderful friendship’ and he dated it. Frank had owned the car for 12 years and had kept a record (in the back of Blower) of all work done on the car, the cost, date and mileage.
When I purchased it, the car was roadworthy but looking a bit ‘tired’. After a few years in my ownership it looked even more tired and salted winter roads were taking their toll. Over a couple of years I stripped off many layers of paint (all pale blue) and brush painted it cream. Bumpers were painted black and some upholstery was replaced (black). It looked awful! But it had the effect of preserving it.
A family came along and the M.G. was impractical so it was garaged and other more mundane cars were purchased to keep the family mobile until funds became available for a rebuild.
We have all met them – the so-called professionals who will undertake any work on a car. I found one who charged the earth for ruining the body and making a mess of a front wing. I decided to do the job myself and undertook some body correction and wing repair. Some chrome plating was done and the spraying via a vacuum cleaner and very thin cellulose paint was completed. I was pleased with the result. Mechanically the car was good. I chose maroon paint with red covers for the seats. The engine rebuild was entrusted to Coventry Boring.
Fifteen years later another rebuild, this time by a decent professional, produced an even better looking car, now with new upholstery and carpets and in a (near) original colour, metallic mid grey. Purists might point out that only the VA saloon and drop-head coupe were offered in metallic grey and then running boards and wings were in solid grey because of the difficulty in the 1930s of matching metallic paint. BUT when new, the M.G. owner could choose any non-stock colour for an extra £5.
The car has been very reliable, having travelled an estimated quarter million miles in my ownership. I have driven it in Cornwall, Wales, Scotland, Isle of Man, Isle of Wight, Jersey, Holland, France, Belgium and Germany and, of course, England. It has been towed four times because of problems but only once was it ‘the car’s own fault’. That was about 6 years ago when a ball joint dropped out of the drag link through wear. There was no point putting it back in, which would have been simple, as it would have dropped out again.
The Achilles Heel, though, (on my car, at least) is the gearbox. It has never stopped me driving the car but there have been problems for years. The rear bearing (in the extension of the output shaft) has been noisy and has worn both the housing and the shaft. Poor lubrication has been the cause. That problem has been solved with a replacement shaft and a modern sealed bearing. The other problem is noise when the car is stationary and the clutch depressed. That problem persists.
What has changed in 60 years? Well petrol has gone from four shillings and ten pence halfpenny a gallon to £1.63 a litre. In other words, from £0.05 per litre to £1.63. BUT, when compared with average incomes, it is now Much cheaper than back in 1963. Professional work is much more expensive now, in real terms but road tax is now free, the car is no longer subject to an annual test, and classic car insurance is cheap.
What else has changed?
Attitudes. This car was bought as an every-day car and ‘garaged’ in the streets of Birmingham. It has to be remembered that in Britain in the 1950s it was near impossible to buy a new car. ‘Export or Die’ was the government slogan as Britain had a large war debt to pay off, principally to the USA (paid by the year 2004, I believe) so most cars were exported. By 1959, however, the Prime Minister, Harold MacMillan, was able to say,’You’ve never had it so good’. Britain was back on its feet, incomes were rising and hire purchase was available. You no longer had to save up for a car or get a bank loan as the ‘never-never’ credit system was there for all.
This seemed to me to signal a change in attitudes on the road. No longer was I given courtesy at junctions. ‘Old bangers’ were being taken off the road in huge numbers. Scrap yards were full of pre-war cars. The dreaded M o T (the annual test of cars over 10 years old) was taking its toll. Whereas in the 1950s pre-war cars were expensive, now (1960s) they were cheap. An Austin 7 was around £5 and a Morris 8 around £7.10s (£7.50).
Frank Humphries, however, was of the belief that his VA was a cut above these cars. He would not negotiate. His VA was £90. Take it or leave it. I took it and have never regretted it.
By the 1980s and the Thatcher era (Prime Minister Margaret Thatcher) was upon us. I don’t blame her for it but it was the time of ‘me first’ and that was true of road manners. The driver of an old M.G. VA was more likely to receive rude gestures than the offer of the right of way. Mr. BMW must not be held up.
But by now, (1980s) despite poor road manners, pre-war cars were much more desirable and prices reflected this. And by the turn of the millenium, values had peaked with a decent VA Tourer being worth over £30,000. (Bear in mind inflation!)
In the first decade of the 21st century road manners seem to have improved in that courtesy seems to have been restored. Values, however, are falling. Those buying classic cars today are choosing cars from the 1960s, 70s 80s, with Ford Escorts (for example) changing hands for thousands of pounds. But I don’t care. The VA is not for sale!
John Bates
Driving Licence renewal
Here in the UK your driving licence expires on your 70th birthday. Renewal is free but only lasts for three years, when it again becomes renewable.
Unfortunately THE virus interfered with my renewal at age 79. Because DVLA staff (the Driver and Vehicle Licensing Authority) were largely working from home, delays were inevitable. To help overcome this problem, the government allowed a ‘grace’ period of 9 months so that drivers affected could continue to drive. Renewal application forms were sent to affected drivers a few months after the expiry of their licences but in time to allow renewal within the 9 month time frame. However, the best laid plans, etc………… My new licence arrived 14 months after the expiry of the old one. Is this a record?
John Bates
Unfortunately THE virus interfered with my renewal at age 79. Because DVLA staff (the Driver and Vehicle Licensing Authority) were largely working from home, delays were inevitable. To help overcome this problem, the government allowed a ‘grace’ period of 9 months so that drivers affected could continue to drive. Renewal application forms were sent to affected drivers a few months after the expiry of their licences but in time to allow renewal within the 9 month time frame. However, the best laid plans, etc………… My new licence arrived 14 months after the expiry of the old one. Is this a record?
John Bates
Simon Biggs & Jaguar S-Type in Practical Classics (Dec21?)
Triumph TR3a Owned by Kenneth Wakefield WVC 249 1959/60 Works Rally Car
WVC 249 Ken & Gill Wakefield 2010
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WVC 247 TR Register Malvern 2010
Photo Chris Read
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WVC 249 TR Register Malvern 2010 Photo Chris Read
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WVC249 TR3a Dec.1958 1991cc
1959 Monte Carlo, Circuit of Ireland, Tulip Rally all driven by J Wallwark
French Alpine dirven R Langeneste
Leige Rome-Leige C Dubois, DNF.
1960 Rebuilt 2.2l Monte Carlo, M Becquest, DNF. not Competion Dept. Full Rebuild
1959 Monte Carlo, Circuit of Ireland, Tulip Rally all driven by J Wallwark
French Alpine dirven R Langeneste
Leige Rome-Leige C Dubois, DNF.
1960 Rebuilt 2.2l Monte Carlo, M Becquest, DNF. not Competion Dept. Full Rebuild
Photo Credit Roger De Langeneste
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Photo Credit Roger De Lageneste
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How did Chitty Chitty Bang Bang get its name
Sent in by Christian
You Tube about the original Chitty on Blue Peter, 1969 in black & white but quite in depth re starting it
Worth a look.
Just click on below
https://fb.watch/anHr1ZAU4y/
You Tube about the original Chitty on Blue Peter, 1969 in black & white but quite in depth re starting it
Worth a look.
Just click on below
https://fb.watch/anHr1ZAU4y/
Alan Bateman and his Triumph Roadster in Club Literature
