on

2016

the

D
A
RO

British Sports
Car Owners Club

with the

The Committee
Prsident

Jean HANSEN

Secrtaire

Thierry HILGER

Trsorier

Claude BETZEN

Member

Pierre MARNACH

Member

Francis DIEDERICH

Member

Jerry LENERT

Member

Guy KONZ

Member

Jean-Marie SCHMIT

Cover credit: Austin Healey / dribbble.com

2016

Le mot du psident
Chr(e)s membres,
Encore une anne de rvolue.
Tout comme lanne prcdente, nous avions beaucoup
dvnements intressants et varis.
Avec le nouveau comit, plus nombreux, nous avons pu organiser
nos vnements plus professionnellement et avec moins de stress
pour les organisateurs. Le challenge des rallyes historiques du
Luxembourg est un grand succs et je remercie Jean-Marie et Goy
pour leur travail.
Naturellement il y a encore quelques petits dtails rgler, mais je pense que cest
une trs bonne formule pour promouvoir le sport avec des vhicules historiques. Pour
ceux dentre vous qui aiment rouler un peu plus vite, nos amis franais organisent des
courses de cte pour vhicules historiques quils appellent Montes historiques.
Il ny a pas de chronomtrage, donc pas de classements. Ca leur vite de monter un
dispositif de scurit non payable et ils ne tombent pas sous des rgulations FIA. Et la
plupart des concurrents montent fond !
Plaisir de conduite garanti.
2016 tait aussi lanne de la rforme du contrle technique et naturellement ctait le
volet des vhicules historiques qui nous intresse le plus.
Et je pense que, au moins pour le moment, tout se passe trs bien. Je nai pas eu
de rclamations de membres de la LOF et les discussions que jai eues avec certains
amateurs ont t positives. Mais je pense quil faut suivre de prs le sujet.
Comme je lavais dj annonc dans le dernier mot du prsident nous avons finalement
rinstaur le vendredi comme jour des runions mensuelles du BSCOC. Et depuis
quon a chang aussi notre local nos runions sont trs bien frquentes Comme
chaque anne, jaimerais remercier tous les membres du comit et tous les membres
qui nous aident assurer le travail au sein du BSCOC.
Et pour terminer, je profite de loccasion pour vous souhaiter une bonne et heureuse
anne 2017.
Happy motoring !

Jean Hansen

Firwat fueren ech am Summer net Cabrio?!?

Dat huet nischt domat ze dinn dass ech keng Loscht htt mat
mengem TVR 3000s ze fueren, mee mat Sandweiler.
Den Auto huet sit ech en hunn e Rass an der Fnster.
War awer fir Sandweiler lo 10 Joer laang kee Problem.
Lo op eng Kier huet een zu Sandweiler fonnt, dass
dse Rass an der Scheif, total ausserhalb vum
Siichtfeld, eng Gefor ging duerstellen, an huet mir
2 Lcher geptzt.
Esou flott et och ass mat esou engem zesummen
gepuzzelten englesche Roadster ze fueren, esou
schwiereg ass et awer vir divers Stecker ze fannen, well
keen mi weess vu wi engem Auto dat Stck dann elo
dOrigine kennt.

No laanger Sich huet sech dunn e Fournisseur an Ditschland fonnt deen ob meng Ufro
gentwert huet, an deen och konnt liwweren. DFenster huet allerdngs vir d ischt
nach mussen produziert ginn. Liwwerzit schlussendlech mi ewi 4 Mint.
No 6 Stonnen wor die al Fnster aus dem Kader eraus an den Kader demontiert, no
weideren 8 Stonnen an 3 Liter cellulosen Thinner fir de Mastik aus dem Kader ze krin
wor den ale Kader och erm wi nei.
... a elo waarde mer op d Sonn.

Jerry Lenert

The Rise, Decline

D
e and Fall off the Rootes G
Group
I am tthe engine,, Reggie iss the steeriing and bra
akes.
By Roge
er Carr, origin
nally published at www.ccurbsideclass
sic.com and published wi
with permissio
on
The Britissh motor indu
ustry was formed of comp
panies with on
ne of two
backgrou
unds estab
blished busine
esses branch
hing out in to
t a new
product, such as Vauxxhall or Wolse
eley, or more commonly, a business
started sspecifically to service and produce if no
ot cars, then cycles or
motorbike
es, that then grew to become a full sccale car manufacturer,
such as Morris, Leylan
nd, Rover or Standard. Ro
ootes was diffe
erent and
successfu
ul in achievin
ng what it did for nearly 40
0 years. Perhaps even
more surrprisingly, it wa
as the only ma
ajor manufactu
urer to be con
ntrolled by
a dynastic family.
The Roo
otes story sta
arts many miles from the main centers
s of the Britis
sh motor induustry, in the village of
Hawkhurrst in Kent, 50
0 miles south east of Londo
on. William Rootes
R
ran a cycle
c
shop annd, like so ma
any in that
trade at tha
at time, brannched out in
nto motor
vehicles, initially as a reepair and ma
aintenance
garage and by
b 1914 as a sales agent for many
names. Som
me are still w
well known and
a
some
almost forgotten. Morris, W
Wolseley, Ford
d, Hillman,
Sunbeam, Hu
umber and Sinnger all featurred, as did
Delauney, Belleville and Briton to name some
others
Williams older son, also William an
nd always kno
own as Billy, was
w born in 18
894, and in 19909 was apprenticed to
Singer in Coventry, the
en the heart of the British m
motor industry. Four years la
ater, at the agee of 19, he wa
as back in
Kent, run
nning another branch of the
e growing Roo
otes sales and
d service emp
pire. After warr service, he was
w joined
by his younger brother, Reginald, who w
was born in 1896 and
train
ned as an acc
countant in the
e Admiralty.
Willliam Rootes senior
s
gave ea
ach brother 1 .200 (around
d 50.000
now
w) and they set out togethe
er, creating R
Rootes Ltd as a vehicle
disttributor based in Maidstone
e, Kent. By 19924, they had
d secured
the Austin franc
chise for Lond
don and the surrounding area and
ope
ened large showrooms in central Lonndon. Other distributor
cha
ains were also added to the Rootes growiing empire, in the south
easst of England and
a the industrial Midlands, as well as overseas.
Roo
otes was a pure distributor and dealer buusiness until 1925 when
the brothers purchased
p
Thrupp a
and Maberley, a traditional coachbuilder based in Lon
ndon, with
a history dating back to 1760 and a reputation ffor building to
op quality,
bespoke and limited ru
un bodies for the likes of Ro
olls Royce, Da
aimler and
other top
p brands. Cusstomers had included Que
een Victoria and King
George V
V.
The thinkking behind th
he purchase may
m not have been clear to all at the
time, but would becom
me so over the
e next ten yea
ars. Rootes ma
arked this
step by ta
aking a large showroom
s
and
d extensive offfice accommo
odation in
the then new Devonshire House in Piccadilly,, central Lon
ndon, just
around th
he corner from
m the Ritz Hote
el and the roya
yal palace of St.
S James.
In the showroom, Roo
otes had cars ranging from Fiat to Rolls Royce as
well as Thrupp and Ma
aberleys coac
chwork.
From 191
19 onwards, Billy
B Rootes made regular trrips to the USA
A, looking
at motor manufacturing techniques,, and more crrucially, the te
echniques
used in d
differentiating and
a the marke
eting various b
brands from one
o family
as well as retail practicces. A clear American influe
ence was disc
cernible in

the Roote
es organizatio
on and productts for the nextt 50 years.
But it wass the end of th
he 1920s before Rootes too
ok the first step
ps to becoming a manufactuurer as well as
s being a
distributo
or and dealer. The brothers made attemptts to buy a sta
ake in the Stan
ndard Motor C
Company and also the
Clyno con
ncern. Separa
ately during the 1920s, man
ny of the Coventry manufactturers were feeeling the effec
cts of
ambitiouss but unsuccessful expansio
on attempts in
n what was a dismal
d
decade
e economicallyy.
At the Hillman company, William
m Hillman ha
ad
retired fro
om day to da
ay control of the company he
founded, which procee
eded to attem
mpt to move up
market w
with the Hillm
man Eight (forr Eight cylinde
er,
not horse
epower in this case) in 1928
8. The compa
any
was not financially sttrong by this time, but w
was
directly a
adjacent to th
he long estab
blished Humb
ber
Companyy. Humber wa
as by then around 60 yea
ars
old and h
had a history in bicycles, motor
m
cycles a nd
assembling Bollee tri-ccars before prroducing its fi rst
car in 1
1899. The distinguished engineer Lou
uis
Coatalen joined Humb
ber and led the
e design of ne
ew
range of cars, before moving
m
to Hillman in 1908. In
1926 Humber was able to acquire the commerccial
vehicle b
builder Comm
mer, based in Luton, north of
London a
and the home town of Vauxh
hall.

Assemb
bly at Humber in 1923

But by 19
927, both Hillm
man and Hum
mber were beg inning to strug
ggle to compe
ete in a markeet led by Willia
am Morris.
Morris wa
as by now pro
oducing over 60,000 cars a year, but ne
either Hillman nor Humber got to 5,000 a year. In
1927, Ro
ootes secured their first inve
estment in Hilllman and follo
owed this with
h an interest inn Humber in 1928, and
by the end of 1928 th
he companies
s had been b
brought togeth
her under the Rootes umb rella, and the
e factories
amalgam
mated. There is also some confusion abo
out how trans
sparently the acquisition
a
by Rootes and merger of
the two ccompanies (or merger and then acquisitio
on even; it is th
hat unclear) was
w completedd. Confusingly, the main
manufactturing compan
ny in the Roote
es Empire wass known as Humber Ltd for many years.
At the Lo
ondon Motor Show
S
in late 19
929, although the brands sh
hared a stand under Rootess Group name
e, the cars
were the inherited Hillm
man 14 (hp, in
n this case), th
he unsuccessfful Hillman Eig
ght, and a rangge of Humbers
s from the
9-28 to th
he 20-65.

L
London
Motor Show, 1930

By 1930, it was much cle

earer. The Roootes investm
ment in the
combined Humber and
d Hillman faacility was becoming
apparent, and the produc
ct line was begginning to fall into place
also. Prices
s on the old cars were ccut in the sp
pring, and
Rootes werre recruiting key
k personnell to design an
nd build a
range of ne
ew cars. Billy Rootes
R
had a cclear and simple plan
there was to
t be a range of three cars.. These were to be the
Hillman Minx, the Hum
mber 12hp annd the large
er Hillman
Wizard, usin
ng straightforw
ward side valvve engines, ste
eel bodies
from the Pressed Steel Company
C
or thhe option of Th
hrupp and
Maberley co
oachwork. Alfred Wilde, forrmerly chief de
esigner at
Morris Engines, was poached to leadd the engineering and
Rootes talked of building 100 cars a daay.

Of course
e, this was a British
B
motor industry plan, so it didnt quite go this way
y. Sadly, Wildde died in 1931, and the
first car la
aunched was the largest, th
he Hillman Wizzard, which was
w officially firrst shown in A
April 1931. If you
y want a
date for tthe actual beg
ginning of the definitive Roo
otes Group, this is may be as good as aany. The Wiza
ard was a
relatively large car, nominally aimed
d at the major export markets, which at th
hat time, as faar as the British industry
was conccerned, were the British Em
mpire market, in Australia, New Zealand and across A
Africa. This led to a car
that was too large for the
t UK, too ex
xpensive to ta
ax, and too slo
ow. Sales werre ultimately ddisappointing perhaps
6,000 we
ere sold in three years beffore it was qu
uietly dropped
d. Similar cars
s from Austinn and Morris were
w
also
unsuccesssful and it se
eemed that mo
ore than a Brittish name, lea
ather upholste
ery and a slidinng roof were needed
n
to
effectively compete witth Chevrolet or
o a US Ford.
But in 1932, Rootes ha
ad their first hiit, with a mode
el name that would
w
last for nearly 40 yeaars and form not just the
backbone
e of the Roote
es Groups model range bu
ut feature in many
m
British family historiess over that pe
eriod. The
first Hillm
man Minx, sho
own in 1932, was a perfecctly typical com
mpact car of the time a separate cha
assis, leaf
springs, sside valve eng
gine, and a price of 159, splitting the Morris
M
Ten at 165

and the Austin Ten at

a 155, in

one of the fa
astest growing
g and most ccompetitive pa
arts of the
market. It quickly built a fav
vorable reputaation as a fully
y all-round
class competitive car. Thiis is the car that made th
he Rootes
Group a succ
cess.

1935 H
Humber 12 Vog
gue Coupe

The third car of the origina

al trio was the Humber Twelve, which
debuted in 19
932, and whic
ch though a pperfectly sound
d product,
did not have the impact the Minx did. The old Hillm
man Eight,
renamed as the Vortic, strruggled on buut the old Hum
mber 9-28
and 20-65 mo
odels were dro
opped. But Roootes never abandoned
the market fo
or style or luxu
ury versions, aand in 1933 th
he Hillman
Aero-Minx wa
as born.

The Aero
o-Minx could be seen as one
o
of the firrst examples in the UK of the steady ssaloon to spo
orts coupe
adaptatio
on; an early Ford Escort to Ford Cap
pri, or
Falcon to
o Mustang evven, transform
mation if you llike. It
was a sh
hort wheelbasse version of the Minx, wiith an
under sllung rear axxle and attra
active Thrupp
p and
Maberleyy coachwork. It wouldnt be the last time
Rootes did this to a mo
odest saloon, by any meanss.
This wass followed in
n 1934 by th
he Melody M
Minx
essentially a Minx with
h a radio (quite
e an option in 1934,
and Billy Rootes the sa
alesman made
e a complete m
model
out of it)) installed alo
ong with som
me other add itional
features. The Rootes vision of a range of carss with
potential for the custo
omer to move upward with in the
brand, w
whilst keeping the business
ses sound, wa
was on
track.
The first leg of the plan was clearly masterminded
d by Billy
Rootes, leav
ving the busin
ness and finaance side to Reginald,
working with the company
ys investors, oof whom the major
m
one
was the Pru
udential Assurance Compaany (the UK company
rather than the American business). Biilly Rootes wa
as quoted
many times as
a saying I am
a the enginee of the comp
pany, and
Reginald is th
he steering an
nd the brakess, and you ca
an discern
these attributtes through the
e next thirty yeears.
The compan
nys product range
r
was prrogressively converged
c
through the 1930s,
1
as the various Humbber and Hillma
an models
came togeth
her around common chasssis and bod
dies, from
Pressed Stee
el at Cowley for
f high volum
me models an
nd Thrupp
and Maberley
y for lower volume and besppoke models.
And then in 1934 Rootes got the final key piece off their car
brand structure. The Anglo-French S
STD (Sunbea
am-TalbotDarracq) com
mbine built pre
estige and higgh value cars in London
under the Talbot
T
brand,
and cars and
d trolley buses
s
(trolleys)
in
n
Wolverhamptton under the
e
Sunbeam
m brand. Talbot had a prestigious A
Anglo-French background,
engineere
ed by Georg
ges Roesch, and was rep
portedly profittable, but the
e
Sunbeam
m business, ba
ased on high performance sports cars and
a the trolley
y
buses wa
as failing quickkly. The whole
e business col lapsed in June 1934.
What was not public knowledge
k
was that Rootess were a securred creditor to
o
STD, having advance
ed funds to support
s
the b
business in 1933, secured
d
against th
he British asssets of the gro
oup. Rootes q
quickly took over the trolley
y
business and in Janu
uary 1935 secured the resst of the Brittish assets off
the STD group, from under the nose
es of William L
Lyons and SS Cars. Indeed,
SS Cars had announce
ed that SS Cars will take o
over the name
e, goodwill and
d
patents o
of Sunbeam Motor Comp
pany Ltd and
d will produce
e a range of

Sir William R
Rootes, in 1937
7, aged 43

Sunbeam
m cars in Cove
entry. Instead
d Lyons, who n
never forgave
e Rootes, had to choose an other name. His
H choice
was soun
nd. It was Jagu
uar.
Although Thrupp and Maberleys
M
fac
ctory was by n
now in Cricklewood, in north
h London, thee company exp
panded its
operation
ns into the Actton, West Lond
don facility inh
herited from Sunbeam-Talb
S
ot-Darracq.
Rootes w
wasted little tiime before a range of Hilllman based cars
c
were sold under the T
Talbot name, including
adapting the Hillman Aero
A
Minx as a new Talbot 1
10 and adding Humber components to larrger Talbots.
1935 contin
nued to be an
n important yyear for Roote
es. All the
main marke
et Hillmans an
nd Humbers w
were refreshed
d with new
styling and independe
ent Evenkeeel front su
uspension,
although th
his was descrribed by somee as more k
keel than
even. The
e Minx, Rootes crucial prodduct, became
e the Minx
Magnificentt. You can see Billy Roottes salesman
nship and
marketing le
ed practices coming
c
throug h, again. By 1937,
1
over
100,000 Minxes had been built.
Rootes con
ntinued on to develop
d
the coommercial veh
hicles side
of the bus
siness during the 1930s, by buying th
he Karrier
commerciall vehicle business in 1934 . Karrier was based in
Huddersfield, in industrial Northern E
England and was best
known fo
or producing vehicles
v
such as the Karrie
er Cob (a mo
odel name tha
at would re-apppear in Rootes history
later) tracctor unit for usse in railway yards
y
and the like, and for chassis for fire engines andd dust carts, and
a trolley
buses. T
The Karrier and Sunbeam
m trolley buss activities were
w
consolid
dated at thee Sunbeam factory
f
in
Wolverha
ampton, before
e being sold in
n 1946, by wh
hich time all th
he Groups com
mmercial vehiicles were con
ncentrated
in a more
e modern facility in Dunstable, also home
e town to Bedfo
ord, GMs UK truck businesss.
In 1937
7, Rootes acq
quired a loweer tier supplie
er, British
Light Stteel Pressings
s in west Lonndon, to bring
g in-house
some body
b
producttion, conveniiently located
d directly
adjacent to the old Talbot
T
facilityy. A year late
er, Rootes
consolid
dated its two premium
p
sporrting brands into one
Sunbeam-Talbot. Sunbeam had bbeen a dorma
ant brand
since th
he Rootes tak
keover; the caars were to come from
Talbots factory in Lo
ondon and haad little or no Talbot or
Sunbeam in them.
All Sunbeam-Talbots
s were to bee Hillman and
d Humber
based, with
w three carrs available the Ten based on the
Minx, and
a
the 3-Litre and the 44Liter based on the
Humberr Snipe, all with
w bespoke bodywork, wh
hich often
shared large elements of Hillmaan and Hum
mber. Billy
Rootes h
had been learn
ning from Ame
erica, again. A 2-Litre was added
a
in
1939, but largely overttaken by even
nts outside the
e control of ev
ven Billy
Rootes. S
Specialist coa
achwork was always
a
availab
ble for the larger cars
from Thru
upp and Mabe
erley
In September 1939, Rootes
R
launch
hed their first monocoque car, the
Hillman M
Minx Phase 1.
1 Visually, it was close to
o the earlier car,
c
and
lasted throughout the war and untill 1948, and w
was sold to th
he public
until 1942, and then again
a
from 19
946. Rootes w
were behind Vauxhall
V
and Morrris with monoccoque cars, an
nd the larger ccars were stilll built on
a chassiss until the 1950s.
There wa
as another, more
m
significant, event in thi s period that affected
Rootes h
history. Europ
pe was re-arm
ming and prepa
aring for war from
f
the
mid-1930
0s, and the British governm
ment had a prrogram known
n as the
Shadow Factories sch
heme. The ide
ea was to cre
eate an infras
structure
capable of supporting
g a quick ram
mp up of airccraft and aero
o-engine
productio
on, linked to government co
ontracts for the
e products. Th
he motor
industry was a lead
d participant and Rootess perhaps th
he most
enthusiasstic.

Under th
he scheme, Rootes built a shadow plant at Sto
oke
Adermoo
or in Coventry,, close to the existing
e
Humb
ber Road facility,
and aero
o engines we
ere being pro
oduced there
e from 1938. A
second stage of the
e scheme fo
ollowed and Rootes aga
ain
participatted, and the shadow
s
factory
y at Ryton-on--Dunsmore, ju
ust
south of Coventry, wa
as operationa
al by 1940. Byy 1939, Roottes
was prod
ducing 50,000 cars a yea
ar and with Ryton had the
potential expand this to over 100,0
000. Sales we
ere now around
15% of th
he UK market..
The Roottes Group, an
nd Billy Rootes
s, had what th
he British call a
good warr. The compa
any, always quick with good
d publicity, made sure that its achievemeents in buildin
ng 30% of
Britains b
bombers, 10,0
000 Merlin engines, 21,000
0 aircraft repairs and 60% of the armoredd cars were we
ell known.
20,000 C
CKD kits from the
t US were assembled,
a
ass well as an en
ndless stream of munitions.

Cars werre not forgotte

en the Minx
x and the Hum
mber Snipe were
w
favorites of the armedd forces (Field
d Marshall
Bernard M
Montgomeryss Super Snipe is preserved and on public
c display) and built in large nnumbers exclu
usively for
the servicces. The laborr force went up to over 30,0
000, from fewe
er than 1,000 when
w
Rootes ffirst got involv
ved.

Billy Roo
otes was also asked to lead
d the industria
al reconstructtion of
Coventryy after the Ge
erman Blitzkrie
eg attack of 1 4 November 1940.
Whilst the
e death toll was
w much lowe
er than some of the raids la
ater in
the war, the historic city
c center wa
as badly dama
aged, the me
edieval
cathedrall left as a she
ell, and the in
ndustrial capa
ability was severely
affected. Daimler, Hillman and Alfred
A
Herbertt, Britains le
eading
machine tool manufa
acturer, factories were alll hit. Billy Rootes
R
became S
Sir William forr his efforts.
Rootes h
had a capacitty now for arround 50,000 cars a year,, from
Coventryy and London, as well as the trucks fro
om Dunstable
e. Billy
worked q
quickly to seccure the Ryton shadow facctory for the group,
g
taking ca
apacity to 100,,000. The pos
st-war econom
mic conditions of the
UK dictatted that exporrts had to be a priority (the entire industrry and
country w
was exhorted to
t Export or die!)
d
and with
h European ma
arkets
being in n
no better cond
dition than the UK and the trraditional expo
ort markets to the old Britishh Empire no la
arger than
before, e
exporting to th
he US was a natural
n
ambitiion. Rootes believed he ha
ad a secret weeapon to help
p design
consultan
nt Raymond Loewy.
L
Loewy
y had actually been retained by Rootes in 1937, but w
was obviously limited in
what he could contribbute until the first new
post wa
ar cars werre available. In the
meantime
e, from 19455, Rootes progressively
converted
d production ccapacity back to civilian
use.
Meanwhile, Billy Roottes had been asked to
look at a factory and itts distinctive product in
Europe, to
t assess the merit of the ca
ar and the
practicalities of continnuing to produ
uce it. He
recomme
ended that thee VW plant in Wolfsburg
W
be flatten
ned and the ccar be abandoned, as
too ugly,, too noisy aand unattractive to the
private buyer. To be ffair, Ford said much the
same thin
ng.
Rootess pre-war cars, including the
e monocoque Minx, were re
e-launched with minor channges and from
m 1946 all
final asse
embly was con
ncentrated in Ryton. The fa
acilities in Coventry itself foc
cused on com ponents and machining
m
and the old Talbot facility in Londo
on became th
he groups
export sa
ales and eng
gineering centter. Material shortages,
equipmen
nt and labor isssues kept vo
olume low and
d it was not
until 1949
9-50 that the pre-war
p
volum
mes were exce
eeded.
In 1949, tthe Rootes Grroup was floatted on the Lon
ndon stock
exchange
e, with anothe
er public offerin
ng a year laterr. The
family kept the voting shares
s
though
h, and the diessel engine
builder Tilling-Stevens was purchase
ed, to provide an inhouse die
esel truck eng
gine.
As with o
other British manufacturers, the London M
Motor Show in 1948 marked the true emerrgence of the post war
cars. A new Minx, know
wn as the Pha
ase 3, and a n ew Humber Hawk
H
(seen he
ere by Don An dreina), both with
w
Loewy styling, and new
w Sunbeam-Ta
albot 80 and 9
90,
based on
n pre-war cars, were all laun
nched at the sa
ame
time.
Rootes w
were still focu
using on expo
orts and by th
he early
1950s w
were exporting 70% of production,
p
re
eaching
70,000 ccars in the mid
d-1950s. Man
ny were sent in CKD
form to the British Commonwealth
C
h, in Australia
a, New
Zealand and South Affrica, but Norrth American exports
were alw
ways fully assembled.
The early 1950s we
ere the start of what co
ould be

considere
ed the Rootess Groups heyd
day.
There wa
as a new Minx in 1955, known as the S
Series 1 and also
a
known as
s the Audax ra
range, with a new OHV
engine w
which itself wou
uld endure for over 20 yearss.
The Sunb
beam-Talbot range
r
grew, th
here was a new
w Humber ran
nge in 1957 with a new six ccylinder engine in 1958,
and the A
Audax based Sunbeam
S
Alpine sports car in 1959.
The Auda
ax was cut do
own for the Hillman
H
Huskyy compact
estate ca
ar and Comme
er Cob van version in 1955,, following
a version
n based on th
he previous Minx.
M
A full Miinx estate
car was also offered,, along with convertible m
models as
well. As so often, diffe
erent markets got different n
names on
the same
e product, succh as this Hu
umber 80 see
en in New
Zealand by kiwibryce, which in the UK
U was a Hillm
man Minx.
Sunbeam
m had the Rapier, a tw
wo door co
oupe and
convertib
ble derived from
m the Minx.
The 1957
7 Humber salo
oons were the four cylinder Hawk
Series 1 and the simila
ar but longer six cylinder Su per
Snipe Se
eries 1, and we
ere the first mo
onocoque big Humbers, and were lined up
u against thee big Fords, Va
auxhalls
and BMC
C cars, rather than
t
Rovers or
o Jaguars. Styyling was agaiin heavily influ
uenced by conntemporary Am
merican
design, w
with the 1955 Chevrolet
C
iden
ntified by manyy as the bigge
est influence. An
A estate wass offered as we
ell, for the
first time..
I n 1955, Roottes made theiir last acquisiition, when Singer was
p
purchased affter its ambitious post w
war plans ha
ad failed.
A
Although Billy
y Rootes was
s a former S
Singer appren
ntice, and
rrecognised so
ome of the sta
aff and even ssome of the shop
s
floor
p
production equ
uipment as we
ell, Rootes toook a very unse
entimental
a
approach to the takeoverr. The Singeer factory, which
w
was
a
actually a six storey block in
i Birmingham
m, became the Groups
ccomponent sttorage and distribution
d
huub freeing ca
apacity in
C
Coventry for manufacture
e, the existiing Singer cars
c
and
d
development projects were
e abandoned and the badg
ge slotted
in
nto the Roote
es hierarchy between the datum brand, Hillman,
a
and the luxury
y Humber, with
h a series of bbadge engineered Minx
derivative
es under the Gazelle
G
and later the Vogue
e names.
The Aud
dax range sa
aw the Sunb
beam brand
move clo
oser to the Hillman Minx, as
a the 1954
Rapier actually preced
ded the Minx,, and was a
car that built a strong motor sporrt reputation
through tthe late 1950ss in the early 1960s, with
many cla
ass wins and podium perfo
ormances in
internatio
onal and Britissh rallying. Ro
ootes, being
Rootes, made the most
m
of this for publicity
purposess.
Rootes a
and Isuzu of Japan
J
came to
o a licensing
agreement in 1953, for
f Isuzu to build
b
a Minx
based ca
ar in Japan. Over
O
11 years, 60,000 cars
were built, initially a version
v
of the
e 1948 Minx
and laterr a version of
o the Audax saloon and
estate.
By the late 1950s, Roo
otes knew that its productio
on of 100,000 cars and relattively narrow rrange meant that
t
it had
to expand or risk bein
ng absorbed in
n any coming (and generally accepted as
a inevitable) consolidation of British
industry. Initially, acquiisition was the
e chosen optio
on, with talks on
o a merger with
w Standard-T
Triumph, then
n building

10

Standard sa
aloons, Trium
mph TR roaadsters and contract
assembling Massey
M
Fergu
uson tractors with Standard
d-Triumph
engines. Som
me accounts suggest
s
a meerger came qu
uite close;
others that itt was never going
g
to happpen in a way
y that the
personalities involved (the
e Rootes brotthers, Standa
ards Alick
Dick and Lord
d Tedder and, of course, H
Harry Ferguson himself)
could happily work together.
One thing suc
ch a merger would
w
have givven Rootes is access to
a smaller carr, initially the Standard 8, to expand the existing
and narrow ra
ange below the Minx. Rootees, under pres
ssure from
its dealers, ha
ad to considerr this alone, annd Project Apex began,
which eventu
ually led to th
he Hillman Im
mp. The Imp eventually
e
came to mark
ket in 1963, frrom a brand nnew factory in
n Linwood
near Glasgow
w in Scotland, over 300 milles from Cove
entry. This
was not Roottess choice; land had beeen acquired att Ryton to
expand but development
d
permission
p
waas consistentlly refused
as the UK Government
G
sought to buildd industrial capacity in
areas that we
ere suffering economically,, including Sc
cotland, in
part as shipbu
uilding wound down.
Rootes public
cly announced
d the Apex prooject in 1960, including
the new facto
ory in Linwood directly linkedd to a factory which the
body builder Pressed Stee
el were buildinng on an adja
acent site.
The plan was
s for 150,000 cars a year, ddoubling the size
s
of the
company, an
nd for 5500 new employeees in Scotla
and. More
capital was raised as we
ell as some ggovernment grant
g
aid.
Developm
ment work on the car starte
ed in Coventrry, using an engine
e
derived
d from a fire ppump engine, originally
develope
ed by the Coventry Climax company, with
h an all-alumiinum alloy ove
erhead cam cconfiguration and
a linked
with a fulll-synchromessh aluminum transaxle. Tecchnically, this was
w both an advanced
a
andd dated car at the same
time.
Rootes w
were struck byy a series of adverse
a
eventts at
home fro
om 1961, in a sequence off events that can
now be sseen as almost a perfect sto
orm.
First, a three month all out strike
e at the Gro ups
London pressing co
ompany, Brittish Light S
Steel
Pressing (BLSP) ovver either job
j
security or
increasing the reach of
o union power, depending w
who
you ask.. Although Rootes
R
were still taking m
many
pressingss and completed bodies fro
om Pressed S
Steel
at Cowle
ey, the lack off supply from BLSP effectiively
lost the company 3 months production that yyear.
Sales w
were down across
a
the in
ndustry in 1 960
and1961, and Rootes took a double
e whammy, w
with production
n dropping by a third compaared with 196
60. Profits
collapsed
d by 85% betw
ween 1960 and 1961, and
d the company
y went into the red in 19622. The Group was only
profitable
e in one other year before th
he Chrysler takkeover.
But the Im
mp was runnin
ng late, going over budget a
and the marke
et space for vis
sibly tighteningg, as the BMC
C Mini and
new
1959
1
Ford
Anglia
w
were
show
wing
the
competittion, linked to
o Rootes laack of prese
ence and
experien
nce in that part
p
of the market, the unusually
configured Imp would be up againstt. .
The Imp
p was unique in
n Britain by beeing rear engined, with
a four cy
ylinder, water cooled enginee mounted
longitudiinally behind the rear wheells, and is often
n
describe
ed as a mini-Corvair, which, given Billys American
A
influence
es, is a credible suggestion.. However, the
e Imp
was laun
nched three ye
ears after the Mini, at the sa
ame time
as the la
arger BMC AD
DO16, and the technology th
hen
looked dated
d
and out of step.

11

There wa
as a new, larg
ger Super Minx also availa
able, alongsid
de the Audax Minx, and waas originally planned
p
to
replace itt, and which came in Singerr Vogue and u
up market Hum
mber Sceptre versions
v
as we
well.
Meanwhile,
In
Ita
aly,
Carroz
zzeria
Tourring
Superleggera starting assembling Sunbeam
S
Alp
pine
sports ca
ars and Hillman Super Minx saloons in Miilan
in 1962 and in 1963 offered a bes
spoke Sunbe am
Venezia coup, base
ed on the Humber
H
Scepttre.
Sadly thiis car failed, despite the attractive
a
stylling
and conccept. In hindsight, why wou
uld Italy buy tthis
instead o
of an Alfa Ro
omeo or Lancia? The wh
hole
Italian ve
enture petered out in 1964.
Rootes to
ook the decision in 1961 to keep the Aud
dax
in produ
uction alongsiide the new car, and evven
upgraded
d it to match the new cars larger engine . In
reality, sa
ales did grow, but were now
w split across ttwo
mainstrea
am models. The
T
big Humb
bers had a ma
ajor
makeove
er in 1964 as well.
w
The Im
mp made it to market in 19663, only to be
e beset by
quality
y and reliability issues, soome attributab
ble to the
design
n, some to th
he innovativee (for Rootes at least)
nature
e of the pro
oduct, alonggside labor issues
i
in
Scotla
and. Volume never
n
reachedd 150,000; the
e best was
about 50,000 a yea
ar and Linwoood was a los
ss making
facility
y until the late 1960s, when more productts went on
stream
m there.
Not, initially at le
east, deterredd by the Im
mps early
proble
ems, Rootes commissioneed a concep
pt for the
replac
cement for the
e Minx and S
Superminx with a rear
engine. K
Known as the Swallow proje
ect, it was, pro
obably wisely, abandoned just as road triials were abou
ut to start,
to be replaced by the Arrow
A
(Hillman
n Hunter, Sunb
beam Arrow and
a Rapier, an
nd Humber Scceptre) program
m.
This was decidedly uncomplicate
ed update off
Minx/Sup
per minx form
mula, using the same OHV
V
engine and transmission, with tidy, contemporaryy
styling a
and aimed at
a the Ford Cortina and
d
Vauxhall Victor rather than the Austin 1800. Thiss
was laun
nched in 1966
6 and, in produ
uction volume
e
at least, this was ultimately Rootes
R
mostt
successfu
ul car.
Internatio
onally, perhap
ps the best kn
nown elementt
of the Arrrow story is th
he Paykan, a version of the
e
Hunter built in Iran. In
n October 196
64, the Iranian
n
Ministry of Trade in
nvited BMC, Rootes and
d
Vauxhall to pitch ideass for an Iranian
n national car,,
and onlyy Rootes sho
owed up. Ro
ootes got the
e
contract and CKD production
p
of the Paykan
n
(Persian for Arrow) began
b
in 1967
7. Manufactu re became all-Iranian
a
by the mid-19700s, except for engines
supplied from Coventryy. Engine toolling was sold to Iran in the early 1980s and
a complete manufacture continued
until 2005
5. Later cars were fitted with Peugeot 50
04 rear axles and engines, and in total oover 2million cars were
built.
By 1964,, these on-going issues and events com
mbined with so
omething else
e that ultimateely transformed Rootes.
Chrysler, under Lynn Townsend, were
w
on the hu
unt for European business to help buildd up Chrysler as a true
multi-natiional GM and
d Ford rival, who
w
were botth well establlished in the UK, and were
re two of Roo
otes main
competito
ors. Chrysler initially purcha
ased 30% of tthe voting sha
ares and 50%
% of the non-vvoting stock, to
o become
the largest but not con
ntrolling share
eholder, and g
gained boardro
oom representation. The w
whole deal, alth
hough not
entirely u
unforeseen, was
w concluded
d quickly and quietly in Jun
ne 1964, but with hindsighht the alternattives were
either a m
merger into BM
MC or Leyland
d or a losing b
battle against them
t
and Ford
d. Chrysler byy 1964 had a controlling
c
stake in S
SIMCA of Fran
nce, as well as
s an establish
hed truck asse
embly operatio
on in London uusing the Dodg
ge brand.

12

The Dodge operation wa

as quickly wraapped up into
o Rootes
truck business and the Dodge
D
name progressively
y replaced
the Commer and Karrier brands. Billly Rootes chose this
moment to retire
r
and pas
ss the Chairm
manship to his brother,
and sadly die
ed just a few months
m
later inn December 1964.
In 1965, BM
MC purchased
d the Presseed Steel body
y building
company ou
utright, includiing both the Cowley and Linwood
facilities. Rootes key sup
pplier was noow in the han
nds of its
largest comp
petitor, and Rootes
R
were in a position of being
forced to inv
vest, through a BMC led bre
reak up and sale
s
of the
Pressed Stee
el Fisher, in th
he Linwood faccility, re-name
ed Rootes
Pressings (Scotland) Ltd, as
a its body buuilder.

BMC, thrrough Pressed

d Steel Fishe
er, sold Roote
es all
the tooliing for the Rootes prod
ducts which was
transferre
ed to Linwo
ood, where all the Roo
otes
products pressings we
ere now produced. There w
were
then dailyy trains taking
g bodies to Coventry, returrning
with Imp engines and transmissions for assemb ly at
Linwood. By 1970, pro
oduction of the
e Arrow range had
transferre
ed to Linwood as well.
In late 19
966, Rootes told
t
the UK government
g
th
hat it
had agre
eed terms for a full takeo
over by Chryysler.
Despite Government pressure, both BMC and
Leyland declined to counter
c
offer against Chryysler
and control passed to Detroit in earrly 1967. Sir R
Reginald Rootes (knighted in 1946) now
w retired and Billys
B
son
Brian beccame Chairma
an. Chrysler sttarted a proce
ess of tidying up
u the empire, and the Singger brand and Sunbeam
Alpine sp
ports car were
e soon dropped, the big Hum
mbers followed and the car range was efffectively trimm
med down
to just the
e Imp and the Arrow range.
Rootes had one more ccar in develo
opment in
1967, which with Chryslerr money could now be
completed. The Hillman Avvenger was launched in
1970, by a company
c
now called Chrysler United
Kingdom. In many ways, tthis was a tota
ally typical
Rootes produ
uct technicaally unadventu
urous, but
with a strong (but not ooverwhelming)) dose of
style; it was pitched againnst the Morris Marina,
BMC ADO16, Ford Escort and Vauxhall Viva.
You could arrgue Chryslerrs influence showed
s
in
the styling, or
o you couldd argue a typ
pical midmarket Rootes product w
was always strong
s
on
style. Certain
nly, you wouldd not necessarily have
expected a Rootes
R
producct to have a brand
b
new
engine an
nd a new coil spring rear suspension,
s
bu
ut also you wonder
w
if Billy would have ccalled it a Hillm
man Minx.
This car was sold in North
N
America
a as the Plymo
outh Cricket and
a production
n actually rann until 1990, as
a the VW
1500 in A
Argentina, after Chryslers withdrawal fro
om
South Am
merica.
By 1975,, Chrysler Un
nited Kingdom
m was bailed o
out
by the U
UK Government to the tune
e of 125m a
and
the Roote
es brand nam
mes were finally removed fro
om
the cars, being replace
ed by Chrysle
er. Ryton startted
the assembly of the UK
U styled, Fre
ench engineerred
Chrysler Alpine (SIM
MCA 1307/1308) for the U
UK
market.
Meanwhile, developme
ent started on perhaps the la
ast
Rootes ccar, the 1977 Chrysler Sunb
beam. Using tthe

13

Governm
ment bailout funds,
f
this was
w
a cut
down Avvenger with a three inch cut
c in the
wheelbasse and a sha
arp suit of new
w clothes
with a gllass hatchbacck, styled by Roy Axe.
Both the
e Avenger and Sunbeam
m died in
1981, wh
hen Linwood finally closed.
In 1978,, Chrysler so
old all the European
operation
ns to Peugeo
ot, valuing th
he British
operation
ns at just 1.00 (Lee Iaco
occa was
adamant that Chrysler had made a serious
error in b
buying Rootes at all), and
d Peugeot
rebrande
ed the cars again
a
under th
he Talbot
nameplatte,
which
Peugeot had
d
rights
to through Rootes and
d SIMCA. Three years
later, th
he remaining
g Rootes ca
ars were
discontinued, Linwood closed and Ryton
R
was
dedicated
d to assembling kits for th
he Talbot
Alpine, S
Solara and Horizon. Peugeo
ot 309, 306 an
nd 206 models followed before Ryton itsself closed in 2006.
2
The
truck bussiness was solld to Renault in 1980 and U K production ceased in 198
83.
PPreviouslyRoote
esMaidstone
Seefirstphoto

Some remnnants of the

e original
Rootes retaail business are still
apparent inn the British Peugeot
network, wiith some de
ealerships
trading undeer the Rootes brand as
late as 20008, as well as other
names orig inally operate
ed under
the Rootes uumbrella.

Some accoounts will trace the

decline of thhe Rootes Gro
oup to the
Hillman Impp, but I susp
pect it is
more compleex than that. The Imp,
its techniccal issues, unusual
configurationn and manufacturing
infrastructuree were facto
ors in its
commerccial failure butt outside thes
se Rootes we
ere caught in a trap of nee
eding expansiion to achieve
e volume,
whilst not being permittted to expand
d in a location
n that made most
m
sense to the Companyy itself. There
e were the
predictab
ble British indu
ustry labor iss
sues, and the BMC Pressed
d Steel Fisherr changes all worked again
nst Rootes
as well. T
The company had variety but
b was ultima
ately too small. Even if the Imp had beenn a success an
nd Rootes
been able to build it in
n Coventry, th
he trail leadin g to some forrm of amalgamation with aanother producer would
have hap
ppened, and one
o of the ind
dustrys more characterful companies
c
wa
as never goingg to emerge unscathed
u
from the 1960s and 19
970s.

14

The swan
n song

Sunbeam
m Lotus works drivers included the late Henri Toivonen,
T
Guy Frquelinn (co-driven by Jean
Todt) wh
ho narrowly missed out on being the
e Driver's Wo
orld Champion in 1981, Stig Blomqv
vist, Tony
Pond, A
Andrew Cowa
an and Jean
n-Pierre Nico
olas. Russell Brookes als
so competedd in a works--built car,
privatelyy sponsored by Andrews Heat for Hire
e.

Jean-Marie Schmit

15

Quiz
Wien ass den Erfanner vun
dser, bei villen Autoen leider
nach mmer net bestellbarer,
onverzichtbarer, Optioun?

ntweren w.e.g.
mat folgender

Souche
un:
BSCOC c/o Thierry Hilger
5, rue du Moulin
L-5899 Syren
oder bscoc@pt.lu

Quiz ntwert:
Numm:

Virnumm:

Telefonsnummer:
Adress:
En Notaire ass responsabel fir den Tirage au Sort. Et kann
een net rechtlech gint den Tirage au Sort ugoen. Spitstens
anzeschcken bis den 31. Januar 2017.
Ze gewannen: 1 Carbadge mat oder ouni Fouss

16

LOF Oldtimer Breakfast

17

eng Abberzu
uel aussergewinllech histtoresch
Gefi erer ze beewonneren
n. Wi ecch gefrot gi sinn
h
ze zielen w
wi vill Olldtimer
ob ecch knnt hllefen
sech afonnt htten, hunn
h
echh no driivierel
Stonnn bei derr Nummerr Drizngg opginn Du
gouff et mir kloer dass den
d Haapttattrait vum
m LOF
Oldttimer Breaakfast dBensinsgesppricher sinn.
s
Bekanntschaften
opfrscchen
a
nei
Al
e
Bekaanntschaftte maacheen kann ddach sou einfach
sinn,, wann datt richtegt mfeld

geeschaafen ass.
Ech free mech op
o jidder Fall
F op dB
Breakfasten vum nchste Joeer an hoffeen dass
ech keee verpasssen an dat wll eppes heeeschen, vu
un engem
m dee liw
wer mat
6.500 rrpm iwweer Feldweeer briederrt wi op Ausstellun
A
nge geet.
Jean
n-Marie
Sch
chmit

=====================
===========
======================
=======
=============================

T EVEN
THE
NT NOT TO
O BE MISS
SED NEXT
T AUTUMN
N

18

Meeeteen =
we
eeteen

Speedcenterlogo

Imagine a freshly reebuilt, properly run in, engine, nice large valves, a Fast RRoad/Rally Cam,
C
two
mbinedmaniffold,allnew
wignition andstill,youurenotrealllyhappy
double440sDellortosonacom
withtheeperformancce.Yesitisfast,butyou stillhavetheimpression
nthatthere ismoreGO
Ohidden
somewh
here. Starting up is a co
omplicated eexercise and the engine cant hold iits idle spee
ed You
havecheeckedandtrrieditall,co
ompressioni sperfect,allgasketsonthemanifolldarenewa
andtight,
camtim
minghasbeencheckedatleastthreeetimes,allp
possibleignittiontimings havebeenttriedto
noavail,,youdontggettheengin
netorunprooperly.Thee
exhaustisdeepblackanddsooty,theengineis
runningfartoorichandarejetttingofthecaarbsseemstobetheonlyysolution.
s
of in formation,
The inteernet, being a perfect source
gives yo
ou all advan
nce curves, spring loadds, jet and
needle ssizes for eveery standard
d setting. Hoowever, as
soonasyougothesslightlymodifiedand/orttheWeber
or Dellorto route, the advice is always the same:
thereis noengineliketheothe
erandtheo nlywayto
find thee perfect jettting is to pay
p a visit too a rolling JaapsTreasuurecove1
18drawerso
ofnearlyeverytthing
road.W
Whiletherearreacoupleo
ofrollingroaadsnottoo
forWeber,Dellorto,SU,Sttromberg
far awaay, they do not have a
a sufficient supply of
Dellorto
ojetsreadilyyavailable.B
Buying halfaadozenorssosetsofjetsisnotonllyexpensive
e butyou
alsoriskkendingupw
withastillfarfromperfe ctsetting.
Then I rremembered
d an article written
w
by m
my friend Be
ert, the form
mer Presidennt of the FEH
HAC, the
Dutch O
Oldtimer Fed
deration. He was delightted with the
e performance increase of his Morrris Minor
afterhissvisittothe SpeedcentreinGelderm
malsenoperaatedbyJaapvanWuijckhhuijse(dont eventry
to pronounce Jaaps family name, many D
Dutch native
e speakers dont succe ed). After a
a visit to
www.sp
peedcentre.nnl and a co
ouple of
emails later
l
I was ssure Jaap had every
singlepartneededfformyDello
ortosand
thatthisswastheplaacetogoto.
Yes, it is a four andd a half hou
urs drive
and Ja
aaps Engliish is basic but
fortunattely I didnt have to bother.
Laszlo, another frieend from th
he Dutch
ointment
Federation, arrangeed an appo

No
oescape,Cham
moisfirmlytied
dtotherolling road

19

withJaaapforaSaturrdaymorningandinviteddmetostay thenightbe
eforeathispplace,twokilometres
away fro
om the Speedcentre. La
aszlo is not only very knowledgeab
k
ble about caars but he iss also an
excellen
ntcookand Ispendave
eryenjoyableeeveningwithLaszloan
ndafewmoorecarnuts havinga
greatHu
ungariandinnerwithexcellentTokayywine.
Nextmo
orningat10:00,theCha
amoiswasduulytiedtotherollingro
oadwithfou rstrongrop
pesanda
probeatttachedtoth
heexhaust.T
Thisprobem
measuresthe
eair/fuelrattioandpoweerandtorquefigures
aremon
nitoredbyth
herollingroa
ad.Foroptim
mumperform
mancethem
mixtureshoulldreadaround12on
thecom
mputerandproduceareggularandhigghpowerand
dtorquecurve.Thefirst runshowed
dthatthe
enginep
producedab
bitmorethan76hpattthebest,had
dastranged
dipofabout 2.5hparound5.800
rpmthatlastedforjjust300rpm
mandthatittwasrunninghopelesslyyrich.Thejeetswerecha
angedfor
somesm
mallerones andoutcam
methesparkkplugs.Jaap
psuspectedtthatcopper greasewas usedon
thesparrkplugcoress.Awipewitthablankpiieceofpapertowelshow
wedhewas right.Jaape
explained
that wh
hen copper gets into th
he combustiion chamber, the heat melts it intto the meta
al of the
sparkplu
ugsandrend
dersthemusseless.Well, Ididnotfee
elit,butthecomputercllearlyshowe
edit.The
coresin thecylinderrheadwere dulycleaneed,newsparkplugsfittedandanew
wtestwasru
un.While
themixtturewasstillltoorich,the
epowerdip haddisappe
eared.
Next on the agenda, before
b
continuiing the fine tuning, werre the
starting problems and the lack of
idling.Jaaapcheckedthecarbsan
ndthe
gaskets for air leakss, none. Off came
the air filters to ch
heck whethe
er the
carbs w
were correctly balanced. No
problem
m either, so that part of
o my
work waas properly done. Some
ewhat
TheMASTERa
atwork
longer id
dle jets werre fitted and, hey,
the
engine
s
started
almost
a
immediaatelyandheelditsidlesp
peedfornea rly10secondsbeforedyyingaway.Jaaapgotalarrgesmile
onhisfaaceandhelo
ookedasifh
hewasgoinggtoshoutEureka!Heo
orderedhism
mechanictoopenup
thecarb
bsandtoputthefloats ontheworkkbench.Inth
hemeantime
ehepoppeddupwithattechnical
drawinggofaDellorttocarbandexplainedthhattheleveloffuelwastoolowtorreachtheidlejetand
that pro
operly setting the heightt of the floaats would cu
ure the prob
blem. When the float assemblies
werelyingonthebeench,theroo
otcauseofthheabsenceo
ofidlingwasclear.Thefl oatswerese
etfartoo
low,clo
osedthefloa
atneedlemuuchtooearlyyanddid
notallo
owsufficienttfuelintotheefloatcham
mber.
Bythatttimeitwasstimeforlu nchandLasszloandI
werein
nvitedtositatJaapstabbletogetherrwithhis
family and mecha
anics. Geseellig even broodjes
eeten en Melk drrinken, Duttch hospitaliity at its
best!

Jaapstreasurecove2DellortoE
Emulsiontubess

Afterlu
unchtheheiightoftheffloaterswas properly
set, the
e carbs asse
embled, the old idle jet put back

20

inandth
hecarstarteedonthefirsstturnoftheekeyandidle
edproperly.Problemsollved.
Now I learned what Jaap meanns when he states
meeten iss weeten, measuring is knowingg. First I
showedJaapthedatao
ofmycamanndthatitcan
nbeused
upto7.250
0rpm.Thisw
wasuptowhherethelittleengine
waspushed
dduringmosstoftheaddditionalsixm
moreruns
ittook toreach theide
eal mixofjeets. Whiletw
woofthe
runs were aborted at around
a
5.0000 rpm because Jaap
didnt like what
w
he saw
w on the com
mputer and what he
untothe
Jaapstreeasurecove3
allyouneedforWebers heardfromtheexhaustt.Theotherttestswereru
end.Ifyou fearforyourengineanddcantstand
dtohear
itscream
m,youbetterwalkawayduringtheseeruns.Jaapsmoothlyrunstheenginneuptotopgearand
then, fro
om around 2.500 rpm pushes
p
it to the limit, fo
or
the Chaammy this was
w a bit ab
bove 7.300 rrpm and 18
85
Km/h. YYou can seee and hea
ar the littlee engine on
o
Speedceentres facebook video dated 06.002.2016. This
was thee last run, the air/fuel mixture w
was hoverin
ng
around 12, power turned
t
out at
a 84.8 hp @
@ 6.839 rpm
m
andthe torqueread
ds96,8Nm@
@5.461rpm
m.Ihavenow
w
a more than 10% more
m
powerfful and torqquey little caar
Jaapstreasurecove 4venturisaplenty
withanexcellentaroundtownbehaviour, superb.

Jaapsttreasurecove5
5
needle
esforourBritisshcarbs

magician?No
o,bynomeaans.Heusessarather
IsJaapam
scientific approach just as hhis experien
nce and
knowledgge to interpret the meaasures of his rolling
road, and
d this with stunning resuults. I am co
onvinced
that a vissit to Jaaps Speedcentrre is the sin
ngle best
power up
pgrade you can
c have forr your car. Next
N
to 4
drawersffullofgoodie
es(jets,emuulsiontubes,,chokes,
venturis
)forDellorrtos,Jaaphaasthesameselection
forWeberswhilehisccollectionoffjetsandneedlesfor
SUsandSStrombergsissequallyimppressive.

Y
Yes,meeten
n=weeten ,especiallyyatJaapsS
Speedcentree.

Marie Schm
mit
Jean-M

21

Placken a Sandweiler - quelle affaire

De Luc Bram huet dem Pollo Bisenius si Spitti kaaft. So weit so gut. Plack: E 2839.
Di wollt de Luc dann och behalen. De Pollo huet och konfirmiert dass dat geet.
De Luc huet all Pabeieren ferdeg gemaach; ass op Sandweiler gepilgert (just mat
de Pabeieren; den Auto huet nach bal 2 Joer Sandweiler); a gouf dunn am Guichet
mgedrint a krut gesot et gif net goen den Auto mat dr Plack unzemellen.
Wann een dat sou gesot kritt dann ass deen normal Stierflechen iwwerzeegt dass et net
geet.
Net sou de Luc; hien huet e mail op Sandweiler gemaach:
Bonjour,
Den mueren wollt ech min Triumph Spitfire (Chassis Nr FH80823L) umellen deen ech
vum Hr Pollo Bisenius kaaft hunn (Plack E 2839).
Wollt onbedengt des Plack halen. Den Hr XXX am Guichet huet gesot dat wr net
miglech. Den Auto ass 28/04/1976 mat dr Plack ausgeliwwert ginn.
Den Hr Besenius huet en 30/07/2014 kaaft an huet dPlack derfen behalen.
Gett et en Grond firwat dat elo net mi miglech ass?
Villmools Merci am viraus.
Mat beschte Griss
Luc Bram
Dntwert vu Sandweiler per Mail huet net laang op sech waarde gelooss:
Gudde Moien,
DPlakke nummer E2839 kennt dir net haalen well daat nach dei aal serie vun der plakke
ass. Dir musst eng plakke nummer mat 2bustaven an 4 zuelen hun oder 5 zuelen.
Bescht Griss
Spitstens dunn htt den normalen Ottonormalverbraucher opginn.
Net sou de Luc. Nodeems hien iwwer Telefon eng aner Kontaktpersoun zu Sandweiler
krut an dr de mail och nach eng Kier geschckt huet komme folgend 2 ntwerten:
1. ntwert
Gudde Moien,
Et ass miglech des Plaquenummer ze halen wann dGefier mat dser Plaquenummer
di ischt 1976 ugemellt ginn ass, allerdngs misst do eng schrftlech Ufro gemaach
ginn winst dem Garde Patrimoine historique vun dr Plaquenummer. Mir missten dann
och eng Recherche dovun maachen loossen, an Dir misst eng Beaarbechtungsgebhr
vun 44,20 bezuelen. Dono maachen mir en Accord favorabel un eisen zoustnnegen
Ministre, deen Iech dann eng Autorisation ministerielle zoukommen list.
MbG

22

2. ntwert
Bonjour Hr Bram,
An rem Fall muss dPlaque E2839 erof, well nom Rglement grand-ducal du 26 janvier
2016 relatif la rception et limmatriculation des vhicules routiers musst dir dPlaque
op dat aktuellt Format mstellen.
Hei deen Artikel :
Chapitre 6 - Dispositions transitoires
Art.43.
(1) Les vhicules ayant t immatriculs avant le 1er juillet 2003 sous un numro
dimmatriculation compos soit de deux ou de trois chiffres, soit de deux chiffres
et de deux lettres, soit dune lettre et de quatre chiffres, soit de deux lettres et de
trois chiffres peuvent continuer circuler avec ce numro.
Dans le cas de la transcription dun vhicule ou dans le cas de la rimmatriculation dun vhicule suite la premption de son certificat dimmatriculation par
application des dispositions de larticle 4, paragraphe 8 de la loi prcite du 14
fvrier 1955, ledit vhicule est immatricul sous un nouveau numro dimmatriculation qui y est attribu conformment aux dispositions du prsent rglement.
Fir dass dPlaque drop bleiwe kann, muss dir eng Autorisatioun ministerielle ufroen, a
begrnne firwat dir se drop loosse wllt (ouni garantie dass dst akzeptiert gtt). Da
kann et sinn dass dat akkordeiert gtt an dir dPlaque E2839 drop loosse kennt.
Art.34.
(1) Le ministre peut autoriser la mise en circulation sur la voie publique dun vhicule,
immatricul ou non, sous le couvert dun signe distinctif particulier, dune plaque
spciale ou dun numro de plaque rouge.
Le ministre fixe les modalits dutilisation du signe distinctif particulier et de la
plaque spciale, qui peuvent notamment tre autoriss pour des usages ou des
services dtermins ainsi que pour la prservation du patrimoine automobile.
Bescht Griss

23

De Luc huet dunn e Brif geschriwwen:

Ministre du Dveloppement durable et des

Infrastructures
Dpartement des Transports
L-2938 Luxembourg
lattention de M. Marco Feltes

Monsieur Feltes,
Par la prsente, je prends la libert de demander une drogation larticle 43 du
Chapitre 6 sujette aux Dispositions transitoires dune plaque dimmatriculation
en cas de transcription dun vhicule.
Ayant acquis un vhicule de type Triumph Spitfire (No chassis FH80823L) dont
la premire immatriculation en 28/04/1976 portait le numro E2839, je voudrais
me rfrer larticle 34 de ladite disposition afin de pouvoir continuer disposer
de la plaque sous-mentionne.
Depuis sa premire immatriculation, le vhicule en question a t transmis avec
ce mme numro et il serait opprtun de le garder avec la voiture dans le but de
conserver lhistorique.
Dans lattente de la suite que vous voulez porter ma demande, je vous prie,
Monsieur Feltes, de croire mes sentiments les plus distingus.

Lange Rede gar kein Sinn. Wat ech wollt heimadder soen ass dass de Luc zu Sandweiler
2 mol eng falsch Ausso krut -> geht gar nicht.
Mee och wann ech 5 Leit an der Oldtimer Zeen gefrot hunn hat ech 6 verschidde
Meenungen zu dsem Thema.
MIR HALE FEST: ET GEET

Claude Betzen

24

Die bsen Tricks der Rallye Organisatoren

Zuerst ein grosses Dankeschn an alle Organisatoren und deren Gehilfen fr die
Vorbereitung und Ausfhrung der zahlreichen Rallyes und Ausfahrten. Ohne sie htten
wir im verflossenem Jahr viel weniger Spass gehabt.
Ich gebe zu, dass ich ein miserabler Beifahrer wre, deshalb ist bei mir der Co fast ganz
auf sich selbst gestellt.
Aber auch als Fahrer kriegt man so manche Misstne vom Beifahrer mit.
Anbei eine kleine Auswahl der Tricks und Fallen die mir aufgefallen sind.
Tricks wie, der schwarze Punkt ist nicht wie gewhnlich unten, oder die Topos sind
vertauscht/seitenverkehrt sollten eigentlich in der Zwischenzeit bekannt sein, obwohl
auch erfahrene Beifahrer immer wieder auf diese Tricks reinfallen. Was die Sackgassen
und Einbahnstrassen angeht, gibt es bei je nach Veranstalter schon mal unterschiedliche
Interpretationen, also Reglement genau lesen. Richtig dreckig wird es dann schon mal
was das Entgegenfahren anbelangt, was ja grundstzlich verboten ist.
Hier muss unbedingt klargestellt sein, wann und wo dieses Verbot gilt:
-nur fr die Karten oder auch fr die Topos,
-nur fr die jeweilige Etappe/Karte oder fr den ganzen Tag.

Nchste Falle, das Entgegenfahren auf einem bereits befahrenem Streckenabschnitt.

Stellen sie sich ein T vor.
Zuerst wurde laut Topo der obere Balken von rechts nach links befahren. Dann einige Zeit
spter kommen sie wieder auf den gleichen T, allerdings diesmal von unten angefahren.
Nach rechts drfen sie nicht mehr wegen entgegenfahren, also kann nur nach links
abgebogen werden.
25

Wichtig ist zu wissen, ob der Veranstalter diese

Situation (T) berhaupt noch anzeigt oder nicht,
es besteht ja schliesslich nur eine einzige
Mglichkeit.
Abgefahrene Toposeiten im Roadbook
sollten auch nicht whrend der Fahrt entsorgt
werden, denn es gibt Veranstalter die mitten
in der Rallye zum Beispiel auf Topo Nummer
1 zurckgreifen, und wenn dann das erste
Blatt irgendwo im Auto verschwunden ist,
fngt die grosse Suche an.
Die Schriftweise der Ortsschildern oder
Strassennamen sollte unbedingt beachtet
werden, Goebelsmhle ist nicht gleich
Gbelsmhle.
Und dann altes Kartenmaterial.
Ich frag mich
manchmal wo die Veranstalter jenes uralte Kartenmaterial
ausgraben. Auf dem gelieferten Kartenabschnitt ist die neue
Umgehungstrasse, welche natrlich zuerst auf der Route erreicht wird, gar nicht
erfasst. Wer jetzt nicht auf die Streckenfhrung achtet und merkt, dass auf der neuen
Umgehungstrasse die Kurven der gelieferten Karte fehlen, tappt in die Falle.
Punkt -Pfeil auf dem krzesten Weg, drfte eigentlich kein Problem darstellen, allerdings
gibt es auch hier Veranstalter, besonders im Ausland, wo die KOMPLETTE gezeichnete
Figur auf dem krzesten Weg gefahren werden muss.
Krzester krzester Weg. Hier sollten die Veranstalter das unntze Kreiseln in den
Drfern vermeiden indem die nicht zu fahrenden Dorfstrassen durch X gesperrt werden.
Ungerecht finde ich mehrfach Bestrafungen im gleichen Streckenabschnitt. Dies passiert
wenn auf der zu fahrenden Strecke eine richtige DK (Durchfahrtkontrolle) steht und auf
der Nebenstrasse eine falsche.
Das Team das hier falsch fhrt wird fr einen Fehler gleich doppelt bestraft. Noch
schlimmer wenn auf einem 200-300m Streckenabschnitt richtige und falsche DK
gleich zigmal vorhanden sind, wer hier falsch fhrt, kann eine gute Platzierung gleich
abschreiben.
In diesem Jahr war ich mit wechselnden Beifahrern in F-D und B unterwegs, da
sind die Ausfhrungsbestimmungen noch unterschiedlicher und deshalb fielen die
Resultate auch ernchternd aus, Spass hats trotzdem gemacht. Besonders die ORI
(Orientierungsfahrt) Haserundfahrt, nein da fehlt kein n, in der Nhe von Osnabrck hat
neue unbekannte Tricks und Fallen hervorgebracht mit denen ausschliesslich Insider
klar kamen, wir nicht.
26

Besonders seit Einfhrung des Oldtimerrallyechallenge sind die Anforderungen an die

Organisatoren grsser geworden. Wir, die Teilnehmer, sollten aufpassen, dass wir mit
unseren Reklamationen die Veranstalter nicht vergrmen.
Ein Minimum an Informationen sollten im Reglement allerdings selbstverstndlich sein,
damit meine ich zB:
- ein klares Reglement, Ausnahmen sollten sich auf das absolute Minimum beschrnken
- Regeln zum Entgegenfahren und Kreuzen
- ein Strafpunkte Register.
Auch sollte die Auflsung der richtigen Strecke systematisch zur Verfgung gestellt
werden, sonst kann man nie aus seinen Fehlern lernen.
Zum Challenge mchte ich mich bei den Organisatoren ausdrcklich bedanken. Anfang
November wo ich diese Zeilen schreibe steht nur noch die Snow Rallye an und es knnen
gleich noch mehrere Kandidaten die Challenge gewinnen, es ist also spannend bis zur
letzten Rallye.
Ab in die Saison 2017 mit neuen Tricks und Fallen und den Beifahrer auch mal loben.

Guy Konz

27

MG European Event of the Year 2016, la grande fte

europenne MG
Cest au Touquet-Paris-Plage que le MG France a organis du 8 au 12 juin 2016 le MG
European Event of the Year 2016, un vnement annuel qui propose aux propritaires
de MG, membres de clubs MG europens affilis au MG Car Club, un certain nombre de
rallyes et dactivits pendant 4 jours.
370 MG taient inscrites
(MMM, sries T, MGA, MGB,
MG modernes) en provenance
de 15 pays dont lAustralie et
lAfrique du Sud. On y trouvait
des modles reprsentatifs
de toutes les poques, des
MG uniques et des voitures
historiques.
Grand site des 2 Caps

Les organisateurs avaient concoct un programme vari et riche en dcouvertes o

chaque participant pouvait choisir entre 3 variantes parmi lesquelles:
Le rallye Les Monts des Flandres: un
parcours de 265 km en pays flamand
dans un dcor fait de maisons basses
aux volets de couleurs vives, de
houblonnires, de moulins, de gants
et de monts.
Le rallye des 2 Caps: un parcours
de 225 km autour du Cap Blanc-Nez
et du Cap Gris-Nez devenu en 2011
Grand Site de France d la beaut
de ses paysages et le contraste des
palettes de couleurs qui le composent. Baie de Somme
Le rallye de la Baie de Somme: un
parcours de 137 km dans le plus grand estuaire du nord de la France qui offre du nord
au sud suivant les mares et les saisons, des paysages trs varis et lumineux.
Le rallye Les Lieux de la Mmoire: 173
km la dcouverte de 2 vestiges impressionnants de la Seconde Guerre mondiale,
lieux symboliques de loppression
nazie: le Blockhaus dEperlecques et La
Coupole.

La Coupole

28

Le circuit dAbbeville

La journe au circuit dAbbeville: cette journe permettait de tourner sur la piste le

matin et laprs-midi lors de 2 sances. 11 plateaux de MG du mme type avaient t
constitu pour cette journe de roulage et non de course. Chaque conducteur pouvait
tre accompagn dun passager, les deux munis dun casque. Les voitures ne pouvaient
pas dpasser les 90db.
Le rallye fminin: pour ce parcours de 135
km, seules les femmes pilotaient les MG,
accompagnes de copilotes fminins ou
masculins. Les 90 voitures inscrites
taient rparties en deux groupes.
Lensemble des quipages se
sont retrouvs en fin de rallye
au Touquet pour une grande
parade vtus dun chapeau et
dune tenue vestimentaire en
accord avec sa propre MG.
Nous remercions vivement
les organisateurs de ce rallye
qui a permis la douzaine de
membres prsents du MG Club
Luxembourg de dcouvrir la trs
belle rgion du Touquet et les
dpartements du Nord, du Pas-deCalais et de la Somme riches en
magnifiques paysages, petites routes
pittoresques et un littoral avec des falaises
impressionnantes.

29

Tout tait au rendez-vous : splendide rgion, mto agrable, belles rencontres entre
MGistes et beaux moments de dtente, bonne organisation, repas exquis, ambiance
conviviale autour de belles voitures !
Ldition 2017 se droulera Porto au Portugal dont vous pouvez dj consulter le
programme sous http://www.portomgclube.pt/en/mg-event-2017/program.

Nicole Marnach

30

On Tour mit dem V8

Es gibt ein franzsisches Sprichwort das besagt:
Les annes se suivent mais ne ressemblent pas.
So auch meine Saison 2016. Die Erfolge im
Ausland von 2015 konnten nicht wiederholt
werden, wobei es keineswegs am V8 lag.
Das vielfache Wechseln des Beifahrers,
weil halt nicht jeder Beifahrer immer
zur Verfgung stand, mag wohl eine
mgliche Ursache sein.
So auch die Targa Lorraine. 2016
wurde das Konzept gendert und alle
Regelmssigkeitsprfungen (RT) (etwa 50%
der Strecke) wurden mit dem System Blunik
berwacht.
Dies bedeutet, dass im Fahrzeug ein Sender eingebaut
ist und auf der Strecke jede Menge unsichtbare Empfnger
stehen die bei jedem Vorbeifahren die Zeit speichern, Boucles de Clervaux wird hnlich
gefahren.
Zusammen mit Co. Thierry Hilger hatten wir mit dem System und dem Ablauf von Anfang
an Schwierigkeiten und das Resultat war dementsprechend.
An die Vire des Cols Vosgiens hab ich mich nicht getraut, wollte erst mal abwarten wie
der neue Organisator das hinkriegen wrde. 3 1/2 Tage sind einfach zu lang und zu
kostspielig um Experimente zu wagen.
Auch meine Runden auf der Nordschleife waren auf ein Minimum begrenzt, wobei hier
der V8 aber eine Teilschuld trgt. Aus den alljhrlichen 90 Minuten Nordschleife wurde
nur eine Kurzfassung, Nebel auf der Strecke, so blieb nur Zeit fr 4 Runden, schade.
Zum Oldtimer GP am Nrburgring war ich wieder als Taxifahrer eingetragen und bei der
Experience war ich ebenfalls fr eine Stunde gemeldet. Insgesamt 3 Stunden Vergngen
auf der Nordschleife waren eingeplant.

31

Daraus sollte allerdings nichts werden. Bei der Anfahrt zum Ring brach der vordere
rechte Achsschenkel urpltzlich weg. Gott sei Dank passierte dies auf der Autobahn
kurz hinter der Grenze Wasserbillig, es gab also Platz genug zum Auslaufen und ich
konnte den V8 ohne Feindberhrung sicher zum Stehen bringen.
Da hatte ich beim Wechseln der Radlager die genauen Anweisungen des Werkstattbuches
auf die leichte Schulter genommen und das Lager mit zu wenig Spiel eingebaut, mit dem
Resultat dass der Schenkel wegen Ueberhitzen weggebrochen ist.
Nicht daran zu denken was da auf der Nordschleife htte passieren knnen. Also
nochmal gutgegangen.

Highlight 2016 war aber der European MG Meeting in Le Touquet Paris Plage. Neben
den zahlreichen Ausfahrten hatte ich mehrere Sessions auf der Rundstrecke in Abbeville
gebucht. Dieser kleine Rundkurs von 2300m ist sehr technisch und ich konnte mich
mit dem V8 richtig austoben. Besonders lustig die Auseinandersetzung mit dem MG
X Power SV (siehe Foto). Dieses Modell wurde nur 82x gebaut, also usserst selten,
deswegen hat der Fahrer mich wohl vorbeigelassen. Dieses Meeting war sehr gut
organisiert und auch kulinarisch ein Erlebnis, immerhin waren am Galaabend ber 900
Gste erschienen. Ein tolles Erlebnis.
Mit Ausnahme vom Problem Achsschenkel lief der V8 whrend der ganzen Saison
sehr zuverlssig, allerdings nach wie vor mit der jammernden Hinterachse. Mit diesem
Gejammer werde ich 2017 jedenfalls nicht nach Goodwood fahren, da steht ein Tausch
an.
brigens die jetzt verbaute Quaifesperre macht den V8 auf trockener Strasse wesentlich
handlicher aber auch sehr tckisch bei Nsse.
Ich wnsche euch allen knitter-und pannenfreie Ausfahrten 2017.

Guy Konz
32

Une nouvelle exprience

Le 13 et 14 aout je mtais inscrit pour la 1ire monte historique du ballon
dalsace .
Ne sachant pas trs bien quoi je devais mattendre, Angela et moi sommes
partis le samedi matin pour rejoindre le village de Saint Maurice en Moselle avec
la Sabre Sixsur la remorque.

Bien que lorganisation tait un peu la franaise nous avons pass un weekend
merveilleux dans une trs bonne ambiance et avec une mto formidable.

Le plateau tait superbe et trs vari.

33

Une course de cte de 9km avec 10 pingles attendait les concurrents. Je pense que
tout le monde tait trs content, les pilotes ainsi que les nombreux spectateurs le long
de la route.
Pour moi, en tout cas, cest une exprience refaire.
Avis aux amateurs pour ldition 2017.

Jean Hansen

34

35

Auf zu anderen Ufern

ffnet man irgendeine Oldtimer Zeitschrift, findet man Berichte ber Oldtimer Rallyes
in verschiedensten Variationen, und bei genauerem hinschauen fters mit Luxemburger
Beteiligung.
Wir waren von der Neugierde gepackt und wollten neue Erfahrungen bei einer solchen
Veranstaltung machen. Also machten wir uns auf den Weg an die Ufer des Neckars
zur Heidelberg Historic. 180 Autos und zwei volle Tage mit jeweils ungefhr 300 km
Tages-Etappen, gespickt mit 16 Gleichmigkeits-Prfungen galt es zu bewltigen.
Start und Ziel war jedes Mal im Technik Museum Sinsheim.
Das Bordbuch war nicht all zu schwierig, fr die Gleichmigkeits-Prfungen gab
es genaue Angaben der Sollzeiten. Entlang der Strecke war die Begeisterung riesig,
vom Grillen mit Freunden auf dem Brgersteig bis zu komplett gesperrten Drfern mit
Festatmosphre, machten aus dieser Rallye ein beraus gelungenes Erlebnis.
Die Gleichmigkeits-Prfungen fanden alle auf
abgesperrten Strassen oder
Rundstrecken statt, Hhepunkte waren einmal der Hockenheimring und das Bosch
Testgelnde am Boxberg mit 2 Steilkurven. Diese Prfungen waren so ausgelegt, dass
Fahrer und Beifahrer richtig viel Spa haben konnten.
Die Kirche auf dem Kuchen war eine Pause im Stadtkern von Heidelberg mit Ausfahrt
ber die alte Brcke, die immer fr Fahrzeuge gesperrt ist. Wir waren begeistert von der
ganzen Atmosphre, der Organisation und dem ganzen Verlauf. Nicht ausgeschlossen
dass wir dies wiederholen werden.

Pollo & Nico

36

www.BSCOC.lu
Runions mensuelles
Tous les premiers vendredis du mois au Caf Poir
Senningerberg partir de 19h30
91 Route de Trves
L-2633 Luxembourg

Afterworkrun
Tous les derniers vendredis du mois 18h30
au dpart du Kichechef
69, parc dactivits Mamer-Cap
L-8308 Capellen

Dernier vendredi du mois, de mars septembre

Regalia / Goodies
http://bscoc-shop.strikingly.com/#goodies
Consultez aussi le site de la fdration: www.lof.lu
pour les vnements nationaux

37

fv.

11 + 12

mar.

mar.

26

mar.

mai

17 + 18

juin

juin

Assemble gnrale lEurohtel

Gonderange

Autojumble

Programme
Cobweb Run

1st May Rallye

British Sports Car Days

Summertour

Karting Mondercange

juil.

aot

23

Golden Leaf Rallye

21

Night of the Long Knives

25

End of Season Dinner

sep.

oct.

nov.

38

2017

A special THANK YOU to:

Guy Konz, Claude Betzen, Jerry Lenert,
Jean-Marie Schmit, Nicole Marnach, Jean Hansen,
Pollo Besenius & Nico Deltgen
39

Members
Aghina Joseph
Augsburger Pierre-Yves
Baatz Fernand
Backes Vincent
Becker Paul
Becker Romain
Becker Frdric
Becker-Ersfeld Roger
Berchem Patrick
Bertrand Francis
Berwick
Robert
Besenius Polo
Betzen Claude
Biermann Frank
Biver Paul
Bolmer Guy
Brandenburger Brigitte
Brandy
Robert
Breuskin Romain
Brouschert Thf
Clarke Jonathan
Collard Marc
De Becker
Rudi
De Cillia
Georges
De Jamblinne
Olivier
De Vleeschauwer
Koen
De Vylder
Jean
Deltgen Nico
Di Lauro
Marco
Dichter
Jean-Pierre
Diederich Steve
Diederich Francis
Elvinger Romain
Faber Jean
Faber Paul
Faust Manfred
Feller Franois
Feltes
Goy
Ferber Guy
Ferron Daniel
Feyereisen Claude
Feyereisen Bob
Fonck Jean
Fournelle Benot
Gantrel Romain
Gedgen Arsne
Gelhausen
Jean-Jacques
Glatz Joseph
Greisch Jean-Paul
Grivet Patrick

Hahn Guy
Hansen Jean
Harpes Jose
Hauffels Paul
Hausemer Charles
Heiderscheid Roland
Heinen Irne
Heinisch Sandra
Heinisch Carlo
Hellers Robert
Hemmen Fernand
Hengen Christian
Hermes Claude
Herz Norbert
Hilbert Claude
Hilger
Thierry
Hippert Frnk
Hoelzl Laurent
Hoffmann Paul
Huberty Paul
Hurt Raymond
Jansen Hannspeter
Joseph Jacques
Jossieaux Pierre
Kapp Lucien
Kari Finn
Kasel Jean-Jacques
Kellen
Paul
Kerschen Jean
Kirpach
Yves
Klepper Michel
Knepper Grard
Konen Benoit
Konrath Claude
Konsbruck Felix
Konz Guy
Kremer Marc
Krier Alphonse
Krier Jim
Krumlovsky Guy
Kuske Joachim
Kutten Ferdinand
Lamberty Luc
Landuyt
Louis
Lang Jean-Claude
Langehegermann Nico
Le Lourec
Raymond
Leners Claude
Lenert Jerry
Lenert Marc

40

Lentz Romain
Leysen Edouard
Longden Diane
Maathuis Guy
Mack Nico
Magonette Sebastian
Mahowald Gaston
Mailliet Michel
Manin
Marcy Paul
Marnach
Pierre
Mattern Paul
Medinger Tho
Mergen Lucky
Mertens Nic
Meyers Leon
Meyrath Roger
Moes Roland
Momper Gilbert
Mousel Jos
Muller Thomy
Nelissen Franois
Neuen Bob
Neumann Raymond
Niesen Raymond
Nosbaum Jean-Marc
Octave
Romain
Palzer Alain
Pauly
Roger
Pisani Michele
Poos Romain
Pries Alain
Puers
Albert
Puritz
Wolfgang
Ragni Jean-Claude
Regnery Helmut
Reinert Marc
Rennie Adrien
Ries Romain
Rizzi Mylne
Roesgen Nico
Roetzel Hartmut
Rommes Jean-Paul
Schaack
Luc
Schalz Jean
Schemel Carlo
Scherer Jean-Jacques
Schim V D Loeff
Abraham
Schintgen Gilbert
Schlesser
Emile
Schmit Jean-Marie
Schmit Max

Schmit Michel
Schneider Hilaire
Schneider Etienne
Schnell Georges
Scholtes Joseph
Schommer Marc
Schram Jean-Pierre
Schroeter
Karl Martin
Schumann
Marc
Skinner Neil
Soisson Jean-Jacques
Staudt Claude
Steinbach
Marc
Steinhuser Jean
Stoldt Kurt
Stoll Jean
Stoll Gerry
Snnen Michel
Tanz Marc
THE CARTELL
SA
Thewes Georges
Thill Marc
Thommes
Jan Antoine
Thoss Roger
Unger Carole
Vermeer Steve
Wagener Frank
Wagner Curt
Wagner Constant
Walesch Mike
Wampach Paul
Wantz Pierrot
Wathgen
Georges
Weicker Alain
Weins Pierre
Weissen Jeff
Welbes Paul
Welbes Jean-Charles
Weyer Marc
Weyer Marc
Weyer Jos
Wildanger Nicolas
Winandy Tom
Wirtz Jim
Zimmer Jean-Paul

41

42

We whish you a Merry Christmas

and a happy 2017