SPARKPLUGThe newsletter of the Letchworth Garden City Classic & Vintage Car Club

AUGUST 2017

The Chairman’s Bit

This imposing beast was spotted at Newby Hall in Yorkshire in July.

Despite some extensive internet hunting it has not been possible to determine exactly what model it is - does anyone know?

WHAT IS IT?

In the previous editiion I wrote the Chairman’s Bit a few days before the Picnic in June and fretted that the weather might let us down on the day. I need not have worried. We were blessed with blue skies and sunshine and, as I have now been told a great many times, the day turned into one of the most enjoyable of the eight Picnics that we have now run. Great venue, great cars, great people. What more could we ask for?

I include this photo as a reminder of the day because it is clear that everyone had a wonderful time and thoroughly enjoyed themselves - and that’s pretty much what it’s all about. The fact that we have been able to distribute surplus takings to worthwhile causes is an added bonus. I reiterate my thanks for David Davis for leading the team and to everyone who helped in any way to make it all happen.

N.S.

DAN ALBONE - LOCAL HEROBy ‘Plug Cap’

The story begins in a small market town in Bedfordshire on a Tuesday afternoon in April 1870. A sudden deluge erupts and the horses hauling grain wagons through the town to William Jordan’s Mill a mile away are slipping and stumbling on the wet cobbles. Saturated drivers throw tattered oil skins over their horses and wagons. Traders in the street market rush to get their wares under cover and shoppers, caught out, are hurrying by with shawls or hastily snatched potato sacks held above their heads.

Suddenly, annoyingly, weaving fast through this chaos there appears a boy, small for his nine years, oblivious to the wet and straddling a wooden boneshaker bicycle, the clattering of its iron rims spooking one horse and then another as it passes. Chasing after the boneshaker is a raggedy bunch of laughing and shouting children. ‘Dan, Dan, gissus a ride ! ‘

The town was Biggleswade and the small boy was Dan Albone, Biggleswade born, and today’s hero. The boneshaker was his ninth birthday gift and it was to be the founding inspiration for a lifetime of outstanding athletic and engineering achievement.

At nine years old in 1869 Dan was seldom off his crude boneshaker and just four years on he had manufactured his own more advanced cycle, using his mum’s kitchen range as a forge. With it he took up racing in the many club events of the day and according to contemporary reports, ‘he scooped every race he entered’.

At thirteen, already selling his bikes, he accepted an apprenticeship with a firm of local engineers. Then in his early twenties he created a small factory in sheds adjoining his dad’s pub and became a central figure in cycling sport, designing, making and supplying a diverse range of ladies and gents bikes and trikes to hundreds of satisfied clients. Records were set on Ivel machines, many by Dan himself and he became something of a legend. He even opened an Hotel for cyclists and this became a magnet for enthusiasts over a considerable distance.

When the internal combustion engine arrived, he was probably, in 1901, the first to put a proper motorised bicycle onto the emerging market and certainly the first with a lady’s model. His range grew to include motor tricycles and commercial versions.

Because the earliest petrol engines needed space, the car emerged before the motorbike and so it was that ‘The Ivel Motor Car’ was launched in 1898. At first it used a Benz motor of 8hp and at that time because there was little around to copy and certainly no experience to draw on, Dan needed to originate, more than innovate. His car had independent coil suspension to the road wheels with the body separately suspended on the chassis, anti bump steer, a self starter, choice of bodies and many other ‘ahead of their time’ features. Like all Ivel products it acquired an excellent reputation and it sold well. Dan Albone at forty had become a substantial cutting edge, vehicle manufacturer, a pillar of local business, sporting icon and stalwart of the community.

And at this point he sought to diversify - for two reasons. Firstly he was still working out of a collection of sheds and he could see that the growing popularity of motorised transport would require a volume production that he could not accommodate. And second, his frequent gruelling labours on his father’s

smallholding had made him realise the potential market for farming mechanisation.

Ransomes of Ipswich had produced the world’s first self-powered agricultural steam engine sixty years before and such machines were now well developed. But – whilst superb as a stationary power source, they were too heavy for field work. Ploughing, reaping and cultivating, etc., still required the farmer to trudge behind oxen or heavy horses, or to hire a pair of vast Fowler engines with a cable plough rig and an operating crew. At the same time, American manufacturers were experimenting with internal combustion engines to power traction-engine derived chassis, still too heavy for anything other than prairie farming or haulage. The practical, mechanised choice for the average English farmer was zero. So – his greatest achievement; Dan Albone designed the world’s first practical, general purpose farm tractor. THE IVEL AGRICULTURAL MOTOR.

This was a three wheeled machine with a flat twin petrol engine, a proper seat and steering wheel, two gears, a PTO pulley, plus couplings for a variety of implements that he also manufactured. It could pull a three furrow plough - a cultivator or mower or potato planter or drill. It could reap and bind and drive a thresher or a saw or a chaff cutter or a lifter. Even an ice making machine. This was one versatile machine and it was a revolution.

Dan was a celebrity already and a great self publicist. He advertised a lot and he ran weekly demonstrations of his tractor in an adjacent field. There exists a great deal of glowing, contemporary press covering the performance of his machines.

In the years that followed, The Ivel attained, amongst many others, ‘The Highest Award’ at The Royal Agricultural Society Show. Their report, even in 1906 states that ‘the only machine there worthy of mention was The Ivel’. Impressive; but the success of Dan’s tractors is best illustrated by the fact that four years after launch they were in use in no less than twenty-six countries as far away as Russia, New Zealand and Peru. Wow!

And before 1905 The Tractor had been demonstrated as an armoured car, field ambulance, fire engine, heavy road hauler and several other things.

So what happened next? How come today, everyone has heard of Henry Ford and Harry Ferguson, Case and John Deere and all the rest but D Albone rings but a faint bicycle bell with only a few?

Quite simply, in 1906, his heart suddenly stopped beating. Unlike R J Mitchell, he had no Joe Smith to pick up the reigns, and no further developments took place. Ivel died with Dan and the Receiver was called in during 1911. Thereafter, it suited those who followed to airbrush his significance.

But the first general purpose tractor, was it really invented in Biggleswade ? It is easy to be sceptical and (see above) The Ivel is not exactly prominent in the history books. But – consider the facts. In 1892 one John Froelich put a gasoline engine on a wooden chassis and called it a tractor. Trials were not successful and he only made the one. Hmm. Henry Ford produced the first Fordson in 1911 and John Deere after some fumbling, sold their ‘Overtime’ in about 1910. Ferguson didn’t play at all until about 1930. So Dan’s 1901 Ivel is a pretty solid contender!

In any event when you consider that starting pre the Penny-Farthing, Dan Albone pioneered the production of motorcycles, cars and finally a world beating agricultural range, he is right up there with the best inventive engineers of all time - a true local Hero !

Footnotes. An early Ivel Tractor rests in The science Museum and Ivel production number 301 is still touring English rallies. Two early Ivel bicycles are on display in the Shuttleworth Collection.

More reading-‘Dan Albone’ ISBN 1-85351-095-5 ‘The Ivel Story’ ISBN 0-9540222-6-2

CompetitionComing soon is a self-taught Hero who, amongst other things:

• Created the most famous motorcycle frame of all time.• Made and raced his own four wheel drive car in the 1950s.• Produced a four-wheel-drive vehicle that could take four soldiers

across a swamp and, if stuck, could be picked up by them and carried

• Manufactured and flew a range of autogyros.

The first person to mail the full name of this clever fellow to our chairman (nicksalmon@splinta.co.uk) will be presented with a bottle of exclusively imported Vin Rouge on club night.

Alfa and Wolseley

As something of a penance for being somewhat tardy with his membership renewal, your Correspondent has been persuaded to report on the above.

Montlhery circuit was opened in 1924 and combined a banked track with a road circuit. I believe the old road circuit is still there but it is not used these days. It is situated a few miles to the south of Paris, so could be reached without having to deal with the Peripherique. The fun and games which go to make up the VRM take place on a part of the banked track, which is much much steeper than Brooklands, and a loop which takes in part of the road circuit. I was delighted to see that at the opening meeting in October 1924 one of the races was for cars of up to 750cc and Austin 7s cleaned up!

The concept of the VRM is remarkably simple, in that only stuff made before 1939 is eligible. I say “stuff” advisedly as the entry, which comes from all over Europe including the UK, ranges from pure racing cars such as ERAs, Alfas or Bugattis to more humble things like A7s, Salmsons etc., through motor bikes of all ages and types, three wheelers, even down to push bikes and tandems.

This eclectic mix is divided into several groups, or ‘plateaux’ for the French speakers amongst you, roughly according to performance levels, and let loose on the circuit for a short period on what is delightfully termed a ‘demonstration’. Passengers can be taken and invariably are, which lends an air of authenticity to those cars which would have carried riding mechanics when racing. So there is no racing, but obviously the odd duel does develop during the course of events and virtually everyone takes the opportunity to fully extend whatever machinery they have brought. Add to this an autojumble, a static display, proper period costume and a relaxed atmosphere that the French are so good at, and you have the makings of a good weekend, and we were not disappointed.

It is a well known adage that every event starts when the regulations are published. Once again we were a bit on the slow side so missed the opportunity to enter the demonstrations but we signed the Austin up for the static show. The hardest part being to decide whether to have the 17euro lunch or the 23euro version. On the Friday the trailer was dug out from its resting place, car was polished and loaded and off we went up the A20 towards Paris. The sun shone and we proceeded full of hope and anticipation. Four hours later or so we arrived in the region of the circuit and found the instructions on accessing the circuit – which were in such small print that they were almost illegible! Suffice it to say that we spent the next two hours in the search for the place. There are not many spots in the area we did not visit; many more than once!

Eventually we emerged from chaos and arrived to find that all the staff had left some time before! This was not a problem as we were not alone in being after the closure time, so trailers and contents were unhitched and left to fend for themselves while the owners departed for their accommodations. My brother had come over with his much better half and had kindly arranged B&B, so we repaired there to take consolation in a glass or two of wine, as one does.

Saturday dawned a bit grey and before too long a gentle rain started which dampened enthusiasm on the track but nowhere else. Having retrieved Austin and trailer we went to sign in to get those all important lunch tickets. On enquiring where we should park the Austin we were told that anywhere would do. Imagine that at Silverstone!

As the day progressed the weather brightened up and the grins grew ever wider as yet another rarity was discovered being fired up or fettled. When was the last time you saw a Leon Paulet or two Bedelias or even a Cord? Morgans and Darmonts crackled, Maserati and Alfas bellowed and the occasional Veteran chuffed gently up and down the Paddock roadway.

Each plateau had a run out in the morning and again after lunch and as the weather improved and the track dried so speeds increased and we headed back to the B&B content in the knowledge that it would all happen again tomorrow, as indeed it did. I am pleased to report, I think, that both current Mrs H’s took a lively interest in proceedings, noting particularly the numbers of ladies present, both driving and passengering

As the demonstrations were drawing to a close the final Grand Parade was announced, open to all. So we rushed back and leapt upon the Austin, which promptly refused to start. It gave in after some strong words and a swing or two of the handle. So we joined the Parade which proceeded at a pace sometimes stately and sometimes quite lively for three laps of the banked track; joy unconfined!!

Real life was resumed on Monday morning, as brother’s flight was to leave Orly at 6.15am so alarms were set for 4am. Having safely delivered them to the terminal and retrieved the trailer from the circuit we wended a weary and contented way home, secure in the knowledge that this time we knew exactly where the journey would end!

The event takes place every two years, so put 11/12th May 2019 in your diary now. If you like your cars to be of a certain age, Montlhery is not to be missed and we are determined to be in the demonstrations next time!

Mere words cannot convey the sounds and scents of the weekend, but I am sure that many videos will appear on Youtube – have a look and be amazed at proper cars and bikes being properly used and at how far up the banking they are.

VINTAGE REVIVAL MONTLHERYBy Our Continental Correspondent, Tony Hodson

Dream on Antony...

Senechal record-breaker

Tony’s Ulster in the damp...

Excelsior track bike.

VRM regulations

Club ContactsChairman: Nick Salmon

07831 805455chairman@lgccvcc.co.uk

Vice Chairman: David Davis

Secretary: Jim Bassettsecretary@lgccvcc.co.uk

Treasurer: Tim Farr

Membership: Andy Beavanmembership@lgccvcc.co.uk

Press & Publicity: Nick Salmon

Picnic Committee Chairman: David Davies

Events: Les Jaworski

www.lgccvcc.co.ukPast editions of Sparkplug may be viewed and downloaded

from the club website.

Items for Sparkplug can be sent to nicksalmon@splinta.co.uk

Events 2017Club Meets are usually held at the Rising Sun unless otherwise stated. The summer mid-month meets may be held at other venues so check the website for latest info.

Monday 7th August Club Meet

Thursday 10th Aug Pirton RNLI Classic Car Show.

Sunday 13th Aug Pulloxhill. South Beds Classic Car Show.

Sunday 20th Aug Tewin Classic Car Show.

Monday 21st August Club mid-month meet.

Sunday 27th August Little Gransden Car & Air Show

Sunday/Monday 27th & 28th August - Knebworth Park Classic Car Show. Club stand on 28th. www.classicmotorshows.co.uk

2nd - 3rd September. Beaulieu Autojumble. www.beaulieuevents.co.uk

2nd - 3rd September. Peterborough Classic & Vintage Vehicle Show

Saturday 2nd Sept Buntingford High Street Classic Car Show.

Monday 4th September Club Meet

8th - 10th September. Goodwood Revival. www.goodwood.co.uk

Monday 18th September Club mid-month meet.

Monday 2nd October Club Meet.

Monday 6th November Club Meet.

Monday 4th December Club Meet

All information is given in good faith but no responsibility is accepted for errors.

UP THE FRENCH.In 1953 Jaques Cornet and Henri Lochon, two young Frenchmen, took time out from touring the length of America in their 375cc Citroen 2cv to drive it up Mount Chacaltaya in Peru.

As they ascended and the air became thinner and thinner the tiny engine struggled to breath. Bit by bit they jettisoned much of their luggage and then parts of the car. Finally, with one of them walking behind, they reached the summit at 17,780 ft.

This is believed still to be the world altitude record for a car. How the brakes performed on the descent is not recorded. But is this why 2cv drivers tell us size doesn’t matter?

Winning is everything. The only ones who remember you when you come second are your wife and your dog.Damon Hill

When I raced a car last it was at a time when sex was safe and racing was dangerous. Now, it’s the other way round.Hans Stuck

THE CATThe car itself was running well,

In fact when floored it went like hell,It steered alright - nuts pulled tight,Chassis straight - all seemed great.

Out runs a cat - Splat!Wasn’t speeding – just proceeding,

Ruddy brakes - were needing bleeding.Bleeding cat.

Anon.

H&H Duxford sale on 26th July.

This 1960 Mercedes SL which is in need of a polish or perhaps some light restoration was being sold with no reserve.

It made £50,000 on top of which there is the buyer’s premium of 12.5% + VAT.

At that price the rust on the floor must surely be worth a few quid as well!