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<s>[INST] Who are the main participants in the following event? [/INST] The writer went to the 1926 show without a bias of any description but simply requiring a genuine sports car which would have the wearing qualities of a staid tourer. The number of suitable vehicles, however, was soon narrowed down and a road test gave the decision in favour of the 3-litre Bentley. The principal features of the chassis are well known, but the writer was impressed by the four valves per cylinder, large brakes, two magnetos and exceptionally stiff frame. The first run on the car was from London to Liverpool, which accomplished as it was in pouring rain, justified our expectations as far as steadiness and nice handling were concerned and. we immediately felt at home in our latest acquisition. The running-in period of about 1,000 miles was not irksome, as naturally on such a car a 50 m.p.h. cruising speed calls for no appreciable effort from the engine. When this mileage was completed we permitted ourselves to indulge in something nearer the speeds for which the car was built, and began to appreciate the reasons why the name of Bentley has so quickly come to the front in the world of motoring. A few minor troubles were experienced in the teething stage, as is only common with most ears, but these did not prove of any consequence owing to the excellent service we always obtained from the firm. The five years guarantee which the firm give with their products is no mere form of words, and the man who remarked that when one buys a Bentley one buys the works for five years, was little, if any, short of the truth. A most elusive trouble which did occur early in its life was a persistent habit of the tappets slacking off their adjustment, resulting in irregular running and some broken valve springs. The works eventually traced this trouble to the experimental d.uralumin rockers with which our particular car was fitted. They therefore replaced them with the standard type steel rockers and the trouble was gone, never to return. One occasion, on which a magneto ceased to be sufficiently magnetic, produced another example of service, a replacement being despatched by return. Practically the only other need to call on the works for replacement, was caused through the railing of the writer rather than the car. On occasion when both in a hurry and a bad temper our engaging of the various ratios was not marked with that tender care which shows up the good motorist, in fact to put it crudely we were sometimes infernally rough with it. Eventually the gear box decided to put a stop to this and a particularly crude effort broke a selector and left us to perform a rather uncomfortable journey to the works in third gear only. A new gear box was fitted in a day, and we took to being a little more rational in our treatment of the gear lever. The subsequent postmortem on, the old box inspired the remaik " Can that Young man, really drive ? " made by a member of the staff to a friend of ours at a trade luncheon. The performance of the car on the road left little to be desired in the matter of getting from point A to point B, especially when it is borne in mind that one does not expect a car with a comfortable four seater fabric body (ours was the actual show model by Vanden Plas) to behave like a Targa Florio racer. The car would do a genuine 85 m.p.h. whenever circumstances permitted, and owing to the excellent roadholding and powerful brakes, they permitted very frequently ! At 70 m.p.h. in third, no undue fuss was apparent, and the gear ratios proved ideally chosen for fast cross-country work, and some quite unpublishable averages were attained on many occasions, but as I am not writing in the correspondence columns of the weekly motoring press I will refrain from boring readers with a list of figures. The highest speed actually attained on the road was 97 m.p.h. down Benson Hill, and several unofficial records to or from towns in the vicinity of Oxford were put up. The steering was excellent, though possibly a trifle high-geared. However this suited the high pressure tyres fitted, and the car was pleasant to hold and could be cornered with extreme violence without any sign of rolling. Economy is frequently a secondary consideration on a car of this type but in spite of being always driven as fast as was safe, an average of • 19 miles was obtained from a gallon of fuel, and the oil consumption seemed to depend entirely on how often one changed the oil in the sump as it never seamed to uss! any in the ordinary way. A set of the high pressure tyres of that date lasted about 8,000 miles, which on a car like this, driven as it was, shows that the rear-wheels must have refrained from bouncing to any extent.</s>

<s>[INST] What is the main topic of the following response? [/INST] The Benjafield’s Racing Club gathered at club member Jonathan Turner’s home at Bowcliffe Hall on Saturday 15 October for the one-off Yorkshire Buccaneer event. Local enthusiasts and car owners enjoyed a day of Yorkshire-themed action at the unique MSA-approved rally, attended by a total of 41 historic cars.</s>

<s>[INST] What details can you share about the following response? [/INST] Every year the club hosts a special event based in the home county of a randomly chosen member. Turner was selected this year and he welcomed fellow club members to his home for a day of pre-war motoring with a strong Yorkshire theme running throughout day, from the Yorkshire tea served at the start line to the Yorkshire Pudding served at the evening banquet.</s>

<s>[INST] Who are the main participants in the following event? [/INST] The Benjafield’s Yorkshire Buccaneer event was attended by 41 pre-war cars from around the world. And as you might expect from a club whose sole ethos is to emulate the spirit of the famous Bentley Boys, 25 of the 40 cars taking part were vintage Bentleys including Jonathan Turner’s own 1925 3-litre ‘Number 10’ factory team car, fresh from its recent return from racing at the 2016 Classic Le Mans event.</s>

<s>[INST] What event is described in the following response? [/INST] William Medcalf also competed in his Bentley 4 1/2 litre, the first of 18 produced by Bentley Motors, but it wasn’t all about Bentleys however, with other notable cars, including a rare Alfa Romeo 8C.</s>

<s>[INST] What details can you share about the following response? [/INST] Starting at Bowcliffe Hall, the drivers headed to Bramham Park for a special gravel stage before heading to RAF Churchfenton where special permission was granted to close the runway for some high-speed runs along the tarmac normally reserved for aircraft. Ahead of lunch was a spot of karting and skid pan fun at Tockwith Motor Sports. Working off lunch was taken care of with more gravel stages ahead of an afternoon of hillclimbing at Harewood before heading back to Bowcliffe Hall for a black tie dinner.</s>

<s>[INST] What details can you share about the following response? [/INST] The lighthearted approach of the club was summed up in the awards presentations for the winners, where one took home a copy of the Yorkshire Post as their prize.</s>

<s>[INST] Who are the main participants in the following event? [/INST] Jonathan Turner said of the event: "What a pleasure it was to enjoy Yorkshire with like-minded people, and to see 41 rare and valuable cars being used as they should be. I’m proud of my home county and it was an honour to show Benjafield’s members from as far afield as Slovenia and Spain what we have to offer."</s>

<s>[INST] What is the main topic of the following response? [/INST] Benjafield’s Competitions Captain William Medcalf said: "The Yorkshire Buccaneer was a fantastic day, for those taking part and those who came to watch. There was plenty of spirited driving, but all the cars made it through the day without incident. We’re grateful to all who came and brought the huge array of historic cars and really used them with gusto, and look forward meeting up again next year."</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Benjafield’s Racing Club Yorkshire Buccaneer Rally – Event Winners</s>

<s>[INST] What is the main topic of the following response? [/INST] - Overall Winners: Olaf and Marjot Pothoven, 1934 Bentley - Second Place: Jeremy and Sian Brewster, Le Francis - Fastest Hillclimb: Robert and Jane Abrey, Bentley 6 1/2</s>

<s>[INST] What event is described in the following response? [/INST] The 1950 registration book for Syd Lawrence's legendary racing car VMF 944 lists the Chassis no. as '102/50ML'. The chassis is stamped with 102 and an additional '50 ML'. This was added by Southgate Motors (London) Ltd in 1950, a company owned by Syd Lawrence that built this car. The '50 ML' stands for '1950 Modified Lawrence'.</s>

<s>[INST] Who are the main participants in the following event? [/INST] Now 66 years on, it has been declared that the Chassis no. for this car is 708. And no one knew all these years! The car has had many owners since 1950 when Syd Lawrence built this racer. He sold it in 1968 to John Bertram Vickery, London who sold it to Brian Cook, Caldew in 1998. The car went on to the next owner, Joanna Vassey, Huntonbridge in 2005 who sold it to David Dunn, Dublin, Ireland in 2006. Detlef Heyer, Dublin, became the next owner of the Syd Lawrence Special in 2010 and he sold it the present owner in January / February 2016.</s>

<s>[INST] What details can you share about the following response? [/INST] Detlef Heyer was to make this 'Chassis-708' discovery recently when H&H inspected the innards of the car before adding it to the October 2015 auction. But still, H&H went 'by the book' and listed it as Chassis 102/50 (view H&H page). H&H noted: "The number stamped into the front engine cross member — 102/50ML is Syd's own but the number stamped within the nearside front dumb iron resembles '708' and looks to be a Cricklewood factory marking (though, the final digit has been abraded)".</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] The car eventually sold via Stanley Mann Racing in February 2016 who chose to list it as Chassis 708, (view Stanley Mann Racing page) while introducing it as "...a vintage Bentley that is neither a concours contender nor a matching numbers example". But there was neither any mention of the '102/5ML' chassis nor any pictures of number-stamping on the chassis.</s>

<s>[INST] What details can you share about the following response? [/INST] Detlef Heyer has been touch with VintageBentleys.org since 2012. Here are some excerpts of our conversations with him:</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] In his e-mail (Jan 30, 2012) to Robert McLellan , Detlef Heyer wrote, "I am the owner of the Syd Lawrence Special, Chassis No. 102/50 ML, Engine No. 102/50 ML. This car is not a replica but was built by Syd Lawrence from 1949 to 1951 on a 3 ltr original chassis with 4.5 ltr original engine. The car was raced by Syd in GB national events in Silverstone and Goodwood in 1951, 1952, 1953, 1954 and 1956 with good results. Any more history known?"</s>

<s>[INST] Who are the main participants in the following event? [/INST] Robert McLellan (Jan 31, 2012): "You state it is chassis 102/50 ML. Are you saying it is chassis 102 which would make it originally a 1922 3 Litre? We have no information on chassis 102. You state it is 1927. Also, there is no 50 ML engine. What is the engine number? If you can confirm it is chassis 102, I will put this information and photos on the chassis 102 web page. I look forward to learning more about the car."</s>

<s>[INST] What details can you share about the following response? [/INST] Detlef responded soon after with some information on his car. "I have no pre-war information but a lot from 1949 onwards, some included with this email:</s>

<s>[INST] What is the main topic of the following response? [/INST] Copy of Registration-Book, dated 01.05.1950 (26.04.1950) to Syd John Lawrence with registration No. VMF 944 (Photo)</s>

<s>[INST] What is the main topic of the following response? [/INST] The chassis is stamped No.102 and additional with 50 ML. This extra marking was added by Southgate Motors (London) Ltd in 1950. The owner of this company was Syd Lawrence who built this Car. 50 ML is standing for 1950 Modified Lawrence. You are stating correctly that No. 102 is year 1922 and I think that here was a misreading somewhere of the handwritten numbers 2 and the 7. The modification in 1950 was, adding "Tiebars" in order to give extra strength to the chassis to suit the 4 1/2 ltr. engine.</s>

<s>[INST] What event is described in the following response? [/INST] Engine: According to the book "Bentley Specials & Special Bentleys" 1th(?) edition page 80, by Ray Roberts, the engine is KM 3088 and modified again in 1950 by Southgate Motors/Syd Lawrence and additional stamped with 102/50 ML. (Photo)</s>

<s>[INST] What is the main topic of the following response? [/INST] Robert, if you could find some records of the pre war time, this could be very nice. — Detlef"</s>

<s>[INST] What event is described in the following response? [/INST] Upon learning about the sale of VMF 944 recently, Mona Nath of VintageBentleys.org contacted Detlef on February 22, 2016: "Hello Detlef, Do you still own this car? We ask because VMF 944 has just sold at Stanley Mann Racing. But the Chassis no. has been listed as 708. Please confirm this is your car. And why the chassis number is now 708. According to Michael (Clare) Hay, in the 1997 book "Bentley: The Vintage Years", chassis 708 was last heard of in 1946. I look forward to hearing from you. - Mona Nath" We received a prompt reply from Detlef on Feb 23, 2016, "Hi Mona. Yes my car has been sold a few weeks ago by "Stanley Mann Racing". Previous the car had been entered in the H & H Auction in Oct. 2015 but did not sell at the price I was looking for and I did give it to Stanley Mann in commission. Prior to this auction a detailed and minute check and test-drive had been carried out by H&H and according to H&H a number was found on the chassis which seems to read 708.</s>

<s>[INST] What details can you share about the following response? [/INST] This car was always known as "Syd Lawrence Special" chassis No 102 ML 50 and Engine No. 102 ML 50 and was first registered by Syd Lawrence in 1950 with this numbers. These numbers are also stamped on the Engine and car. There are indications that the chassis could be 708 and the engine could be number 3088 because the steering box is clearly marked as KM 3089 which was part of this engine and there is a photo from 1950 titled "Chassis chasing its engine" whereby a another Bentley which had engine KM 3088 previously is chasing VMF 944 on the race track.</s>

<s>[INST] What is the main topic of the following response? [/INST] It is presumed that Syd Lawrence was using these original Bentley components beside other original parts such as back and front axles D type gear box etc. from his own stock to build the racer VMF 944 and restamped it with 102 ML 50 for (102 Modified Lawrence 1950). 1950 was the year Syd Lawrence registered this car first in the UK.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Sorry for the confusion, but surely without this it wouldn't be a BENTLEY. — Detlef" Hungry for more information we got right back to Detlef with: "Hi again Detlef, Just so we learn more about the Syd Lawrence Special: It's so amazing that the chassis turns out to be 708! And quite astonishing that this information doesn't figure anywhere in the old registration book scans you sent us. And no one noticed it all these years... I don't suppose you have pictures of the '708' stamp found on the chassis? In your 2012 email to us you had stated - "The chassis is stamped No. 102 and additional with 50 ML."</s>

<s>[INST] What event is described in the following response? [/INST] Just checked the H&H archives. Their page has a lot of photographs of the Syd Lawrence Special including close-ups of the '102/50' stamp and also 'KM 3089', another chassis this car is associated with. But no picture of the '708' stamp.</s>

<s>[INST] What event is described in the following response? [/INST] And while it was H&H that discovered the '708' thing, they still chose to print "Chassis Number: 102/50ML" at the top of the auction page. But Stanley Mann Racing has used "Chassis Number: 708" at the top of their For Sale page (despite all the paper work showing 102/50). Do you know what made Stanley Mann Racing designate the new chassis number so unequivocally?</s>

<s>[INST] Who are the main participants in the following event? [/INST] I noticed that historian Clare Hay has absolutely no extra information on 102. Although for 708 she says it wasn't heard of after 1946, but rebuilt on a new frame after 1930 accident. — Mona Nath" Detlef responded with a document titled 'History' (for VMF 944) saying, "Dear Mona, Enclosed a short but not complete history of the above car. Unfortunately I have given all records (two big files) via Stanley Mann to the new owner, one of them having more than 25 black and white photos from 1950s of the car racing at Silverstone, Goodwood and 4 other race tracks in the UK including programs giving starter numbers and position in which the car finished. Hope the enclosed history will answer a lot of your questions. — Detlef Heyer"</s>

<s>[INST] What details can you share about the following response? [/INST] Additionally, Chassis KM3089 also seems to be involved in this maze. As Detlef shared: i) "The engine could be number 3088 because the steering box is clearly marked as KM 3089 which was part of this engine." ii) The presence of a 1950 photo along with VintageBentleys.org reader Chris Card's comment, "The photo shows a chassis chasing its original engine." That is, Chassis KM 3089, Reg MKN 841 is chasing Syd Lawrence's car which has KM 3089's original engine no. 3088. Of course, all this is supported by Hay's priceless notes in Bentley: The Vintage Years: "Chassis KM 3089 built into HF 3185 - see KM 3089. Eng KM 3088 in VMF 944 ch?"</s>

<s>[INST] What is the main topic of the following response? [/INST] It's a lot to figure out, and in the meanwhile we have had VintageBentleys.org reader Alan Giles send us this: "Although Bentley ch. no. 708 may no longer be in existence, I have the Axle nose piece which was obtained from T.P. Breen Ltd, car breakers in the early 1960s which presumably may have been fitted to the car as original equipment. See photos attached [1] [2] where the chassis and ratio 708 15/53 can be seen stamped on the top flange". Summing up: After nearly seven decades of being known as a 'Special' with a somewhat indeterminate chassis number (102/50ML), VMF 944 has been sold as W.O.'s Chassis no. 708. What is the procedure for such re-christening, other than publishing these sacred numbers in the Car For Sale pages? There is a need to dig for history relating to Chassis 708. Thanks to Michael (Clare) Hay we know it was invloved in an accident in 1930 but was last heard of as late as 1946. That's 22 years of being around. Also, whatever happened to Chassis 102 after it was delivered to the first owner, C.H. Deakin! There has to be some written word on these cars in the annals of Vintage Bentley history. It will take us a while yet to get to it — our floor-to-ceiling collection of literature, books and magazines with much Vintage Bentley between the pages could answer many questions. Ah, the bane of non-digitised information... But there are so many stars among you. We invite our knowledgeable readers, experts and historians to help unravel this. What is the real involvement of Chassis no. 102 or Chassis 708 with this car? How much of the Syd Lawrence Special is a 'Vintage Bentley'? Or is it exactly what it says it is — a Special built by Syd Lawrence.</s>

<s>[INST] What event is described in the following response? [/INST] We look forward to hearing from you. E-mail us.</s>

<s>[INST] What details can you share about the following response? [/INST] This 4½ litre vintage Bentley (Reg UP 2100) was taken apart and kept in boxes for more than 50 years. It has been reassembled to its former state and could now be worth £800,000. The dismantled 1928 4.5-litre Drop Head registration UP 2100 was found at a three-storey house after its owner Stuart Wallace died last year aged 75. Former English teacher Mr Wallace bought the car for £280 in 1962 but could not afford to run it because he was a student at the time. And with nowhere to store it, he took apart the components and kept them at his townhouse where they remained for 58 years. He even kept a log of every part with photographs — and some were stored in jars of oil in the hope that one day it would be restored. But Mr Wallace's wish only came true after his death when his daughter Bea Wallace-Hartstone called in a specialist Bentley dealership. A team of 12 specialists from the Medcalf Collection then spent ten months putting the pieces together to make it fully driveable again. Only eight of this rare vehicle were made.</s>

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<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] When Tom asked me if I would write an article telling the story of our 3 litre Bentley, chassis 348, I answered “Ok, but once her 90th birthday present restoration is complete.” That has given me a 2 year reprieve, but now the time has come to put pen to paper, or should I say finger to keyboard? So, where to start? I have known the car since my father, Edgar Ridgen, called in to my boarding school in Timaru when first taking her home to Greendale, after purchasing her in 1976. But of course 348’s story starts a bit earlier than that; shall we say October 1923, her delivery date. She was the first Bentley to come to New Zealand, as she came here new in 1923, but is now not the oldest New Zealand Bentley. Her first owner was Henry (Harry) Wardell of Wardell Bros & Co, Tea Merchants & Family Grocers. Harry was the youngest in the family of four sons and one daughter, who owned a grocery wholesale business with stores in Dunedin, Christchurch and Wellington. Harry took over the management of the 47-51 Willis St, Wellington store when his brother Tom moved to Australia, while brothers John and William ran the Dunedin and Christchurch stores respectively. They also owned a pig farm at Riccarton to provide bacon for their stores. 348’s first New Zealand home was 4 Church St, Wellington, which now will take you to a parking building not very far from the Beehive.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] All the Wardell brothers had a passion for motor cars. They owned one of the first cars imported to NZ, a Star Stuart built in England and imported by PR Skeates in 1900. In 1922 the family imported not one, not two, but three brand new Lorraine-Dietrich cars after Harry’s nephews were impressed with Lorraine-Dietrich ambulances during WW1. They had class. When Harry imported our Bentley at the end of 1923, it may have given him bragging rights over the southern members of the clan, after Bentley’s 1924 Le Mans win, ahead of two Lorraine-Dietrichs in 2nd and 3rd places, but he would have had to eat humble pie for the next two years. Lorraine-Dietrichs ruled supreme, winning Le Mans in 1925, and holding the first 3 placings in 1926 before a 3 litre Bentley won again in 1927, to start Bentley’s four year winning streak. I should add that no Lorraine-Dietrichs entered the race after 1926, but that somewhat lessens Bentley’s achievement so do so only reluctantly. It is, however, pleasing to note that Harry’s Bentley is still on the road today.</s>

<s>[INST] What is the main topic of the following response? [/INST] “Dear Katy, I have enclosed some photos of your Bentley taken in the ‘50s (sixty years ago). The car was brought from Ransley Motors in Fitzgerald Avenue in 1949. It had belonged to one of the Richards family from Hororata. I think it was Hugh who was killed using explosives making the road into the Mt Olympus ski field. Apparently during his time the engine was rebored and valves ground by Julian Loughnan, his friend. Julian was an amateur, and fitted tractor valves, virtually wrecking the bores. My father owned a 1934 Singer sports 4-seater, and this was traded for the Bentley. His main car was a 1947 Rover 16 which he treasured. It was my first year at Christ’s College, and I was taken to do this deal. It seemed wonderful at the time, but his trip back to Coldstream was terrible, as it blew up at Rakaia, and was towed home. Later it was taken to Percy Bull, who owned Fendalton Motors where the Supermarket is now, on the corner of Clyde Road. Percy repaired pre-war exotic cars. His description of the engine when pulled out was depressing. That is how Lucy Wills’ spare engine was located and installed. My father wanted other things changed too. It was 1950, and the wool boom made sheep farmers affluent! A higher geared back axle from English imported gears, a vacuum gauge from a Daimler bus was installed, and a multiple of toggle switches on a chrome plate virtually wrecked the original dashboard, with separate switches for each mag and petrol pump. A steam tap fitted under the dash, which when opened, increased the air into the carbs and leaned the mixture. It worked when touring but if you wanted power for overtaking it would spit at you unless you shut the air down! He fitted a Brooklands fish tail on the exhaust mounted horizontally, which was apparently then legal, to do away with a muffler. He was pulled up on the Kilmog hills by a cop who questioned this and my father agreed to fit a muffler, but at times, often going downhill there was a loud explosion which split the silencer right down the middle. We were once following an army personnel carrier near Burnham, with all the soldiers gazing out at the car. He was waiting to overtake. Suddenly there was an almighty explosion and the soldiers thought that a war had started! I was allowed to use the car and learned to drive on it. The gears were quite a challenge, but once mastered never forgotten, and I’ve driven Tony Tripp’s 4½ more recently with confidence. You must understand that these cars were in general use in the 1950s, not valuable collectors’ cars as today. While our Bentley was 12 months in Percy Bull’s garage waiting for parts, there was a very nice 4½ with Vanden Plas 4 seater body there also having the engine removed and a Ford V8 engine installed! This sounds terrible today but then it meant whether the car was useable or not. Another Speed Six Bentley had the engine replaced with a 6 cylinder Perkins diesel. My Father used it for fishing, camping, and to drive to Christchurch for the New Zealand Shipping Company board meetings. He bought a ram at the A & P show, and brought it back in a crate fitted in the back seat. He used it for camping in January, often to Peraki Bay, near Akaroa, and once to Te Anau and Manapouri where that photo was taken. “Very unfortunately, the beautiful door handles were replaced by a subsequent owner with cheaper handles from an Austin. You can’t see the proper handles very well in the photos, but they were slightly ‘S’ shaped like this (An illustration was included here), made of nickel or brass, your thumb fitted in the leading end and the bulge fitted in the palm of your hand; they were a real treasure to use, and they impressed everyone who used them. Auto Restorations said that they could be recast if you wanted; also the bonnet catches are additions. I think the originals were brass little finger nuts, not high but lower down. At that time it would cruise happily at 60 miles per hour and would go up to 75 if pushed. Without a fan, it used to boil on Arthur’s Pass, and we had to wait a while for it to cool. But was very reliable, and gave the family great pleasure for many years. It was sad selling it to Mr Oddie, a Timaru chemist, for about £350. My father often got colds and pneumonia, and decided on a late 1930s Lagonda drophead saloon from England, but sadly this never happened. I hope this is of interest to you. It is a great pleasure for me to know that it is in such good hands, and is really appreciated as we did. With best wishes, Joe Studholme”</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] It was wonderful to get this information from Joe, and I was able to source original type door handles from the UK, which have met with his approval as he remembers them. These are now on the car. Also, bonnet latches are now of the original type. As the letter states a new engine, LT1590, was purchased from Lucy Wills (sister-in-law of Bill Hamilton), and fitted at this time. This was a spare engine which Bentley Drivers Club records state was never assigned to a car, and when talking with Joe he recalled it was still in its wooden crate. There is some question regarding the engine removed, as Trevor Timms, a subsequent owner, told me that it was a service replacement engine which was fitted early in the car’s life. There is no record of this on the build sheet but engine S1973 was with the car from at least 1958, in their records, until Trevor sold it to Gavin Bain in the 1970s. Ron Hasell then purchased S1973 from Gavin. He took the later style sump off it for his car and then sold the engine back. This engine was the display engine Gavin had in Fazazz’s showroom. The BDC have told me the “S” stamp is an identification for service replacement but they also said service replacement engines never numbered as high as 1973 so whose to know -- that is the number on the engine. The original engine for 348 was 353, and bits of this are in other cars within New Zealand. Ron Hasell told me the cam drive housing, stamped 353, and was in his old car, chassis 260, but the block in chassis 260 was engine 908.</s>

<s>[INST] What event is described in the following response? [/INST] Joe also mentions a higher geared back axle -- this may have just been a repair because the build sheet shows she had the higher ratio of 3.785:1 from new. As a late TT replica model, with a 1926 twin sloper, high compression engine, 348’s specs are the same as the speed model which was introduced at chassis no. 356. She also has 4 wheel braking, which was introduced a month before her completion.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] As Joe states, his father bought the car from Hugh Richards, and the next owner was Don Oddie of Timaru. The 3 Litre was not quite up to Don’s requirements, as his mechanic of the time, Colin Westoby, told me, and he had to have a bigger 4½ litre so he could beat Mike Haggitt and the likes in their 3 litres, so 348 was sold after only a year in Oddie’s ownership to John Kennedy of Dunedin in 1958. Don bought 4½ litre ST3008 to replace her. John Kennedy was the VCC Dunedin Branch chairperson at the time. Photos from this time show that the spare wheel was removed from the driver’s guard, and placed at the rear of the car, and the polished bonnet from the Studholme days was painted green. Trevor told me there were a lot of Bentleys around Dunedin at the time, and, like the rest, 348 was driven enthusiastically. After using the car for some time John decided that a restoration was required, and proceeded to strip the car down in his mother’s garage. Unfortunately, as Trevor put it, “John found it prudent to remove himself from Dunedin,” and he moved to Australia. 348 remained in pieces in his mother’s garage. I understand that other Bentley owners borrowed bits at this time and this is when Joe’s lovely door handles and the bonnet latches went missing (They could possibly still be waiting to be picked up from a nickel plater?). Trevor Timms made several unsuccessful attempts to purchase her, but persistence finally paid off, and he was eventually rewarded. He then went about reassembling her, tracking down all borrowed pieces, and returning them to the car (except obviously exterior door handles and bonnet latches), and giving her a fresh coat of paint. Trevor intended the colour to be an Alfa Romeo red but he was disappointed in the dirty brown/maroon colour it ended up. By the mid 1970s Trevor was married, with a growing family, and not too many spare readies, and so the Bentley had to go. This is when Father bought her, and her longest term of ownership began. As I recall, he paid $16,000 for her, which was 16 boxes of grass seed/clover mix that year. Father was her caretaker for just under 30 years, and Bruce McIlroy recalls Father telling him he had travelled over 100,000 miles in her. We know from checking warrant records that she travelled 48,132 miles between April 1995 and December 2005, indicating Father’s total may have been considerably more than 100,000 miles. He took her anywhere and everywhere. Alan Wylie recalls her being lowered by ropes going into Carricktown off the Nevis Road and she did many, many Irishman Creek rallies through back-country fords and rough farm tracks. Father liked exploring, and knew most roads in the South Island, but he was patient and didn’t drive her hard. She very seldom let him down, though once one back wheel went bounding into a paddock, causing some concern, and I understand took quite a bit of searching to retrieve it. Hubs and splines were rebuilt after this.</s>

<s>[INST] What is the main topic of the following response? [/INST] On another occasion the electric fuel pump that had been fitted failed, and Father got the Autovac plumbed back in on the roadside, and it got him home. She had one excursion to Australia in 1988 for the Australian Bi-Centennial Rally, and had an electric fan fitted after that. I learnt to drive her in my teens and recall in about 1980 taking her in a big parade in Darfield at snail’s pace where she boiled, much to my embarrassment. She did not like the lack of ventilation, but there was no way out. Father understood, and said it wouldn’t have hurt her, but I didn’t like it all the same. He was driving a tractor in the parade, and I was very proud to be given responsibility for the 3 Litre. One of the early changes Father made was to the colour, and those of you who know the car in his Mercedes like colour scheme of ivory with bright red wheels may, or may not, appreciate my changing this - the rest of my family I don’t think approve, and our daughter Emma, who one day may inherit it, may return it to her grandfather’s choice. The original colour is not included on the build sheet but from observation of paint removed it was possibly a duck egg blue.</s>

<s>[INST] What details can you share about the following response? [/INST] I inherited a third share in 348 after Father’s death in December 2005. My brothers had been helped on to farms while my two sisters and I inherited 3 cars. Luckily for me, my sisters don’t share our passion for old cars, and were happy to sell their shares to me, so I became the latest custodian of 348 in 2006. 348 had developed a knock in the engine during the later part of Father’s time, and after I missed a gear down-change on a steep hill out of Dolamore Park, worsening this situation, it was decided an engine reconditioning was due. Father had had Auto Restorations recondition the engine in the late 1980s, and it was decided that another visit should be made, and maybe they could tidy the body a little, and give her a change of colour. 348 still sports her original Park Ward tourer body, and has an Auster screen for back seat passengers. The tidy-up of the body ended up as a full body-off restoration with the skin coming off, and now any damaged timbers have been repaired or replaced, and the original skin and guards have been repaired. For anyone interested, there are photos on the Chassis page. She is now back to her original form (as much as we know it) except for before mentioned spare wheel placement and strengthened windscreen brackets. Auto Restorations initial mechanical report on the engine read: “Hi Guys, We have now completely stripped the engine, there is a lot of wear on most working parts of the engine. Listed are the faults we found: Number 2 big end bearing had failed, there was excessive wear on main bearings,broken piston rings, worn piston ring grooves, broken valve guides,broken valve springs, worn inlet valves, worn cam followers, worn camshaft, all thrust bearings (vertical drive and crank) will be replaced, there is a minor crack in one of the camshaft caps we will weld up and remachine the cap. We will remetal the bigend and main bearings. There is some good news! There is no cracking evident in the crankshaft or conrods. The crankshaft has had a light grind to remove the damage from the run bigend bearing, oil pump ok.”</s>

<s>[INST] What event is described in the following response? [/INST] Not pretty reading, but it wasn’t unexpected, and it could have been worse. All fixed now. I’m sure I have missed things out, got things wrong or just don’t know some things, so if anyone can fill gaps or put me right, I would be very grateful to you. So where to from here? Father was my age when he began exercising 348. I can only hope I have 30 years and over 100,000 miles of enjoyment ahead of me as he had. Here’s to Katy Parish and 348, and their next 30 years together.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Says David Pearce, "In our workshops we repair, restore and conserve all customers' vehicles to the highest quality, using the best materials. The coachwork we undertake is carried out in-house to include: hood frame design and fabrication, brass windscreens, running boards, bracket and ash frame work, all aspects of trim and general repairs. Every consideration is given to our customers' needs and wishes. We offer a friendly and efficient service, enjoying an excellent reputation at home and abroad." — Aug 28, 2015</s>

<s>[INST] What details can you share about the following response? [/INST] We, therefore got into our own coachbuilding almost immediately and I overhauled the car from one end to the other. We had a great deal of fun. While this was going on I bought a Boat Tailed 3-Litre made by Vanden Plas, completely original, and one of very few made. We thoroughly enjoyed the use of the car, traveled all over England, taking with us our two boys who sat in the back without any weather equipment and thoroughly enjoyed it. I even took them to school each day in it which was quite fun for them and we got very well known by the local policeman. I used to bear down on him quite fast and he never had the courage to stop me. Instead, he would stop all of the traffic and give us a run straight through which was good fun. Later I sold this car to Briggs Cunningham. It was shipped back to his museum and was on display there for many, many years. In fact, I visited the museum in about 1978 and was invited to drive the car again. Briggs removed it from the museum especially for Chris and I and we had a run up the freeway in it just like old times. We carried on with our Bentley motoring and, if at anytime we didn't have a car on the road, George had bought an extra car or two and there was always one that I could use. We used to go to all the club meetings that we could — the Sunday "noggings". It was a free and easy time. I received a phone call from Tony Robinson of North Stables Coachbuilding. At that time he worked for the television company as artist. He rang to say he was needing a body for his car and thought about designing and making one based on the 4½ Vanden Plas design. I encouraged him and gave him what help I could. He measured up an original 4½ and started to cut out all the sections of timber. He ended up with a very fine body for the car and asked me if I would supply the various parts that he needed such as the windscreen, all the brackets, locks, hinges, and everything else that was required including a hood frame. I agreed to help.</s>

<s>[INST] What is the main topic of the following response? [/INST] He asked me to supply parts to his clients so that they could complete the cars. You realize that this was quite a lot of work that I was getting into — making reinforcing brackets, hoods, screen and everything that was required to keep up with these kits. Tony got very interested in the coachbuilding and in later years started his own business.</s>

<s>[INST] What event is described in the following response? [/INST] Tony and I carried on, completely separately, but working together. He started to build complete cars for clients. They would hand over the chassis, complete with body, to me and I would finish them completely. Sometimes the engineering work — such as wings and things — had already been done on the car, but the bodies when they came to me needed to be trimmed and completed. This was quite a comprehensive job and, with my expertise and knowledge, I was able to give his customers what they wanted.</s>

<s>[INST] What event is described in the following response? [/INST] A couple of cars that I can remember doing were one for Len Wilton — "Old Number Seven", Registration No. MK 5206, which is still running today and doing very well for itself and, I think, still has all my components on it. Another for Roger Collings with his 4½ Litre, Registration No. RT 4700. There are of course, many more, but these are a couple of cars that I know are still chasing around and still looking very good for their age. The trimming side was quite different for me. I took trim apart from old cars, examined it, and found out how to do it, but of course it still needed the practical side. I bought myself a heavy duty sewing machine and various bits of equipment that you need and went to Connally's where I made friends and was given every bit of help that they could give me — which was a great encouragement for our business. I also met a trimmer of the old school who started me on trimming the bodies. I began doing interiors without the seats which is a little more complicated. Then he taught me the seating arrangements and we went on to the hoods. I received expert tuition and, with a bit of flair and willingness to learn and learn quickly, I soon picked it up. I was able to turn out a car complete in the end but, until his death, always had my friend with me at hand should I get into any problem. Chris was a help to me in my trimming. She would come with me to the garage and sit and sew the body fabrics together for me with her nimble hands — do anything she could do to see that the car went out to the standard that was expected.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] During all this period, as you can see, I built up a clientele of very generous and nice people within the club and around, rebuilt many cars, and was fully involved in every type of work encompassing coachwork, including electrical work and in some cases a little mechanical engineering. I didn't get too involved in the engines except, of course, on my own cars which I would take apart and service regularly and overhaul when necessary. Decision Time Fortunately I had complete support of my wife Chris, who loved the cars and enjoyed riding with me and going to events and, with the children, it made a proper family. The driving was a lot easier than it is today. It started me well into a career which I've enjoyed well up into this present day. After some time I found that my spare time was pretty well taken up with Bentleys. I had to make a decision whether to cut down on the amount of Bentley work or give up my full-time work for I was unable to do both satisfactorily. I must say my full-time work did not suffer as far as I know, but I did feel that I would have to cut down on some Bentley work. But, in fact, it was growing and I found it difficult to say no. It had to be sorted.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] We were well into the 1960s when Chris and I sat down and made the decision that I should be a coachbuilder full-time and have my own premises. I was very concerned for my children who were being educated and I would now have to earn a living rather than have a salary. The whole project seemed quite daunting. But Chris was so supportive and said, "Let's do it". We moved out into the country, into a completely different environment, and decided that we would succeed.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Trial ad Error During the period that we were in South London we really enjoyed the time there and whilst I was building my cars in the early days we had one or two mishaps. One I am reminded of was when I completed one of my first hoods on a car. I had spent longer than usual to try to get a perfect fit and to get the style and design. The car looked beautiful. I then drove the car out of the garage to show it off — not realizing that I had built the car in the garage to a certain height which was about two inches higher than the height of the door. As I left the garage I also left the hood. It's laughable now, but at the time it was a bit horrific. I turned around and immediately rebuilt the whole thing which was an experience. It taught me never to do it again — something you can really only learn from experience.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] One day, after completing a car with a light blue carpet, I left it running for a period to warm up before taking it out. I went out to move the car I was horrified to find oil pumped all over the front carpets — everywhere. I switched off and removed the carpets and tried to clean them, but was finding it very difficult. So I bought some petrol and, using a very big pan, washed the carpets fully in petrol to remove the oil. I then shampooed them, hung them on the line, and dried them out. It went very well indeed, without a sign of oil, but when I fitted them back in the car they were a slightly different color than the carpets in the back — which showed — so I had a problem. I didn't know quite what to do, because there was no more material available and time was a factor. So I carefully removed all the carpets, removed a gallon of oil from the sump and washed all the carpets in oil. I then put them through the petrol wash . . . then shampooed them . . . then put them back in the car clean and sprightly looking. They looked perfect when they were finished — a slightly different tone of blue, which didn't matter as long as they were the same. Wisborough Green When we arrived in Sussex we purchased a house in the country which had double garages, but did not have sufficient room to work. I had to look for somewhere to rent to carry on the business. The first 3-litre that I completed was done in my double garages at home and I managed quite well. I then rented a part of a garage locally. During that time I completed a couple of cars for an Irish Lord who is a very friendly and generous man. Those were the first two cars that I completed under my own business. One of them was a Rolls-Royce. Whilst I was at that garage I found an employee and between us we found a garage at Wisborough Green. We were most fortunate to find an old coachworks which had been there since the turn of the century and the owner had retired. He was very helpful to me and, having rented part of his garages, gradually we were allowed to take over a little more... and a little mor... Eventually he died and left note in his will that we should be allowed to continue there as long as possible.</s>

<s>[INST] What event is described in the following response? [/INST] Since being on the Green we have undertaken so many jobs that I really can't remember them all, but we have worked for customers all over the world. Quite a number in America and we have not only completed Bentleys, but all other types of cars. I remember buying hundreds of lizard skins to make all the leatherwork and trimwork in lizard on two Mercedes for a collector in New York. They looked beautiful when finished and were as the original specifications for we had found lizardskin underneath the old seatcovers then we removed them. We follow up connections in the United States and make many visits to see customers who are now our friends and we thoroughly enjoy ourselves when we come over. I give advise and encouragement to so many people that we are always either writing or telephoning and keeping very much in touch. We have completed in the last several years the bodywork Dick Burdick's 3 Litre from the Central Texas Museum of Automotive History, have recently built a body and restored the chassis for Matthew Sysak of Pennsylvania and the body work on Robert and Bea McLellan's 3-litre. Bits & Pieces One of the main items that we supply for vintage cars is the windscreen. We have a department that makes everything in brass. We have the various windscreen stanchions and cut the teeth for the tooth joints and the pulls for the quick release. We make them so that they fold down, fold up, some have two openings screens and singles. We make them with aero-screens and wind deflectors. We also make the extra screens for the rear. Patterns are sent and we work out pretty well the shape that is required and I must say that we are very pleased that we have very few to alter. We have good reports and, when I go to various shows, I see our screens looking very pristine.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] We supply a large amount of kit form material. That is locks, hinges, bits and pieces, hood rests, and materials of all sorts, especially for vintage Bentleys. We have cast various handles and we're well-known for our engine-turned dashboards. If we are sent a sketch of the dashboard, together with the diameters of holes required, we will edge and turn a sheet of aluminum and put in all the holes so that when the customer gets it back it just has to be fitted and the instruments put in. This works very well and they do look very nice. We also do the same service in mahogany or whatever timber you like — generally in solid woods, not veneer. We usually varnish and lacquer them for the open cars. Our panel beater is getting a bit ancient now, but is very experienced and we make up the wings — or as you call them, fenders — and bonnets, or hoods. The trimming department, as well, is fairly comprehensive. We can undertake almost any kind of work, using all sorts of skins and finishes and colors. We basically use Connally of London who supplies original hides for these cars. They will, whenever possible, arrange for the correct grains, colors, and quantity to be supplied and we find them very helpful. We use the correct materials and springing in the seating, cane piping, and anything that was used in the old days that is available now. But we do take into consideration that new materials have become available since the '20s and '30s. If we find a better one, we will advise the customer accordingly that the new materials may make it more comfortable or long lasting, or be more economical. Our carpets are from Brussels in a lot of cases, which is where much of the original carpeting came from in the early years. It is very closely woven and not too thick so that when the carpet is bent around sharp angles and bends it doesn't "grin"; it doesn't hold too much dirt and it wears very well indeed. Of course there's always the problem with the color, for new colors are nothing like the old ones. Some of the early carpets were blue-gray or various tones, whereas colors today can be quite bright and can be a single color. We spend a lot of time trying to get the colors correct. For no matter what you spend on the car, and how well designed it is, if the color scheme doesn't work most of your effort has been in vain. Customer Satisfaction When a customer gets in touch regarding body work for their car we try to get a feeling for not only the car and what we're looking at, but also for the customer. We wish to involve the customer as much as possible with the rebuild so that they feel they have organized it, have made the decisions, and have got what they wanted.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] The car must have what it needs and wants, also. For the car is the most important thing. We, in life, only borrow these cars and use them. The car is likely to last years and years — God knows how many years. If it's going round with the wrong livery, wrong colors, wrong body, we won't be thanked by the new owners. Our usual method is to invite the owners to the works to see just what is undertaken here, to see the men and the style of work that is going through at that time, to look at photographs of work that we have undertaken, to bring photos of their own chassis and ideas of what is being undertaken. From there we can also have eye-to-eye contact with the owner and see whether the whole thing is likely to work. If the owner of the car and the coachbuilder don't get on from the start the whole exercise is going to be over-shadowed. So both parties have to have confidence in each other. It is usual for us to involve the partner of the owner, either lady or gentleman, in the design and especially the color of the cars. If a lady, for instance, has a special color that she wears regularly, say red, we would dissuade the owner from having the car red. For it's almost impossible to get a match — we would never get a match — and so we would stay clear of the favorite color and try to use a color that would complement it. A lot of time and worry can be put into all this, but if it's in the hands of a complete coachbuilder, he can see all the colors and help as much as possible. I don't say he can always get it right, but there's a good chance. At all times it must complement the car and must be pleasing and acceptable to the owners. They must be able to live with it, because if they can't, they will not use the car as they should, and it will be a disappointment no matter the cost. Concours d'Elegance Over the years we've completed a great number of cars and a lot of our cars have been taken to the Kensington Garden Concours. We've won all of the Vintage Class — the 3, the 4½, the 6½ and 8 litre. We've won the Derby Class and we've had overall winners at these events. I have judged at Hatfield House and was fortunate enough to be invited to California to be one of the European judges at Pebble Beach. So the standard of work that we've undertaken has been, and has to be, of a very high quality to satisfy our discerning customers who very often like to take their cars to these events. Once we have completed our cars we generally maintain them over a number of years. The customer will bring them back for little additions that they would like and any small alterations or adjustments. We keep in touch with a great number of our customers and have made friends with so many. Often they just pop into the works for a cup of coffee.</s>

<s>[INST] What is the main topic of the following response? [/INST] - Famous heritage models hit international classic show circuit - 95 years of history to tour from Goodwood to Pebble Beach - 85th anniversary of ‘Blue Train’ race and 1930 Le Mans win (Crewe, 21 May 2015) Legendary cars from Bentley’s past are embarking on a tour of the world’s premier heritage and historical automotive events this summer. The ‘Blue Train’ car that famously raced the Calais-Mediterranée Express and the Team Blower that entered Le Mans in 1930 – the race ultimately won by Bentley Boys Woolf Barnato and Glen Kidston in Speed 6 'Old No 1' – are among the highlights of Bentley’s curated or treasured collection. Both are celebrating anniversaries and will be on the road at numerous international events between May and October. ‘Blue Train’ Bentley This year is the 85th anniversary of that most famous Bentley Boy adventure – the Blue Train race. The car that (probably) accomplished the feat will be touring Europe with a series of high-profile appearances. In 1930 Captain Woolf Barnato, Chairman of Bentley Motors, was staying in Cannes when he accepted a wager that not only could he beat the Calais-Mediterranée Express (or ‘Blue Train’) back to Calais, but that he could be at his club in London before the train even reached the English Channel. He was, and the remarkable victory has resonated with Bentley enthusiasts ever since. The car that was believed to have accomplished the feat was the iconic Gurney Nutting two-door fastback coupe. In recent years evidence has emerged to suggest Barnato drove his Mulliner saloon-bodied Speed 6, however, it is the coupe that will forever be known as The Blue Train car. It is this car that will be touring Europe appearing at seven events between May and October, including the Goodwood Festival of Speed from 25-28 June, and Schloss Bensberg Classics, Bensberg, Germany (17-19 July). Team Blower One of just five built for racing, the Team Blower was used by the original Bentley racing team of the late 1920s, and is still performing over eight decades later. This year marks the 85th anniversary of the Woolf Barnato and Glen Kidston Le Mans victory in 1930. While the Blower wasn’t the winning car that day, with Tim Birkin at the wheel its heroic performance embodies the true spirit of the vintage racing era. Featuring the legendary supercharger installation developed by Amherst Villiers, the Blower will be making a pilgrimage to Le Mans in France from 12-14 June before heading across the Atlantic to the Pebble Beach Concours in California in August. EXP2 A legacy of the Cricklewood era, EXP2 is the oldest Bentley in existence. Built in 1920, the 3-litre 4-cylinder car has a top speed of 80mph, so it’s unsurprising that it was a successful racer in its day – claiming the brand’s first ever victory. Driven by W.O. Bentley’s mechanic and Bentley Boy Frank Clement, Bentley’s racing pedigree was established in May 1921 at the Whitsun Junior Handicap. The EXP2 can be seen at Cholmondeley Pageant of Power in Cheshire, England from 12-14 June. 8 Litre Built in 1930, the 8 Litre was W.O. Bentley’s personal car, and was reacquired by Bentley in 2006 before being restored to its original condition. Extremely luxurious, yet with a top speed of 100mph, the 8 Litre combines craftsmanship with performance, drawing parallels with Bentley’s current flagship, the Mulsanne. The 8 Litre can be seen at the Bentley Drivers’ Club Weekend, Banbury, from 27-28 June. Continental R-Type It was the R-Type which first brought the Continental name into Bentley lexicon in 1952. With a top speed of 120mph this was the fastest four-seater in the world at the time. Many of the 208 examples produced were coach built by Mulliner – a name that is still closely associated with Continental to this day. The Continental R-Type will also be at the Bentley Drivers’ Club Weekend, Banbury (27-28 June).</s>

<s>[INST] What is the main topic of the following response? [/INST] - Historic Bentley takes on epic thousand-mile test of endurance - This year marks 85 years since Birkin and Barnato’s aborted attempt - 1930 4½-litre supercharged Blower one of just 55 ever produced (Crewe/Brescia, 12 May 2015) In 1930, ‘Bentley Boy’ Tim Birkin claimed his aborted attempt on the Mille Miglia in his legendary Blower was due to a lack of “due preparation”. 85 years on, Bentley has ensured all plans are in place for a successful Blower run in the 2015 event. ‘Bentley Boys’ the Hon. Sir Henry (Tim) Birkin and Bentley Chairman Woolf Barnato were to be the first British drivers to attempt the thousand-mile Italian test of endurance, in a supercharged ‘Bentley Blower’ known as the No. 2 ‘Birkin Blower’. According to contemporary media reports, however, ‘much disappointment was felt at the news of the Bentley withdrawal from the Brescia Thousand Miles Race’. This year, Bentley’s original 1930 4½-litre supercharged Blower is aiming to finish what its sibling never started, taking on the world-renowned cross-country route between 14 and 17 May. Director of Royal and VIP Relations, Richard Charlesworth, who will be piloting the historic Blower, said: “When the Blower was built in 1930 the Mille Miglia was uncharted territory for British racers. Some 85 years on and the Bentley is now a familiar sight – this year will be the Blower’s fifth entry. Last year we achieved the best result ever for Bentley, and this year we are hoping to continue that success.” One of just 50 examples built for the road, the 85-year-old Blower features its original Vanden Plas Open Sports Four-Seat body. It was described by Autocar magazine in September 1930 as having ‘the appeal of immense power, linked with great docility’ – qualities the team will be hoping to exploit in Italy. Built for racing, all Blowers featured the legendary supercharger installation developed by Amherst Villiers. The car running the Mille Miglia this year started life in 1930 as one of the company’s first showroom demonstrators, and is still performing eight decades on. With its classic British Racing Green livery and distinctive exhaust note, the Blower is one of the most instantly recognisable cars of all time.</s>

<s>[INST] Who are the main participants in the following event? [/INST] MIDCOAST — The North American Vintage Bentley Meet kicked off May 18 at the Owls Head Transportation Museum. Around 30 vintage Bentley cars, ranging from 1921 to a more modern 2014 model, adorned the tarmac at the museum while club members toured the museum and eventually took turns in a driving skills test. This was the starting point for the club’s North American Tour and they were to continue to roam around New England from here. The members of the club began their visit at the Samoset Resort in Rockport, and toured the area around Rockland, Port Clyde and the Marshal Point Lighthouse before returning to Owls Head and the museum. They then headed to Hope, where they met with Andy Swift and toured his antique fire engine restoration business, Firefly Restorations, before hitting the road for a drive to Mount Desert Island and a stop in Bar Harbor. Vintage Bentley automobiles are some of the most prestigious cars in the world. Bentley cars at the meet were brought in from California, Arizona, Missouri, Texas and New York. Though not driven to Owls Head, the cars were shipped in and driven around the area.</s>

<s>[INST] What event is described in the following response? [/INST] I’ve never seen ONE of my columns generate as much controversy as the one I did in the March 2 issue (“Can’t We Just Get Rid of Ethanol?”). I have an ethanol-fuel vehicle—my E85 Corvette—and it runs fine on ethanol. We built it that way. It’s fast!</s>

<s>[INST] Who are the main participants in the following event? [/INST] Today’s cars with modern fuel systems run fine on ethanol-laced gasoline. My old cars don’t; but I have no choice. I guess that’s my main complaint. It’s like having to eat every meal for the rest of your life at the same place, even though you know the food they serve might make you sick. In California, every fuel (even racing gas) has to have ethanol in it. That doesn’t seem right, that we’re not allowed to make a choice. As I made clear in my previous column, older motorcycles, antique vehicles, small gas engines—ethanol hurts them all. Judging from the comments we’ve seen, readers (more than 95 percent of the responses) agree with me. I suppose any number of those folks could have some financial interest in their stance, but just the same … if ethanol is so good, let people choose to buy it. If non-ethanol gasoline is 10 cents or 20 cents per gallon more and people are willing to pay the difference, they should be allowed to do it. Perhaps I was remiss in the March column in not mentioning enough that we can’t choose. Ethanol people are calling me a hypocrite, but the fact that using the stuff is made mandatory is unfair. People have sent me photos of fuel regulators and fuel pumps that have been ruined by ethanol. One guy had an ’89 Corvette, and the fuel system was all rusted out because of the switch to ethanol. I have heard about these problems from enough people. It’s not like I’m sitting here making all this up. The critics are mostly people involved in the ethanol industry. I have a lot of 25-year-old and even older cars that I use all the time that run terribly on ethanol. One last time: All I am asking is, let us have a choice.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] There have been a lot of old-car fires lately. I went through the 70s, the 80s and most of the 90s without ever having read much about car fires. Suddenly, they are happening all over the place. Here’s one reason: The ethanol in modern gasoline — about 10 percent in many states — is so corrosive, it eats through either the fuel-pump diaphragm, old rubber fuel lines or a pot metal part, then leaks out on a hot engine … and ka-bloooooie!!!</s>

<s>[INST] What is the main topic of the following response? [/INST] As someone who collects old cars, and keeps them up religiously, I am now replacing fuel-pressure regulators every 12 to 18 months. New cars are equipped with fuel lines that are resistant to ethanol damage, but with older cars, the worst can happen — you’re going down the road, and suddenly your car is on fire. There’s more. I find that gasoline, which used to last about a year and a half or two years, is pretty much done after a month or so these days. If I run a car from the teens or 20s and fill it up with modern fuel, then it sits for more than two months, I often can’t get it to start. Ethanol will absorb water from ambient air. In a modern vehicle, with a sealed fuel system, ethanol fuel has a harder time picking up water from the air. But in a vintage car, the water content of fuel can rise, causing corrosion and inhibiting combustion.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] It gets worse. Ethanol is a solvent that can loosen the sludge, varnish and dirt that accumulate in a fuel tank. That mixture can clog fuel lines and block carburetor jets. Blame the Renewable Fuel Standard. This government-mandated rule requires certain amounts of ethanol and other biofuels be blended with gasoline and diesel fuel. But when Congress first passed RFS as part of the Energy Policy Act in 2005, our demand for energy was increasing. Today, it’s the opposite. Total demand for fuel has decreased thanks to more-efficient vehicles, more hybrids and increased environmental awareness. The EPA is set to release the 2015 standard in June. Meanwhile, some legislators are pushing to reform or eliminate the Renewable Fuel Standard entirely.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] I just don’t see the need for ethanol. I understand the theory — these giant agri-business companies can process corn, add the resulting blend to gasoline and we’ll be using and importing less gasoline. But they say this diversion of the corn supply is negatively affecting food prices, and the ethanol-spiked gas we’re forced to buy is really awful. The big growers of corn have sold us a bill of goods. Some people are making a lot of money because of ethanol. But as they divert production from food to fuel, food prices inevitably will rise. Now, if you don’t mind paying $10 for a tortilla... Last week, I went to start up one of my Duesenbergs. When I pulled out of the spot where it had been parked for about a month, I saw a huge pool of gas. I looked at it while it was running and saw gas just pouring out. “OK, I’ve got to buy another fuel regulator.” I pulled it out and opened it up. The fiber diaphragm was eaten right through. Should manufacturers make diaphragms for old cars out of modern materials like Viton or Teflon? Yes, they should, but not all of them do. Consequently, your chances of a fire remain. Here’s another problem: When you have vehicles with fuel cells in their gas tanks, ethanol tends to eat the coating out of the fuel cell. If you have an old motorcycle and redo the fuel tank, the first thing you do is seal the tank with some sealant. It’s generally a cream or a gray color, and it looks like you painted the inside of the tank. On a lot of my bikes now, I’ll open the gas tank and I’ll go in with a long set of tweezers. I’m pulling out sheets of this coating. Really, it comes out in 6-inch strips. The ethanol is just eating it up and clogging the fuel pump because it’ll move around as a sheet of material and block the opening. With cars like my McLaren F1, if I buy a 55-gallon drum of VP racing gas, the fuel cell will last twice as long.</s>

<s>[INST] What details can you share about the following response? [/INST] It’s time for us as automobile enthusiasts to dig in our heels and start writing to our congressmen and senators about the Renewable Fuel Standard, or we’ll be forced to use even more ethanol. Most people assume, “Oh, that’ll never happen. They’ll never do that.” Remember prohibition? In 1920, all the saloons were closed. It took until 1933 before legal liquor came back. Most people don’t really look at what goes into their car. Obviously, the days of high-octane gas like Sunoco 260 are long gone. Those of us with older vehicles are the ones who end up paying the price. The car manufacturers don’t care. They don’t mind if your vintage car burns up or breaks down. They want to sell you a new one. It’s hard for enthusiasts. We really have nowhere to go. So write those letters, but I also suggest you drain and clean your old car’s fuel tank, use a quality fuel-tank sealer that’s impervious to ethanol, replace fuel filters, keep all the screens clear and use a fuel stabilizer (added to a full fuel tank), if your car is to be stored for the winter season. Oh, and keep a fire extinguisher handy.</s>

<s>[INST] What is the main topic of the following response? [/INST] Years ago I owned a Bentley, NF 3906; and I spent many hours bringing it back to life. The story has never been told because Brian Morgan had written his account of a rebuild in ‘The Review’ and it made me ashamed at my feeble effort. However whilst browsing through an old copy of ‘The Review’ (January 1961), I found an article 'GT 8773 is tidied up'. In it I noticed some parallels with my efforts with NF 3906. Also in a recent 'Review' an article on ‘Why I own a Bentley’ with a footnote from the Editor 'Any more reasons'. That footnote more or less tipped the scales and although I don’t now own a Bentley, I did once and here’s why and how.  Continued...</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] When the ordinary model of the Austin Seven made its appearance in the year 1923, few motorists had the slightest idea that it was destined to reach the high position it occupies to-day in the esteem of the sporting motorist, and the present "Brooklands" Super-Sports model certainly opens up possibilities for many a keen owner to whom the ownership of a really fast car had previously been a cherished ambition.   Continued...</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] Sporting Cars on Road & Track: The Super-Sports Austin Seven By 'Open Throttle' Published in "Motor Sport", February 1925 When the ordinary model of the Austin Seven made its appearance in the year 1923, few motorists had the slightest idea that it was destined to reach the high position it occupies to-day in the esteem of the sporting motorist, and the present "Brooklands" Super-Sports model certainly opens up possibilities for many a keen owner to whom the ownership of a really fast car had previously been a cherished ambition. If the successes of this model have caused astonishment among racing men in our own country, its remarkable feats on the Continent have created something in the nature of complete bewilderment to the followers of road and track events across the channel, where it has literally swept the board in competition with ultralight cars of long-standing reputation. I had long looked forward to an opportunity of trying one of the latest models over my own pet testing ground, to see whether the little Austin, in racing trim, possessed roadworthy qualities comparable with its track performance, and the car used for the purpose was taken straight from the stock of Messrs. George England, Ltd., who are responsible for the various modifications of this particular model, the chassis being, of course, supplied by The Austin Motor Company, Ltd. Observations as a Passenger. In accordance with my usual testing practice, I decided to travel for the first few miles in the passenger's seat, in order to observe points about the car which one is liable to overlook when taking the wheel immediately. The first thing that impressed me was the amount of room for a passenger of average dimensions, and that no sensation of being cramped exists. The pneumatic upholstery is quite delightful and the riding position gives one the impression of being part of the car, which is increased by the correct angle of the squab and the foot-rest, the latter providing a housing for the accumulator. The first hill was approached by a blind right hand bend, and though the driver had no previous knowledge of the somewhat tricky turn, his quick manipulation of the gear showed that the Austin is certainly very handy to control. In fact, at this early stage of the test, it appeared as if there was at least 20 h.p. available under the bonnet, instead of a modest "Seven." Part of the course included some long straight stretches, with a very rough surface, and this provided an excellent test for the suspension system when travelling at high speed. On one occasion the rear springs " bottomed " over a double pot-hole, but as the combined weight of the passengers amounted to well over 23 stone, this could not be wondered at. Subsequently I discovered that the rear shock absorbers were adjusted rather too tightly, which undoubtedly had some influence on the suspension generally. Hedsor Hill is somewhat deceptive as a brake testing gradient, for the sharp turn half way down necessitates the sudden application of the brakes, but the car was kept well in control by the use of the front and rear wheel brakes alternatively, even when making a very fast descent. On this particular car, it appeared that the brakes were a little fierce in action, probably due to want of a good run in, but otherwise I could make no adverse comments. Hill Climbing Tests. I took over the wheel at Bisham and being well acquainted with the hard climb through the woods to Winter Hill, wondered if the Austin would require a spell of bottom gear. At the foot of this hill I dropped into second gear and the rev, counter immediately went up to 3,500, which dropped slightly on rounding the hairpin bend. At first it seemed as if bottom gear would be needed, but I had underestimated the Austin acceleration, for on getting into the straight again, on the next part of the climb, the revolutions rose to just over 4,000, thus enabling me to use top gear before the summit was reached. The greasy surface at the hairpin bend seemed to present great opportunities for a first-class skid, but though I actually tried one, the little car kept to its even course and refused to oblige even with the slightest suspicion of tail-wag. Though the car is not obviously intended for colonial conditions, I could not resist the temptation of .trying it at a " stunt " hill in the neighbourhood. I think this particular hill is very little known at present. It boasts of a very greasy limestone surface, crossed by two deep water courses and a maximum gradient of between i in 3 and I in 4. The severity of the hill may be judged by the fact of a notice board stating : "Motor Vehicles Not Allowed Through Here," it having been discovered last year when attempting to find a gradient which an Alvis Sports would not climb. Perhaps I was guilty of attempting the first part of the climb at too high a speed, as unfortunately one of the wheels slipped into a water course, which pulled the car up with a jerk. As this occurred at the very steepest part of the climb, it was intended to run down and try again ; but on making an attempt to get away, I found to my surprise, that with the aid of the 14.5 to r bottom gear, the car pulled itself out with ease and finished the climb on top without the least signs of distress. Touring Comfort. On concluding the test for hill climbing, the return journey was made over good roads, which gave the opportunity of judging how the car would behave under ordinary fast touring conditions. At a speed of 5o miles an hour, it seemed as if one could keep on driving for ever without fatigue, though naturally one has to become accustomed to the difference between driving a miniature car and one of the ordinary dimensions. Whilst it holds the road admirably, the Austin Sports is distinctly lively, but gives no suggestion of the "pea on a drum" effect, of which it is sometimes unjustly accused. The engine gets on with its business in a contented kind of way and the careful selection of gear ratios never gives rise to an undue screaming, if the gear change is manipulated properly. The exhaust has a pleasant note and the careful tuning to which all models of this type are subjected results in a rhythmical roar, free of all spluttering or other irregularities at all engine speeds. Technical Observation. At the finish of the test, the Boyce motor-meter, fitted to the radiator cap, proved that the engine was remarkably cool, even after the long spells of second speed gear work in which we indulged. I can truthfully use the word "indulged," as the second gear is so delightful,that it was called upon on many occasions for the purpose of getting up a good speed on the level, as well as for surmounting steep gradients. On second gear there is no difficulty in attaining 4,000 revolutions per minute, and at no opening of the throttle can any trace of a "fiat spot" be detected. Two Zenith carburettors of the 30 H.K. type are employed, these being mounted on two induction pipes arranged between the three exhaust pipes leading to the manifold. A casual examination of the engine rev* eals very few departures from the standard lay-out, but consist in a high compression cylinder head, a high lift camshaft, and special pistons and timing gear. To permit of the high engine speeds, light Celerity valves are used in conjunction with double springs and specially designed tappets. Particular care has been paid to the lubrication system, which is effected by forced feed to the big-ends through the drilled crankshaft. The gear box is quiet in action and by the use of a special crown wheel and pinion, in the rear axle, the following ratios are provided : First speed, 14.5 to 1. Second speed, 8.17 to 1. Top speed, 4.09 to I. In its general construction and dimensions the chassis is standard, which is a tribute to the design of the original Austin Seven, but the body work is of a patent construction, framed in three ply and white wood, with aluminium panelling. To aid in securing a perfect streamline effect, a special undershield is fitted and both front and rear axle are " faired " in accordance with racing practice. Normally, the bucket seats are staggered to the extent of nine inches ; but can, if so desired, be made to suit the requirements of individual purchasers. The equipment includes Hartford shock absorbers, specially adapted to the springs, C.A.V. electric lighting and an A.T. revolution counter, calibrated to show miles per hour on top gear. A Boyce motor-meter is included as standard and the spare wheel is carried in a very ingenious manner in the tail, being readily accessible by the removal of the streamlined cover which projects a few inches above the top of the body. Plenty of luggage room is available behind the seat squabs' and another feature of the body construction is four sliding panels, giving access to the brake adjustment and regulators for shock absorbers. NORTH LONDON M.C.C. Prof. A. M. Low presided over the fifth annual dinner, a large party of members and guests were present. Professor Low spoke of the amenities of club life and the excellent record of the club in particular. He quoted as an example the London rally of motorists, held each Whit Monday, which attracted over 1,200 enthusiasts to the Alexandra Palace last June. Mr. Alan W. Day, the hon. secretary, stated that the 1924 season had been spoiled to a great extent by the continued bad weather, and that several of the more important events had been cancelled. He dwelt upon the inadvisability of the formation of numerous local clubs, a direction in which there has been considerable activity in the past few months, and pointed out that the best interests of the sport as a whole were not served by a multitude of small organisations who could never run events on a large scale and who rarely survived beyond their first season. During the past three years no fewer than eight local clubs have been formed in North and North West London, seven of which are now defunct. The various trophies and awards secured during the season were distributed, and special mention was made of the handsome Ivison Cup, presented each year by Mr. A. J. M. Ivison, vice-president, and of the Cuffe Cup, giVen annually by Mr. G. E. Cuffe, the late trials organiser, who is now in Assam. The engine capacity being only 747.5 cubic centimetres, qualifies the car for all sporting events in the 750 c.c. category, and as each example is sold with a " Brooklands " certificate of 75 miles per hour, it may be taken that there is every reason for expectir g a track speed of at least 80 miles per hour after the necessary amount of running in. The price of the machine in racing trim is £265, and a hood screen and wings can be fitted as extras if desired, though these take nearly To m.p.h. off the maximum speed. The Bentley Range of Models. As the Bentley Speed Model has achieved a worldwide reputation, one is rather too ready to think of the name in connection with sporting machines alone. The Bentley range of models includes all types, such as the two-seater, the four-five seater tourer and saloons, these various models being suitable for motorists other than the racing and sporting owner. Bradshaw Engines. We have received from James Walmsley & Co. (Preston), Ltd., Frank Street, Preston, an interesting booklet giving full details of the 350 c.c. overhead-valve Bradshaw engine. We understand that readers desirous of obtaining a copy can do so if they apply to Walmsleys, mentioning The BROOKLANDS GAZETTE, and enclosing stamps for postage. M.C.C. Souvenir. The Motor Cycling Club is issuing an artistically designed Souvenir to past and present members of the Club who have gained Gold Medals in any LondonEdinburgh Run. It is 2 in. in diameter, enamelled in two colours, and costs Io /—, Application for the Souvenir should be made to the Captain of the Club, Mr. W. H. Wells, Moss Hall Lodge, North Finchley, N. 12.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] As each year's racing season draws to a close, it is as well to give a critical glance at its results and notice the features which mark its story, and in. this way it is perhaps opportune to attempt to investigate what 1927 has brought forth. The past year cannot be said to have been brilliantly successful from the motor racing point of view, though it was perhaps better than 1926, but nevertheless it presents certain characteristics which are worth noting.   Continued...</s>

<s>[INST] What is the main topic of the following response? [/INST] This year the Annual Inter-University Hill-Climb took place as before, at Ewelme Down, on March 3rd, and resulted in a complete triumph for Cambridge, the scores being 61 to 23. There is no doubt that the Cambridge team were mounted on very much faster machines, as a whole, than their Oxford rivals, and were, in addition, perfectly adequate to handle their swifter vehicles.   Continued...</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] EXCELLENT racing was witnessed at Brooklands by a crowd estimated at between 20,000 and 25,000 people on Easter Monday, when the track season commenced with a very successful meeting. No one could possibly complain about the lack of thrills, for J. D. Barclay almost went over the top and regained control after one of the most remarkable skids ever witnessed on the track, whilst the crowd were also delighted by the wonderful performance of the supercharged Salmson, which driven by Mons. A. Goutte, sprung several surprises by putting up some most astounding lap speeds.   Continued...</s>

<s>[INST] What event is described in the following response? [/INST] The Easter Meeting of the B.A.R.C. The Car Racing Season Opens with an Exciting Meeting. Published in "Motor Sport", May 1926 EXCELLENT racing was witnessed at Brooklands by a crowd estimated at between 20,000 and 25,000 people on Easter Monday, when the track season commenced with a very successful meeting. No one could possibly complain about the lack of thrills, for J. D. Barclay almost went over the top and regained control after one of the most remarkable skids ever witnessed on the track, whilst the crowd were also delighted by the wonderful performance of the supercharged Saltnson, which driven by Mons. A. Goutte, sprung several surprises by putting up some most astounding lap speeds. As usual, the paddock presented a lively scene long before the racing actually started, and the enclosures were thronged by picnic parties in gay attire, evidently combining a Bank Holiday party in the open air, with the enjoyment of a good afternoon's sport. In the paddock there was the usual bustle of final preparations, for somehow it seems impossible for all the competitors to get ready in time to start without much titivating of the machinery, but this, though perhaps rather irritating for the drivers, adds a further flavour of excitement to the proceedings and keeps the public on tenterhooks as to how their money should be invested, where the mild flutters are concerned. The Easter Private Competitors' Handicap. Seven starters lined up for the first race, which was over a distance of 51 miles, starting and finishing on the Railway Straight. The latter arrangement is certainly one of the bad points of the racing from the spectators' point of view ; but perhaps some day or other the committee will see fit to provide stands so that the starts and finishes can be seen at close quarters instead of by the aid of field glasses, as is necessary at present. R. G. Moore on his Gwynne Special got away well with a start of i min. 7 secs. and for some distance held the lead from E. F. Walter on a Salmson. Then J. S. Spencer was seen to be making good headway on his 2-litre Sunbeam and was only a short distance behind Moore as the Fork was passed for the second time. On arriving at the Members' Bridge, Spencer had a useful lead and eventually won rather easily from C. S. Staniland, whose 2-litre Bugatti proved too fast for the Gwynne Special. Spencer's car was one of the Strasbourg Grand Prix Sunbeams, and his average worked out at 91.88 m.p.h. The Thirty-seventh 75 m.p.h. Short Handicap. This race attracted no fewer than fifteen starters, of whom R. T. T. Spencer on a green Austin Seven was sent off with 59 seconds start. Samuelson on another little Austin petered out on the first lap, but the firstnamed made very good use of his start and managed to hold it until the end, though he was seriously challenged by Vernon Balls' Amilcar, Gillow (Riley) and Oates (0.M.) following closely in their wake. Among the back markers Frazer Nash appeared to be very fast, but Felix Scriven's "No, No, Nanette" was certainly in a truculent mood, only consenting to come in a rather bad last. Since pensioning off his Austin Twenty Mr. Scriven has not had very good luck at Brooklands, but perhaps later in the season he may return to winning form. The two Salmsons driven respectively by George Newman and Captain Hazlehurst travelled well but could not get on terms with the leaders, the order of finishing being R. T. T. Spencer (Austin Seven), Vernon Balls (Atnilcar), Gillow (Riley) and Eyston (Aston-Martin). The winner's speed was 731 miles per hour. The Forty-seventh 100 m.p.h. Short Handicap. This race was noteworthy as providing the only false start on record at Brooklands, for by some misunderstanding Sir R. Gunter started off before the proper signal was given, and had to return to the post. The next man away was Mons. A. Goutte on the supercharged.Salmson, who passed Gunter before reaching the end of the Railway Straight, literally flashing past him at a terrific speed and putting up a lead which left the others no shadow of a chance, though Barclay (r.T. Vauxhall), Meeson (Vauxhall), J. R. Cobb (Nat) and Capt. Miller (Sunbeam) were all travelling very fast. In this race, J. G. P. Thomas slowed up towards the end, his engine apparently suffering from bearing trouble, for it did not appear again during the afternoon, much to the disappointment of the crowd. Gunter's Vauxhall was also in trouble after finishing and the contest was remarkable for the unexpected speed of the Salmson, which won at 101.07 m.p.h., a new record for a I,100 C.C. car for the distance, the previous record being 87.12 m.p.h. Before breaking down, Gunter managed to run into the second place, and Barclay's Vauxhall was third. Inquiries in the paddock after the race proved that Gunter's Vauxhall had suffered a mishap to the universal joint on the cardan shaft. The Twenty-second 90 m.p.h. Short Handicap. The general aspects of the fourth race were altered owing to the re-handicapping of M. Goutte and J. S. Spencer, the former losing 25 seconds and the latter 5 seconds, owing to their previous wins. Hazlehurst, the limit man, with 37 secs. start, and Capt. Waite, who started 10 seconds later, got going at a very good speed, but Turner, on the Austro-Daimler, rapidly made headway, with George Duller coming along in good style at the rear. He was driving Capt. Woolf Barnato's Bugatti, and went to the front after passing the fork for the second time. Until a few yards from the finishing post, it looked as though Hazlehurst's Austin would be second, but during the last few seconds, Turner flashed past, beating him practically on the post, making one of the closest finishes of the afternoon. Duller, who drove with his characteristic skill and dash, won this race at an average speed of 97 m.p.h., and some of the bookmakers seemed loth to pay up, owing to the unannounced change in drivers. The Brooklands Founders' Gold Cup Race. The star turn of the afternoon was robbed of much of its interest by the absence of J. G. P. Thomas, whose Leyland-Thomas had packed up in the third race. Kaye Don (Wolseley Viper) was first away, but was quickly overhauled by Barclay on the Vauxhall, with Cobb and Howey following. On the second time round, Howey's Ballot was gathering speed and travelling high up on the banking, passed the rest of the field with comparative ease. The Viper was suffering from a fit of misfiring and finished last, the race being won by R. B. Howey at r061 in.p.h., with Barclay (Vauxhall) second and J. R. Cobb, on R. Warde's Fiat, third. The Twenty-second 90 m.p.h. Long Handicap. George Newman (Salmson), with I min. 3 secs. start, held the lead from a field of ten, but his position was seriously menaced by a quickly moving little bunch of cars, comprising Waite's Austin, Eyston's Aston-Martin, and Barnato's Bentley. The above order of running remained unaltered until Frazer Nash ran into the third place. Whilst the leaders were fighting out a battle royal, things were happening in the rear, for Goutte was forging ahead with the speedy Salmson, and by the time the fork was reached on the final lap, he had overtaken all except Barnato's Bentley. A bad skid under the Members' Bridge had the effect of steadying Goutte down considerably, and this allowed Barnato to keep the lead he seemed in danger of losing to the Frenchman, and though the latter quickly made up the lost ground, he was unable to beat the Bentley for the first place. Barnato's speed was 108 m.p.h., the second and third places being gained by Goutte and Newman (Salmson) respectively. The Forty-sixth 100 m.p.h. Long Handicap. This race provided one of the most miraculous escapes that has ever been seen at Brooklands and left even the most hardened of racing men gasping with astonishment. H. W. Purdy was allowed 37 seconds start with his new Bugatti, and held quite a nice lead for the first lap, but obviously could not hold it for long from either Turner's Austro-Daimler or Woolf Barnato's Bentley. Turner was leading on the second lap, with Meeson (Vauxhall), Barnato (Bentley) and J. G. P. Thomas (Lanchester) following in the order named. At the Members' Bridge, Thomas performed one of his terrific swoops down from the banking, and thus gained a good lead. Then towards the end of the Railway Straight, Barclay attempted to pass another competitor, with the result that one wheel went over the top of the banking, shot up a cloud of dust, and shot backwards down the track, regaining control of his car after circling round at an appalling speed. Whilst all this was going on, Thomas and Barnato, who were just clear of Barclay, went ahead, the order of finishing being : J. G. P. Thomas (Lanchester), Capt. W. Barnato (Bentley), and E. L. Meeson (Vauxhall). The winner's speed was 100.26 m.p.h. The Thirty-seventh 75 m.p.h. Long Handicap. The appearance of the Donnet-Zedel, driven by Capt. Miller, was not regarded as anything very exciting 'by the handicappers, for it started early among the Austins and other small fry, even then failing to show any turn of speed. R. F. Oats, driving an 0.M., led at the end of the first lap, whilst Gillow's Riley was travelling very well. During the second lap a thrilling little scrap was seen to be in progress between two Sahnsons, driven by G. Newman and Capt. Hazlehurst, until the latter gradually drew ahead and began to get on terms with Oats, who was then leading. Just at the last, Hazlehurst put on a spurt and overtook the 0.M., and just managed to finish a few yards in front with an average speed of 87.10 m.p.h. Oats was second and G. Newman third. The Thirty-second Lightning Long Handicap. Only four starters lined up for the concluding event of the meeting, and Barclay received a great ovation for his pluck in turning out again after his experience in the Ex) m.p.h. Handicap. R. B. Howey, in the absence of J. G. P. Thomas, was the limit man, J. R. Cobb (Fiat) starting 2 seconds later. Eleven seconds later the flag fell for Barclay. E. L. Meeson was the first to start, with an allowance of 50 secs., followed by Barclay 19 secs. later. Then after a lapse of 12 seconds, the flag fell for J. R. Cobb (Fiat), and finally R. B. Howey was despatched as scratch man, in the absence of J. G. P. Thomas. Meeson led for nearly two laps, when Barclay passed him at a very high speed. Howey then came to the front, but did not prove fast enough to hold the lead from Cobb, who beat him for the second place, Barclay winning at 105.78 m.p.h.</s>

<s>[INST] Can you provide details about the activities mentioned in the response? [/INST] ANOTHER year has come to an end, another succession of epic battles has been fought out on road and track, and once more we may look back on the year that has passed and see how we stand for the future. There is no doubt that the 1929 season was eminently successful; we must see to it that the future is equally well filled with scope for the racing enthusiast.   Continued...</s>