The Cowra Crankhandle

Volume 25 No. 8

January 2018

Cowra Crankhandle Page 2

COWRA ANTIQUE VEHICLE CLUB INC. POSTAL ADDRESS: PO BOX 731 COWRA NSW 2794

ABN: 95 035 591 220 Public Liability Insurance No. AS A172000 PLB Fair Trading Registration No. Y1784746

Shannon’s web page http://carclubs.shannons.com.au/cavc Facebook web page http://www.facebook.com/CowraAntiqueVehicleClub?ref=hl

Name: Cowra Antique Vehicle Club BSB: 032820 Acc. 283380

PATRON: MAURICE RANDELL Molonglo’ Woodstock 2793

Ph. 6345 0283 maurice.randell@bigpond.com.au

PRESIDENT: MR RUSSELL DENNING – 39 Dawson Drive Cowra 2794

Ph. (02)6342 3117 Email: rd415@iprimus.com.au Mob. 0402078142

VICE-PRESIDENT: MR. WAYNE REEKS - 170 Seymour St Bathurst 2795

Ph. 02 6331 1553 Email: waynereeks@outlook.com

SECRETARY/ CMC DELEGATE: KATHY DENNING – 39 Dawson Drive Cowra 2794 (02) 6342 3117

Email: kathydenning@icloud.com

TREASURER/PUBLIC OFFICER: IAN REID -19 Gower Hardy Circuit Cowra 2794

Ph. 6342 1699

PLATES REGISTRAR/EDITOR: MR RUSSELL DENNING – 39 Dawson Drive

Cowra 2794 Ph. (02)6342 3117 Email: rd415@iprimus.com.au Mob. 0402078142

SCRUTINEERS: MR. KEN MASTERS

MR. STEVEN BARKER MR. RUSSELL DENNING MR. IAN REID MR. VIC BOWER

PROPERTY OFFICER: VIC BOWER - 17 Whitby St Cowra 2794

Ph. 0448079490 clbower56@gmail.com 14051

EVENTS / FUND RAISING COMMITTEE: All Financial Members

The Cowra Antique Vehicle club meetings are held on the 3rd Monday of each month at 7:30 pm at the Cowra Railway Station Clubroom

Opinions expressed in this magazine/newsletter are not necessarily those of the club or the committee. Information supplied to the editor for inclusion is published in good faith; therefore responsibility for its accuracy cannot be accepted by the club, its members or the editor. Materials are invited for inclusion in the magazine and should be forwarded to the editor bearing the name of the author. Materials submitted may be edited to improve clarity or for space purposes.

Cover: - Early Escort Police

Cowra Crankhandle Page 3

Happy Motoring Happy Motoring

Editor’s/Plates Notes

Another year has come and all is very quiet. We still would like to see more out on runs, even it if it just a visit to the Railway Station on Open Days. There is as always the small hard-core group that attend everything, then those that attend most things when they can. Then those we see often enough that they well and truly fulfil their obligation to the club. Then the remainder of the club we see on odd occasions. There are all sorts of reasons why members are unable to attend runs, the most probable reason I believe is the times we live, and everyone has such a busy lifestyle. Priorities also change, kids grow up, grandparents attend grandkid’s sport, there are just so many legitimate reasons which as plates registrar I fully understand that it is impossible for most members to be in the group that attend everything. The idea of having so many events in the calendar is so that members can at least have the freedom to choose and event that fits in with them. One event per month would actually reduce attendance; invariably the monthly run would be on a day where most have prior appointments or family matters. One thing for certain is that we get to go places that you would not normally consider, and always an eye opener like the recent Croote Cottage and Millthorpe Museum. Congratulations to June Seymour, 90th Birthday in February and doing extremely well still looks the same as the first day I met. It might just be the sense of humour that has a lot to do with staying so well. Joke I was standing at the bar one night minding my own business. This FAT ugly chick came up behind me, grabbed my behind and said, “You’re kind’a cute. You gotta phone number?” I said, “Yeah, you gotta pen?” She said, “Yeah, I got a pen”. I said, “You better get back in it before the farmer misses you.” Cost me 6 stitches…but, when you’re over seventy……………who cares? John Toohey

Ignition timing. Principles and setting. Correct setting of the ignition timing is one of the key factors in achieving reliable starting and efficient running on any motorcycle. A firm grasp of the principles involved and the reasons for the various settings can be helpful in diagnosing problems and carrying out adjustments. Basic principles Some confusion can arise from the terminology used relating to ignition timing so the following is a brief guide to the basics. When the spark occurs and the fuel air mixture is ignited the resulting ‘explosion’ drives the piston down the cylinder and the force of the explosion is transmitted to the crank to produce rotary motion. To produce the maximum effect the piston must be just past the top of the compression stroke as the explosion reaches its full potential. (And thus correctly positioned to be driven down the cylinder). It is to achieve this state that the spark is ‘timed’ so that the maximum force is exerted when the piston is in the correct position. The explosion itself takes a small, but measurable amount of time to reach its full potential after the spark occurs. Due to this slight delay in the explosion reaching its full potential the spark is delivered slightly before, or in ‘ADVANCE’ of the piston reaching the optimum position for power transmission. At engine speeds over about 1000 rpm, despite the variation in piston speeds, this time delay is treated as constant for machines fitted with a manually operated advance and retard, and in the case of the BSA M20 a figure of 7/16” before top dead centre (before the top of the compression stroke) produces the desired result…with the explosion reaching its maximum potential as the piston arrives in the optimum position.So, if the spark is incorrectly set in relation to the piston position and is occurring too early it is too ‘ADVANCED’ and if it is occurring too late it is too ‘RETARDED’. There is also another factor to take into account and that relates to the manually operated advance and retard facility provided. When the spark ignites the mixture the time taken for the explosion to reach its full potential is basically constant at all engine speeds. However, at slow engine revs (under about 1000rpm) the piston is moving far more slowly than it would be at say 5000rpm. Consequently although the explosion time is constant, the time taken for the slow moving piston to reach the ‘optimum’ position is longer and it effectively arrives at the correct

Cowra Crankhandle Page 4

position after the explosion has reached its full potential. The manual advance and retard lever provides the solution to this ‘slow speed’ problem. Using the lever the spark can be ‘RETARDED’, or made to occur later, allowing the piston the time to arrive at the optimum position. This is the reason why the ‘RETARD’ facility is only ever used at low engine speeds, to aid starting and whilst making slow running adjustments. By modern standards this entire system is regarded as too imprecise. Modern electronic ignition systems progressively and infinitely alter the spark timing throughout the rev range to suit piston speed variations. However, in the case of the older engines, with their low compressions, mild cam timing etc. the system is adequate, if not perfect. Preparations before setting the timing. As part of a restoration or after carrying outwork on the engine or magneto it will periodically be necessary to set/reset the ignition timing. This section details the procedures to follow and includes a few hints and tips. I will use the BSA M20 as the example here but the basics apply to all makes, after taking into account the different settings that may be required and the physical differences between engine types. I will also assume in this example that the mag/dyno unit is being fitted to the engine for the first time (e.g. after a mag or engine rebuild.) It should be considered ‘best practice’ and the most accurate method to set the ignition timing before refitting the cylinder head during an engine rebuild. Firstly with the mag/dyno off the engine set the maximum points gap to the correct figure (.012”). To do this turn the armature until the points are on the high point of the contact breaker cam and are fully open. Then using the correct mag spanners and a .012” feeler gauge slacken the fixed contact breaker locknut, adjust the contact to give the correct gap (.012”) and retighten the locknut. The next task is to lightly lap the mag drive gear to the taper on the drive end of the mag armature, using some fine grinding paste. This will ensure a good fit of the gear to the shaft and will result in the taper performing its job correctly as a ‘locking’ mechanism when the gear is fitted at a later stage. Use the same method as if lapping in a valve, removing and turning the gear periodically after a little lapping to produce an ‘even’ fit. When a good fit has been achieved by this method carefully clean the end of the armature and the inside of the gear to remove any residual traces of grinding paste. Also take this opportunity to check that the magneto drive gear retaining nut will screw easily onto the armature. If it is a little tight run a tap through the nut and retest. The thread is 3/8BSF. If the nut is still tight carefully dress the armature thread with a knife edged needle file to remove any burrs. If it is necessary to clean up the armature thread with a die set it to be as ‘open’ as possible and progressively take LIGHT cuts to clean the thread. DO NOT use anything more than ‘hand pressure’ on the contact breaker assembly to stop the armature turning. If a spanner is applied here and excessive force is applied permanent damage to the contact breaker end of the armature is likely. The mag/dyno can now be fitted to the mag platform, taking care to position the four locating pegs in the mag base correctly in the slots machined into the platform. Fully tighten the mag/dyno retaining straps. Now refit the mag drive gear and check the mesh of the gear teeth between the mag drive gear and the large intermediate gear. There should be perceptible but minimal free play between the two gears. If the mesh is too tight the fit will need to be adjusted. Overly tight gear meshing will cause a whining sound when running and

Cowra Crankhandle Page 5

exerts excessive loads on both the magneto drive end bearing and the intermediate gear bush. To adjust the mesh it will be necessary to remove the mag/dyno and fit shims between the base of the unit and its mounting platform. Shims should be .005” thick. Make these adjustments until a satisfactory meshing of the gears is achieved, not forgetting to fully tighten the mag/dyno straps at each stage and after completion of adjustments. Also remove the drive gear after adjustment. Next refit the ignition advance and retard cable to the handle bar adv./rtd lever and the magneto body, adjusting the free play of the cable using the adjuster at the mag end to give minimal ‘free play’. With the cable fitted and adjusted preparations prior to setting the ignition timing are complete. Setting the ignition timing. With the mag drive gear removed the engine and the magneto are separated and each can now be set in its correct position. Instructions here assume the cylinder head is not fitted. Instructions for setting timing with the head in place can be found in the last section of this piece. The correct position for the piston (BSA M20) is 7/16” before top dead centre on the compression stroke i.e. with both valves fully closed and the tappet heads free to rotate. When it has been determined that the engine is on the correct stroke bring the piston to the top dead centre position (to the top of its stroke). The piston should be flush with the top face of the cylinder in this position but if it is below the top face this distance must be measured (in thousandths of an inch) using a depth micrometres or clock gauge and the figure noted. If the piston was flush with the top face of the cylinder now set the depth micrometres to 7/16” (.437”). If the piston was, for example .010” below the top face of the cylinder add that amount to the setting. Using the example above the final setting would thus be .447”. Next turn the engine in the opposite direction to normal running (viewed from the timing side turn the engine anti clockwise) until the piston is approx. 3/4 of the way down the stroke. Place the depth micrometres onto the top face of the cylinder with the shaft protruding into the cylinder. Now slowly turn the engine in the direction of normal running (viewed from the timing side turn the engine clockwise) until the crown of the piston just contacts the depth micrometres. The piston position is now set. The magneto must now be set in the correct position. Timing is set on most machines with the magneto contact breaker cam in the fully advanced position. This can cause some confusion as the design of the magneto was changed post war and a magneto of either type could be fitted. The simple way to determine which type is fitted is from the position in which the adv./rtd cable enters the mag body. Viewing the mag from the contact breaker end, if the cable enters to the right of the contact breaker assembly the contact breaker cam is set fully advanced when the cable is pulled tight by the handlebar adv/rtd lever. If the cable enters the mag to the left of the contact breaker assembly the contact breaker cam is set fully advanced when the cable is slack. Having determined which type is fitted set the contact breaker cam in the fully advanced position with a ‘slack’ or ‘tight’ cable as appropriate. NOTE: Viewed from the contact breaker end the direction of rotation of the magneto when running is clockwise on the BSA M20. On some machines, the Norton 16H for example, the direction of rotation of the mag when running is anti-clockwise. In these cases the settings are reversed If the adv/rtd cable enters the mag body to the left of the contact breaker the cam is in the fully advanced position when the cable is pulled tight, if it enters on the right of the contact breaker assembly the cam is in the fully advanced position when the cable is slack. The contact breakers must now be set so that they are just on the point of opening (this is the point at which a spark is produced). Note that viewed from the contact breaker end the direction of rotation of the mag when running is clockwise. (BSA M20). Turn the magneto in the direction of normal running until the contact breakers are laying at roughly the ‘7 o’clock’ position. The contact breakers will now be fully closed. Carefully lift the moving contact breaker and insert either a .001”-.0015” feeler gauge or a cigarette paper between the contacts. Allow the contact breakers to close again to trap the feeler/paper between the contacts. Now continue to turn the armature slowly in the direction of rotation whilst exerting a small degree of tension on the feeler/paper. At about the 11 o’clock position the contact breakers will start to rise on the contact breaker cam and the feeler/paper will be released. This is the ‘point of opening’ and is the correct setting for the mag. If you are unfamiliar with the procedure some practice may be required to achieve the correct degree of (constant) tension and to set the contact breakers at exactly the right point. Repeat the procedure as necessary until you are sure the mag is correctly set. The ‘cigarette paper’ method is the traditional one and with practice is fairly accurate. However, a modern electronic devise is now available which

Cowra Crankhandle Page 6

can achieve the correct result with more certainty. These are advertised in the classic motorcycle press and having bought one I find it a much easier method . It is worth considering the extra expense if your intention is long term ownership. Having now set the mag and the piston in the correct position the next job is to refit the mag drive gear. Once fitted and secured it is not possible to remove the mag drive gear without the correct puller. It is quite possible that the settings may alter during the fitting and tightening of the gear, in which case the process must be repeated. Therefore it is essential to have this tool to hand before proceeding. First carefully replace the mag drive gear, taking care to engage the intermediate gear teeth correctly and to locate the boss on the back of the mag drive gear into the drive gear oil seal. Applying an even pressure push the gear ‘home’ onto the mag armature until it is fully ‘seated’ on the taper. Next, the gear must be driven onto the taper using a hammer and suitable piece of tube (a socket can be used as an alternative). Apply a sharp blow to the end of the tube/socket, taking care to avoid damaging the armature thread where it protrudes through the gear. This will ‘lock’ the gear to the taper. Refit the mag drive gear retaining nut, screwing it fully in by hand. The nut can now be tightened using a suitable ring spanner or socket. Whilst tightening the nut it can be beneficial to use a wide bladed screw driver fitted between the teeth of the mag gear and the intermediate gear to prevent them from turning. Apply slow, even pressure when tightening. During the final stages of tightening it is likely the engine/mag will rotate a little and it is possible that they will have moved in relationship to each other. For this reason always check the settings after completion of the work. Turn the engine over until it is on the compression stroke and the contact breakers are in the 7 o’clock position. Then put the feeler/paper between the contacts as previously described. Also put the preset depth micrometer back in position on the cylinder top face. Slowly continue rotating the engine until the feeler/paper is released by the contact breakers. At this point the piston crown should just be contacting the depth micrometer. If this is the case then the timing is correctly set. A tolerance of .005”-.010” is acceptable. If the settings have moved during the tightening of the mag drive nut and the mag and piston are not correctly positioned in relation to each other the procedure must be repeated. If this is the case remove the mag drive gear, reset the piston and mag in their correct positions and fit the gear again. This can be frustrating but is entirely possible and it will often take more than one attempt to achieve the correct result. However, it is essential that the final settings are correct. Setting the ignition timing with the cylinder head fitted. The ignition timing can also be set with the cylinder head fitted to the engine. This method cannot be considered to be as accurate as making settings with the head removed as the method inherently includes a higher level of accumulated error. However, with care a reasonably accurate setting can be achieved. On top of the cylinder head, above the piston, there is a 1/4” cycle thread bolt screwed into the head casting. Removing this bolt allows access to the piston crown with a small diameter rod. A welding rod or similar small diameter bar is a suitable tool, cut to about 4” long. The procedures regarding the correct positioning of the magneto remain unaltered so begin by making this setting. Next turn the engine in the direction of normal running until the piston is at the beginning of the compression stroke (with both valves closed and the tappets free to rotate). Now insert the rod through the timing hole in the head but DO NOT release it. Continue to slowly turn the engine. As the piston rises towards top dead centre it will come into contact with the end of the rod which will begin to rise with the piston. As the piston reaches top dead centre (the top of its stroke) the movement will stop momentarily before the piston starts to fall again. The aim is to stop rotating the engine exactly when this momentary ‘pause point’ is reached. If the engine is turned too far and the piston begins to fall, remove the rod, wind the engine backwards to the starting point and repeat the procedure. Once the ‘pause point’ has been correctly set, sight across the boss that the bolt sits on when fitted and using a

Cowra Crankhandle Page 7

sharp scriber make a mark on the rod. This is the top dead centre mark. Now remove the rod and using the scriber and a steel engineers rule carefully scribe another mark 7/16” above the tdc mark. Make this measurement as accurately as possible. Following the procedures previously described turn the engine backwards to the starting point, insert the rod and slowly turn the engine forwards again. As the piston (and rod) rise sight across the timing bolt boss and watch carefully for the (7/16”) mark on the rod to emerge and line up with the boss. When this occurs the piston will be set at 7/16” before the top of the stroke. Having previously set the mag position the mag drive gear can now be refitted as previously described. After fitting check that the contact breaker opening point and the (7/16”) mark scribed on the rod are both in the correct positions at the same time. When replacing the timing bolt ensure an annealed copper washer is fitted under the head to avoid any leakage of air into the cylinder. If the engine is fitted to the bike when using either of the timing methods described it is a good idea to select a high gear and ‘jog’ the back wheel to turn the engine either backwards or forwards as required when making piston position settings. With practice this method enables small increments of piston movement to be made. Conclusions. Correct setting of the ignition timing is vital for the engine to produce the maximum amount of power possible by converting the combustion forces generated in the cylinder into movement of the crankshaft. Any inaccuracies will diminish the amount of usable power produced and increase the amount of wasted heat fed into the structure of the engine. Sidevalve types are particularly susceptible to damage caused by excess heat as the margins of safety in these hotter running engines are smaller .than in OHV types. Retarded ignition timing settings are particularly damaging and the engine should never be run with this condition prevailing. Early failure of the exhaust valve will be the likely result. Many people theorise that ‘near enough is good enough’ when it comes to ignition timing, particularly in the case of sidevalves that are in a low state of tune. However, it is these engines that will be the first to suffer failures if the proper degree of accuracy is not achieved when making these settings.

Ladies Page Roasted pork with peach and fig stuffing Ingredients Roasted pork 2.5 kgboneless rolled pork loin (see tip) 1 1/2 tbspolive oil 2 tbspsea salt flakes peaches, figs, chopped, to serve Peach and fig stuffing 1/4 cupolive oil 6 red eschalots, peeled 1 cupchicken stock 1/2 ciabatta, crusts removed, torn into chunks 1/2 cupbrown sugar 2 peaches, seeded, chopped 2 figs, chopped 1/2 cupsweet sherry 1/4 cupbrandy 1/2 cupcoarsely chopped pecans 2 tbspchopped fresh sage leaves 1 tspmixed spice Steps Roasted pork with peach and fig stuffing Preheat oven to 220°C. Weigh pork and calculate cooking time (allow 45 mins per kg for pork loin with rind).

Cowra Crankhandle Page 8

Make stuffing; in a frying pan, heat half oil on medium. Saute eschalots for 4-5 minutes until golden. Pour in stock and simmer for 5-10 minutes. Drain and transfer to a bowl. Toss bread in remaining oil. Heat a clean frying pan on high. Toast bread for 4-5 minutes until golden. Remove from pan. In same pan, stir sugar on medium until it melts. Add peach and fig and toss well with sherry and brandy. Cook, tossing, for 2-3 minutes. Add to eschalots with bread, nuts, sage and spice Place pork loin, rind-side up, on a clean surface. Pat dry with paper towel. Turn over and butterfly flesh. Arrange stuffing across centre of pork. Roll to enclose. Secure with kitchen string at 2cm intervals. Place in a baking dish. Drizzle with oil and sprinkle with salt. Rub into the rind. Bake for 25-30 minutes. Reduce heat to 180°C and bake for a further 1-1 ¼ hours until juices run clear. Transfer to a platter. Cover with foil and set aside for 15 minutes to rest. Carve and serve with figs and peaches. Tips For crispier crackling, keep pork uncovered in fridge overnight to dry rind.

Roasted cherry and chocolate cheesecake This decadent baked chocolate cherry cheesecake will be the star of any dessert spread and is the perfect way to make the most of the short and sweet cherry season this year. Ingredients Roasted cherry and chocolate cheesecake 250 g cherries, seeded, halved 250 g plain chocolate biscuits 100 g butter, melted 100 g cherries, extra, to serve Filling 3 eggs 3/4 cup(165g) caster sugar 500 g cream cheese, softened 100 g dark chocolate, melted Ganache 150 g dark chocolate, chopped 1/3 cup (80ml) pouring cream Recipe by Steps Roasted cherry and chocolate cheesecake Preheat oven to 160°C (140°C fan-forced). Grease a 20cm x 28cm rectangular loose-based tart tin (see Test Kitchen tips). Place halved cherries in a single layer on a baking paper-lined oven tray. Roast for 20 minutes. Cool. Meanwhile, process biscuits until fine. Add butter; process until combined. Press mixture over base and sides of tin. To make the filling; beat eggs and sugar in a bowl with an electric mixer until thick and creamy. Beat cheese in a medium bowl with an electric mixer until smooth; add egg mixture in two batches. Beat in the chocolate, then stir in roasted cherries. Bake for 20 minutes or until almost set. Cool cheesecake in oven with door ajar. To make chocolate ganache; combine chocolate and cream in a small saucepan; stir over low heat until chocolate is just melted. Cool for 10 minutes before using. Drizzle chocolate ganache over the cheesecake. Decorate with extra cherries. Tips Suitable to freeze. If you don’t have a removable-based tin, you can use a slice pan that is close to the size. Line the base and sides with baking paper, extending the paper 5cm over sides.

Cowra Crankhandle Page 9

Christmas Light Run 23rd December

Excellent night, great fun and so many lights. My apologies also to all motorists -- the headlights have been cross wired and the high beam light is showing on low beam, so I drove all night on high beam. With that out of the way - WOW - there are some fantastic set ups clearly by the vote of all on the run Walker Street stood out. But there were so many others that were just sensational. A HUGE thank you to Rob who took over the lead after John missed the first lights on the list and Ian followed. Wasn't a hassle as within minutes we were all back together. Rob and family used a GPS to find the streets and from then on it was just sensational. Too hot and a few cars released that it was hot, Vic was first to pull out letting us know he would meet us at Macca's. Ian met us at Redfern St. as he had pulled out also. The rest finished the run. Rob was running low on fuel at the last lights headed off to fuel up, the rest headed to Macca's. Talked about the lights and everything in general. It truly was an extremely good night and some really fantastic lights. Vic Bower F100 Ray Heilman Mercedes John Toohey & Colleen Sydenham Modern Ian & Joyce Reid Healey 100/4 Kathy & Russell Denning Bugeye Robert Muir & Family HJ Ute Mark, Harley & Michelle Volvo 242gt Joke Global Facts About Sex At any given moment: FACT: 79,000,000 people are having sex - right now. FACT: 58,000,000 are kissing. FACT: 37,000,000 are relaxing after having sex. FACT: 1 old person is reading this joke You hang in there, sunshine! Submitted by Wayne Reeks

Open Day 31st December

Flat out as is becoming usual for open days. Lots of visitors and a good few members in attendance –

Cowra Crankhandle Page 10

some visitors were directed to the Station, by members on duty at Canowindra Driver Reviver, which of course is greatly appreciated. Even though it has been raining a lot of the plants are suffering badly from the recent hot days. Also regular watering hasn’t been enough. Just hope that a heavy soaking two days ago of 15mls overnight and a soaking today of the sad looking few, we hope they will survive. Faulty cistern in gents turned out to be from lack of use of the trough. The outlets were partially blocked and required cleaning. Corrosion of the brass in the outlets blocking the spray. Water did not empty out of cistern which prevented plunger from dropping down. Took some time to nut it out and get it working. Still a great time to sit and chat with fellow members at times during the day, lunch and after lunch the visitors slow down. This gives time for everyone to sit and chat. The last visitor left at 3:15 pm so it was a pretty full on day with only a few of the planned jobs completed. Planned to do some mowing – no petrol in mower, planned to put cover on platform light, too hot and too late in afternoon. Oh Well!!!!!! There is always next month Ian Reid Jaguar Dave Barron Paddy Hopkirk Mini Russell Denning Bugeye Ron Fazzari Standard 8 Vic Bower Triumph Toledo Kathy Denning Modern John Mooney HK Holden

Pic a Park 2nd January

Fantastic Superb weather, such a nice spot at Sakura Park overlooking the beauty of Cowra, when I first came to Cowra in 1983 my next door neighbour said that Cowra had changed, when she moved to Macassar St. there was not a green tree in Cowra. The shire council has done a fabulous job to make Cowra a green oasis in a sometimes drought stricken brown land all around. Once again a small group, funny topics about our early days with our partners, proposals and that sort of thing, plus a million other topics. No mosquitoes but flies biting, ouch they sure bit ferociously – even the aeroguard didn’t have much effect. This was after tea as we sat talking, biting so bad it was time to pack up and head home. Ian & Joyce Reid E Type Jaguar Vic Bower Ford F100 Russell & Kathy Denning Bedford J1

Happy Birthday February

4th

Kathy Denning 4th

Patricia Sheehan

7th

Diane Reid 7th

Elva Smith

7th

Judy Fazzari 8th

Peter Watson

Cowra Crankhandle Page 11

11th

Ron Fazzari 14th

George Smith

16th

Larry Nunn 16th

Vanda Catanzariti

21st

Kristine Arthur 22nd

Steve Barker

22nd

June Seymour

Happy Wedding Anniversary February

7th

Derek & Stephanie Brown

10th

Charlie & Sharron Thompson

Golden Memories Museum 13th January

What a fantastic place - going back again with better organisation such as morning tea and BYO lunch at the museum. Today we ran out of time to see everything due to our lunch schedule. Not only was it raining, by 12:30 pm everyone was getting hungry.

Lunch at Adelaide on Adelaide - fantastic service and ... well you can see in the photos on Facebook -- meals fit for a king.

Another great day thanks to all attending, what a fabulous group of people, pure fun all day long, lots of laughs and a great drive. You even got a lollipop if you were an exceptionally good boy.

Ray Heilman Mercedes Mark, Michelle & Harley Banks Modern Peter Hollier Modern Bike George Smith & Wayne Reeks Peugeot 504 Ian Reid Falcon Ute John & Colleen VW Kombi Russell & Kathy Volvo 242gt

Cowra Crankhandle Page 12

C.A.V.C. Annual Fee $25:00 Family Membership - Constitution is available in the Library

Club members list is no longer available due to misuse by a member. Club Merchandise

Car Badge $21:00 Lapel Badge $5:00 Caps $15:00 Dark Blue Polo Shirts $15:00 Light Blue Shirt $27:00 New Light Blue Shirt $36:00 Sloppy Joes $18:00 Winter Vest $26:00

Small Sticker “inside window” $5:00 Name – model – year plate (CAVC) $13:00 C.A.V.C. old number plates – offers Cloth Patches $10:00 Sticker Outside Window $5:00 NEW Windscreen Banner $15:00

Joke The Jewish Elbow… A Jewish grandmother is giving directions to her grown grandson who is coming to visit with his wife. "You come to the front door of the apartments. I am in apartment 301. There is a big panel at the front door. With your elbow, push button 301. I will buzz you in. Come inside and the elevator is on the right. Get in, and with your elbow, push 3rd Floor. When you get out, I'm on the left. With your elbow, hit my doorbell. OK?" "Grandma, that sounds easy, but, why am I hitting all these buttons with my elbow? ......... "What . ... . ... .. You're coming empty handed?" John Toohey

Driver Reviver Canowindra CAVC Saturday 24th December

Allan Shepherd Modern Bernie Rutter Holden HR Rodney Bowd Dave Beeken International C30 Truck Bob Grimshaw Ford F100

Tuesday 26th December Allan Shepherd Commodore Bernie Rutter Holden HR Rodney Bowd Ford Anglia Dave Beeken Ford F-350 Bob Grimshaw Modern

31st December Allan Shepherd MG Bernie Rutter Holden HR Rodney Bowd Ford Anglia Dave Beeken International C30 Truck Bob Grimshaw Ford F700 Larry Nunn Jaguar XJ6

Monday 1st January

Allan Shepherd Holden Commodore Bernie Rutter Holden HR Rodney Bowd Ford Anglia Dave Beeken Chev 1500 Bob Grimshaw Ford F100 Larry Nunn Ashley Oborn Humber

MINUTES of CLUB MEETING January 2018

No 8 Meeting conducted by President: Russell Denning

1. Present: o John Mooney, Russell & Kathy Denning, Ian Reid, Peter Hollier , Warren Kinney, John Toohey, Colleen

Sydenham, Ron Fazzari, George Smith, Rodney Bowd, Bob Grimshaw, Kevin Broad, , David Barrand, Dave Beeken, Vic Bower, Alan Shepherd, Wayne Reeks, Derek Brown

Visitors: Nil

Cowra Crankhandle Page 13

o Apologies: Kevin Thrupp, Sonya Hollier, Bob & Mary Gittoes, Moya Randell, Maurice Randell, Larry Nunn, Marilyn Reeks, Bernie Rutter, Ray Heilman,

2. Minutes of Previous Meeting: Moved by: Wayne Reeks Seconded by: Vic Bower

3. Business arising from minutes. o Nil

4. Treasurers Report: Moved by: Ian Reid

Seconded by: Dave Barrand 5. Secretaries Report

Correspondence IN:

11 Magazines

Ray Heilman email address

Sympathy email from Young Club Editor Angus

Model A club confirming magazine & email address

Confirmation of email address Dave Barrand

Call for monthly Events Cowra Tourism

Email confirmation Wagga Wagga Club

What’s on In Cowra

Call for February events – Tourist Office

Invitation and entry to Crookwell Potato Festival 12th May 2018

Kevin Thrupp – fix light – email

Driver Reviver Roster

Invitation to Council Virtual Museum -31st January

Coleman’s Office Invoice – Toner & Staples $209:00

Update on Defibtech – sales - email

Correspondence OUT:

Kevin Thrupp re repair clubroom light Moved by: Kathy Denning Seconded by: Wayne Reeks

6. Editors Report: o Magazine Folding 7:15 pm

7. Plates Registrar Report:

Travel Permissions

Extra Movements NCE o Munday cars – service run, test and Christmas lights – various days o Larry Nunn – Jaguar – Service Run to Cowra – spare parts – 28/12/17 o Peter O’Sullivan - 27 Chev Saturday the 6/1/18 at 3pm in Cowra o Dave Barrand – Mini – Joining ACT Mini Club 13th January o Dean Angrave – BMW – Orange 15th January

New Registrations o Nil

8. Past Events:

Discussed as per Calendar 9. Future Events

SEE EVENTS CALENDER.

Australia Day 10. Supper Roster:

February – Kathy Denning

March – Vic Bower 11. General Business:

o Potato Festival Crookwell o Overnight Run to Gold Creek – expressions of Interest

Cowra Crankhandle Page 14

12. Meeting Closed: 8.21 pm 13. Next meeting: - Cowra Railway Station Clubroom. - 7-30pm.

Agenda: 1. Present 2. Apologies 3. Minutes of previous meeting 4. Business arising 5. Treasures Report 6. Secretary Report 7. Editors Report 8. Plates Report 9. CMC report 10. Property Report 11. Publicity Report 12. Librarian Report 13. Past Events 14. Future Events 15. Supper Roster 16. General Business Secretary Kathy Denning

Official Club Events Events 2018

JANUARY 26th Friday AUSTRALIA DAY Wombat with Coota & Young Club

26th Friday AUSTRALIA DAY Bryant Park with Mid-West Club depart at you leisure

26th Friday AUSTRALIA DAY Cook Park with Orange Club depart at you leisure

26th Friday AUSTRALIA DAY Carcoar – depart at you leisure

26th Friday CANOWINDRA DRIVER REVIVER

7:00 pm to 11:00 pm (1900-2300)

28th Sunday CAVC RAILWAY STATION OPEN DAY

9:00 am to 3:00pm – Call in for a free cuppa - visitors and other clubs welcome

28th Sunday COWRA DRIVER REVIVER 6:00 am to 12:00 noon

28th Sunday CANOWINDRA DRIVER REVIVER

8:00 am to 12:00 pm noon – (0800 – 1200)

FEBRUARY 6th Tuesday PIC-A-PARK 6:00 pm River Park

17th Saturday GNOO BLAS 8:00 am depart

19th Monday CLUB MEETING 7:30 pm Cowra Railway Station

20th Tuesday MAGAZINE FOLDING 7:15 pm Clubroom

24th Saturday SOFALA GAOL Depart 8:00 am – meet at back of old McDonalds Bathurst

25th Sunday CAVC RAILWAY STATION OPEN DAY

9:00 am to 3:00pm – Call in for a free cuppa - visitors and other clubs welcome

MARCH 6th Tuesday PIC-A-PARK 6:00 pm Bryant Park

10th Saturday

PROPOSED RAILWAY STATION RALLY

Yet to be organised

11th Sunday TEMORA RURAL MUSEUM OPEN DAY

Depart 7:30 am

Date to be decided

Saturday Or Sunday

TRACTOR SHED NEAR CUMNOCK

Departure time to be decided

19th Monday CLUB MEETING 7:30 pm Cowra Railway Station

20th Tuesday MAGAZINE FOLDING 7:15 pm Clubroom

25th Sunday CAVC RAILWAY STATION OPEN DAY

9:00 am to 3:00pm – Call in for a free cuppa - visitors and other clubs welcome

Cowra Crankhandle Page 15

APRIL 1st Sunday BATHURST BIKE RALLY

7th Saturday JAMBAROO CLUB VISIT Afternoon tea at station

8th Sunday SOAR RIDE & SHINE Bathurst – depart 8:00 am

16th Monday CLUB MEETING 7:30 pm Cowra Railway Station

17th Tuesday MAGAZINE FOLDING 7:15 pm Clubroom

MAY 21th Monday CLUB MEETING AGM 7:30 pm Cowra Railway Station

22nd Tuesday MAGAZINE FOLDING 7:15 pm Clubroom

JUNE Saturday MILLTHORPE MUSEUM Depart 9:00 am - morning tea at Museum – BYO lunch at Museum – Afternoon tea at Museum – date to be decided – so much to see – a full day to take everything in.

18th Monday CLUB MEETING 7:30 pm Cowra Railway Station

19th Tuesday MAGAZINE FOLDING 7:15 pm Clubroom

For Sale FOR SALE TRIUMPH TOLEDO – Extremely rare NZ import, only known two door in Australia, runs

extremely well. Club registered – not transferable – contact Vic 0448079490 $2,000

FOR SALE MAZDA 626 – Auto, on rust is cosmetic in boot lid – currently on Historic Plates – not

Transferrable $ 800 Phone Dennis 02 6342 4860

Cowra Crankhandle Page 16

FOR SALE 1984 Ford F100 – 302 V8 – recent engine and gearbox rebuild TRIUMPH TOLEDO – Extremely rare– contact Vic 0448079490 $8,000

Cowra Crankhandle Page 17

The CAVC thanks the following sponsors for their support and assistance in the publication of this newsletter Please acknowledge to the sponsors that you saw their add in the Cowra Crankhandle

This Space $30

Per year

Cowra Crankhandle Page 18

-- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- -- If undeliverable return to C.A.V.C PO Box 731 Cowra NSW 2794 The Cowra Crankhandle

Print Post Approved PRIORITY PAID PP 100001639

PRINT POST

100001639

POSTAGE PAID

AUSTRALIA