The Newsletter of the Trojan Owners` Club 12 Dec (243).pdf · Trojan and many others used their pre-war and post-war Trojans to great effect in trials and shows. We were particularly

The Newsletter of the Trojan Owners` Club

December - Edition - 100th Anniversary Year

Issue No. 243 www.trojanownersclub.co.uk

Trojan Victory Van

Editorial Comment!

You may wonder how difficult it is to compose and send to us articles or a few lines for the newsletter, well nowadays even I can do it—so even if It is a few lines - email us at; [email protected] An article can simply be a word attachement. Pictures can be any normal Image format JPEG etc.. If you are not using a computer please post the Articles to us. Be careful with original valuable material which probably should only come to us by hand, please ring me on 07970 452747 (Carl) if you have anything to come in this way.

Contributions may be submitted in the following format(s) ;

Text / Words Microsoft Word or plain text or simply in the body of an email Pictures Any common image format—JPEG, TIF, BMP,PNG, etc Please send these individually as attachments to your email. Non Electronic Given the age of the marque, many pieces of the Information , articles and original photographs which would be of interest to members are likely to be a non- electronic form, in which case please arrange to get the item(s), by hand directly to us. We would not recom mend these sorts of things are sent through the post, especially if they are, in any sense valuable. Handwritten Can be accommodated with the aid of a friendly typist- these materials can be posted to us.

Receiving your submissions in this way gives the most flexibility over the placement, sizing and presentation of the materials.

Newsletter Editor

Club Officers & Committee (elected at the AGM 20.04.13)

ROLE NAME EMAIL TELEPHONE ADDRESS

President Derrick Grahamt [email protected] 01737 763643 Troylands, 10 St Johns, Redhill, Surrey, RH1 6QF

Vice President Graham Hocking [email protected] 00613 9727 3797 3,Carolanne Court, Mooroolbank, Victoria 3138, Australia

Chairman John Wilton [email protected] 02392 613490 103 The Crossway, Portchester, Hampshire, PO16 8NP

Secretary Chris Tordoff [email protected] 01763 852016 Grove House, 11 The Green, Steeple Morden, Herts, SG8 0NA

Treasurer/Membership Steve Potter [email protected] 01329 233615 Belvoir House, 23 Gosport Road, Fareham, Hants, PO16 0PH

Newsletter Editor Carl Tantum [email protected] 01428 609552 13 Grovers Manor, Wood Road, Hindhead, Surrey, GU26 6JP

Events Secretary Committee

Spares Secretary David Vincent [email protected] 01963 365770 15 Bakers Field, Stalbridge, Dorset, DT102FB

Archivist Roly & Pam Finn [email protected] 01353 778725 The Horse & Gate, Witcham Toll, Ely,Rd, Ely, Cambs. CB6 2AA

Development Officer Committee

Committee member Richard Franklin [email protected] 01933 868242 Briar Cottage, 25 High Street, Finstock, Oxon OX7 3DA

Committee member John Wilton [email protected] 02392 613490 103 The Crossway, Portchester, Hampshire. PO16 8NP

Committee member Frazer Sloan [email protected] 56 Brampton Close, Wellingborough, Northants. NN8 5XG

Club Register Richard Potter [email protected] 02392 712363 25 Rodney Close, Rowner, Gosport, Hampshire. PO13 8EJ

Ex-Officio Trojan Trust David Hambleton [email protected] 01865 390124 www.trojanmuseumtrust.org

Museum Representative

December 2013 Edition - 100th Anniversary Year Issue No. 243 Page No.2

‘The Van that

turned errand

boys into Delivery

Men !’

Our Chairman

leads from the

front not just on

our front cover but also in expertise. The quality and

attention to detail on John’s excellent Restoration is

amazing. In John’s words the Van was ‘completely

derelict’ when he acquired it. In 1978 it was owned by

Norman Webster and last on the road in 1961. It was

green originally and painted brown in 1978. It may have

been a ‘Grooms’ Vehicle, as John found a ‘G’ and an ‘S’

but they were Bakers and this Van definitely had ‘Wine

and Provision Merchants’ written on the part of the body

that remained. There was part of the body on the Chassis

but from the Windscreen back it was all rotten but

fortunately all the door hinges and brackets remained,

even down to the door locks. So this is a 12cwt. 1938

Victory Van with a PH engine which has been rebuilt, and

I believe Steve Potter helped with the engine. It was

necessary to re-pin the hinges on the passenger door

whereas the hinges on the rear and driver’s door were

OK. You can imagine much wear with the driver

continually getting out the passenger side !


In this issue

Federation of Brit-ish Historic Vehicle Clubs

(TOC is a member of this organisation)

The FBHVC exists to uphold the freedom to use old vehicles on the road. It does this by representing the interests of owners of such vehicles to poloticians, government officials, and legislators both in Uk and

(through membership of Federation Internationale des Vehicules Anciens) in Europe.

FBHVC is a company limited by guarantee, registered number 3842316, and was founded in 1988.

There are nearly 500 subscriber organisations repre-senting a total membership of over 250,000 in addition

to individual and trade supporters, Details can be found at www.fbhvc.co.uk or sent on application to the

secretary.

Really interesting articles on www.fbhvc.co.uk We receive the newsletters but too much to reprint.

Our Worthy Chairman John Wilton with his latest recreation 1938 Victory Van Front Editorial + Club Officers + John Wilton’s Victory Van details. 2

Pictures of Grayshott Social Scene. FBHVC 3

Report on the Grayshott Social 4

New Year Quiz ‘Taste of Phil Potter’s questions at the Social 5

Editors Jottings 6

The Commercial World — 2nd article by Leo Pratt 7

BT 8799 Roly Alcock – His personal Story Part 1 8

Trojan Museum Trust by David Hambleton 9/10/11

Letter from America by Michael Rabiger 12/13

Notes from the Committee courtesy Chris Tordoff 14

David Curl – his story 15

The John Mills life story Part 1 16/17

David Scott letter 18

Correspondence. Roger Armstrong 18/19

The Wedding of the Year with Genevieve 20 & Houndsfield Oiler

The Grayshott Social Scene

Tony Stephens, President VSCC & Trojan Owner

attentive audience

Networking

Tucking in @ the Fox & Pelican


The Grayshott Social - the Event of the Year - of course!!

There was a good attendance on Saturday 30th. November, some 27 of us.

The draw was Tony Stephens, the President of the VSCC, & Trojan Owner, who was to give us a talk on his motoring

experiences, a lovely lunch and tea ! You will remember that this event was one postponed from last January

when there was thick snow and no one could move anywhere. Our day was bright and although not warm was

quite acceptable and driving conditions for those attending from afar were good. Chris Piercy motored up from the

South Hams collecting Dave Vincent on the way and David Patterson and Mike Whiting, co-owners of the ex. John

Woods car came down from the Cotswolds. John Hutchins came from East Anglia as did Roly and Pam Finn and it

was a particular pleasure to see Derrick Graham, our President with his son David.

The majority of us were seated at one long table in the Fox and Pelican Pub by 12 noon and we had a splendid

roast lunch. As important we were out on time and that meant time for the Girls to into the MacMillan Craft

Market in the Village Hall where we were meeting, and for us Trojan aficionado’s to network and to admire John

Wilton, our Chairman’s fantastic restoration of his 1938 Trojan Victory Van. He has entered it for the Historic

Commercial Run next May London to Brighton and David Vincent hopes to bring his Senior Van to the same event.

The entry fee for that run is incidentally £10, compared with the famous London Brighton run which now costs

John told me over £450 ! (You do get a cup of coffee!). Phil Potter went for a spin in the Achilles mainly to give

Mark Dillon his first experience of a live Trojan. I am not sure whether he was enthused or put off for life !

So on time we gathered upstairs to listen to Tony Stephen’s lifetime of wonderful motoring memories

accompanied by slides; it was a stimulating and absorbing talk very much appreciated by his audience. He made

light of his achievements and he makes quite obviously an enormous personal contribution to the world of ERA,

Historic Car Racing and to the VSCC in particular. Tony – we are very grateful to you for coming, and for bringing

your lovely wife Allison. She even stayed to listen to you Tony when the Craft market was in full swing downstairs !

Before Tony addressed us we had Part 1 of Phil Potter’s Quiz which stretched us a bit. Then Part 2,, which left some

of us feeling we knew nothing (!) after Tony’s talk followed by tea. Causing much amusement there was at the very

start a ‘heads and tails raffle’ with David Patterson coming away substantially richer then when he came ! Roly and

Pam Finn won the Quiz very commendable and received a Calendar from Carl’s Scottish Inner Hebrides trip as a

prize. Phil was warmly thanked for his excellent and entertaining Quiz. Presentations were made to Tony and

Allison by the Chairman and that rounded up the afternoon.

Some Members had substantial distance to travel so being able to leave by 1600hrs. was a bonus.

John Wilton left with Richard Potter in the Victory Van, followed by Celia and Steve Potter in their Trojan and Carl

went around the corner to put the Achilles to bed before the light faded. Thanks to everyone for clearing up !

Your Organiser Carl Tantum

December 2013 Edition - 100th Anniversary Year Issue No.243 Page No.5

A Phil Potter Quiz taster

1. 9788 2. Bill Boddy 3. Basil Monk 4. Bedford Cord

5. £160 6. Safari Camp Bed.

7. Cranleigh/Purley/Blackdown/Guildford/Chiltern/Cheviot/Shirley

8. 8000 9. RAF 10. 255

Answers to Quiz.


Editor`s Jottings

As the 100th. Anniversary Year draws to a close it is right to look back and comment that the coverage of all things Trojan has never been so good. The Automobile in particular has done us proud. Fantastic reporting of their Oily Rag Trojan (known to us as the New Forest Trojan). A wonderful article by Gerry Michelmore much praised for its accuracy and humour. Even this month the sepia article of a tough Trojan going where no other vehicle can venture – taking a month to travel some 30 odd miles on an island in Northern Australia where there were no roads at all ! Why this trip was undertaken we will never know !

In December also Practical Classics through our friends Sam Glover and Nigel Boothman created the superb illustration of a Trojan engine and its complicated workings. Another ‘Just Car’ article this time in Australia on post war Trojans was well received. The Club has been out and about with an excellent AGM at Brooklands and its own in house Rallies. Considering the small numbers involved, we exhibit a high profile. Many of our Members including, John Wilton, our Chairman, Tony Stephens , Steve Potter, the Automobile Trojan and many others used their pre-war and post-war Trojans to great effect in trials and shows. We were particularly pleased to see George Vaughan who had driven from Ross on Wye in his post war Trojan at the AGM. Robin Batchelor took his Trojan to the Isle of Man for example for a four day Rally. Brian Ness our member in Australia has a post war Trojan and his son did a 500k run to Sydney in it this year. The long distance prize undoubtedly goes to our intrepid traveller John Mills who flew in especially for the 100th. Anniversary Rally in Croydon. I can never keep track of you John but you either appeared from the Americas or Australia ! (See John’s riveting memories in this months issue). Thanks are due also to our able Secretary Chris Tordoff who took much time and trouble to organise an excellent 100th. Anniversary celebration in Croydon.

There is much to look forward to in 2014, with the AGM at Brooklands on 26th. April and Rallies already arranged. Do not miss them, and there will be more notification on some of the Rally dates in due course..

The Club are very grateful to John Elliott for his donation of some post-war spares which are currently with Roly and Pam Finn for safe keeping. Some of you will have heard that the ex. Don Williams pristine car KP 1941 suffered a (unheard of) crankshaft failure tearing a hole in the side of the block of the PH engine. Complete disaster and the hunt is on for a PH engine block. There is one in the stores but its condition is not yet known. I personally would make the point that all Members go after any post or pre-war spares they find are available or let the Club know if any come up for sale. Don, being the genius of an Engineer had the car running perfectly and it is such a shame this has occurred.

Graham Hocking from down under has reported a 1948 Trojan Van for sale – a two-stroke petrol @ $30,000 !! As rare as it may be surely not worth that divide by 1.8.(Graham – your report needs to be held over due to pressure on space – sorry)

A warm welcome to Bernard Parris a new member, also David Graham (Derrick’s son) and Mark Lambert. David Patterson another new Member has bought John Wood’s car with Mike Whiting.

Simon Bennett reports from Dorchester that his Trojan Ice Cream Van is alive and well and recently he has bought 3 Twizzy’s – so if you are Dorchester way he may give you a ride !

Malcolm Harris reports that his Trojan currently in his barn and that he is doing up a friends Tractor first ! Shawn Haskell has the ex Mike Roberts car – he has done the engine and is now concentrating on the body.

After Christmas I will be ordering more navy sweatshirts with the Club logo in gold. Slightly better quality this time. I only have four hats left these have proved very popular. Please email me on [email protected] if you are interested – I am holding orders for about 6 sweatshirts at present. Phil Potter sent in this print which came from Bob Cooper and features Phil Headings carl.

“Phil - I thought this would interest you, & you might want to send it to the newsletter editor. I was lent the print by someone I know in the Ashby Canal Association who lived in NW London when they were young. I will give you a ring soon. Best regards Bob Cooper”

Have recently come across this photo which I think might be a Trojan. It was taken by my father in about 1920/21, at a Scout Camp (22nd Cambridge Troop), not sure where the camp was.

Again another picture sent to Phil with a note:- “Thought you might be interested, no other info available. It probably belonged to a visitor to the camp. I like the tyres, you could get up the Exeter Trial hills with these! Regards, Robin Barlow; Hi again for the magazine , this Marcus Croome on the Cambridge Trial , I subsequently purchased this car from him. I sold it to Mark Lambert, who I believe lives in Trowbridge, not now a member , but I believe he still has the car !”

A very happy New Year to everyone. Look forward to an excellent Trojan year next year !

All the best Carl Tantum Newsletter Editor.


Commercial World

Trojan - The Post War Scene Part 1 by Leo Pratt

With the return to peace in 1945, Trojan Ltd were preparing to re-enter the vehicle building market after being engaged in war time production for some years. This time it was to be commercial vehicles only and in complete contrast to pre-war products except for one major detail – the engine to be used would again be a two stroke but with a difference. So it was that a vertical “V” 2 stroke was designed, retaining the system of “paired” working cylinders, but replacing crankcase compression by adopting two large diameter “charging” cylinders at 90degrees to the working pairs, the engine producing 24b.h.p. @2,000rpmwith a bore of 65.5mm and a stroke of 88mm, the cubic capacity being 1.186cc.

Also a much more conventional chassis was developed which employed “cruciform” bracing and half eliptical leaf springs both at front and rear, single Borg & Beck clutch plate (dry) semi synchro gearbox, open propeller shaft and spiral bevel rear axle, early models having rod brakes, the vehicle was to be designated the Trojan 15, rated as a 15cwt. Another change to convention was that the engine was to be front mounted,and fitted snugly beneathe the rather short “snub nosed” bonnet.

Work on the design of this vehicle is reputed to have taken approximately two years during which time the Trojan works were kept employed by manufacturing a range of oil engines for the National Gas and Oil Engine Company Ltd of Aston Under Lyme, and as a matter of interest Trojan Ltd, had, in 1937 installed at their Croydon factory two large generating sets, driven by 784b.h.p. seven cylinder National Oil engines , each powering 450KW alternators thus providing the works with its own power/lighting supply. These were in use from early 1938 to late 1942 and then reinstated in mid 1946 to replace mains current. For economic reasons, a third \National generating set of 110 b.h.p. was also used for small power loads, such as evenings and weekends. (The generator was also used during the annual shutdown. It was reported that in the 1950's if the generator failed and the factory had to take the mains supply the lights in Croydon dimmed, due to the extra load on the supply. RAF)

The development of the van continued and soon prototypes were being tested, some of the prominent Commercial Magazines also read tested variuos examples,and good test results were obtained, one journal stating “The test had more than proved the suitability of the Trojan 15cwt van for use on either door to door delivery or for longer runs, even under the most arduous conditions”. Also it was stated that many Trojans were being exported, especially to Australia, though at this stage this seems rather doubtful, neverthelessproduction got under way, many were exported , Trojan Ltd using some of these export orders to feature in their advertising material of the period.

Another fact that emerges from early post war sales literature was that owing to users needing a ministry permit to obtain new vehiclesup to around 1948a fair amount were exported, the home market having to wait until the relaxing of restrictions before the would-be buyer could sample the delights of owning a new Trojan van.

The early vehicles are recorded as starting at chassis number 111 usually prefixed by the last two numbers of the year built, and again from adaptations, modifications were introduced throughout the whole post-war manufacturing period. Early adverts refer to the Trojan 2stroke engine as “The Famous Trojan65” though how it gained such fame after just being introduced is open to conjecture, various items of engine hardware were changed as production progressed, including types of bearings, oil pump/ contact breaker drives, pistons and piston rings, exhaust porting etc. but basic structure remained the same. The components were also seen to be revised/upgraded throughout production, rod brakes giving way to Lockheed Hydraulic at chassis number 1862 and a Salisbury Hypoid rear axle option from chassis 3755

Bodystyyling remained reasonably constant until 1952 and the advent of the diesel though the early fabric covered roof gave way to a hardboard panel with alloy side curves and steel domes front and rear during 1951, this to remain standard until 1956.

Cab door windows were also revamped, sliders being superseded by single pane “drop” windows in 1952. Windscreens were standardised by having square cornered alloy polished surrounds with solid fixing, though some earlier models had been supplied with nicely rounded corners to their screens, these being of the opening type. Also Trojan chassis were supplied to outside body builders as requested and it is the writers opinion that some of the non-standard body styles applied by these various firms were first class and could have perhaps influenced later Trojan styling.

During 1949/50 after certain enquiries from customers Trojan Ltd developed a battery electric vehicle, designated the “Electrojan”.Petrol counterpart and externally it looked no different from the Trojan 15 but under its bonnet it carried an 8hp 60volt series wound electric motor. This was coupled to a modified Trojan gearbox having two forward speeds and reverse, batteries were carried in two withdrawable containers or trays positioned at either side of the chassis, below floor level these being 60volt 175ampere hour by Exide.

Trojan brochures claimed that most of the initial experimental work was carried out during 1938/9 and a substantial amount of vehicles were built during the early part of the last war, and that the new model was a logical development of these earlier types.

Two Electrojans were exhibited at the 1950 Commercial Motor Show, Earls Court, one a bare chassis and the other a complete van. Road tests by Commercial Motor and others gave good reports on the vehicles but alas it seems the sales were few and it would be fair to say that the Electrojan exercise was not a great success. The last the writer can recall being seen on milk deliveries in 1962.

Commercial World - the second of a series of reprints on Trojan Commercial vehicles courtesy of Leo Pratt, Esq., Leo was for many years the driving force and inspiration to many pre and post war commercial vehicle owners.

Ed. Grateful acknowledgement to Leo Pratt and to Roly and Pam Finn for reproduction of this article.


BT 8799 Definitive Article by Roly Alcock – his personal story. (Part One)

In 1965, when I left school, I had no firm idea as to what I wanted to do with life, so my father arranged for me to be apprenticed as a motor mechanic to Westgate Motor House in Gloucester. This garage was a Standard Triumph dealership, and also had the distinction of at one time being a de Havilland aircraft dealership as well, this being advertised by a plane installed on the roof of the building. I believe the plane was removed in the early 1960s. This was a wonderful time in my career, not only the fascinating jungle of life in the motor trade, but of course the social entertainment in the latter part of the 1960s. Various interesting cars came and went during this period, Austin Seven Ruby Tourer and a MG TC gave me the background in restoration of older motorcars. About 7 years ago I sold a couple of concertinas and used some of that money to get back to classic cars. An MG Midget, followed by a TR4, followed by a 1934 Singer Le Mans which I still keep. I had a mind to get a second older car so that I could wife out as she would not travel in the Singer on the grounds that it was probably hazardous! So an MG MGB Tourer came, but I liked it no more than 2 others I had previously owned years ago, so that was sold. A 1928 Ford Model A was offered to me and life was good – apart from the fuel consumption and that was followed by a Riley Merlin ( a good car but bought in haste and I did not like it ), then the Austin Seven Fabric Saloon came along. That little car was great fun. I was not really expecting the following to happen; it is curious how life can throw these dingbats around. One day in September (a Monday I believe) the Automobile magazine arrived and reading through it, I was enthralled with Gerry Michelmore’s article on the Trojan Utility and read through it a few times. Maybe I just did not believe it first time round. Musing to myself that there are not many of these cars around I was somewhat surprised when one popped up on ebay. Reading through the description, I thought that’s nice. Despite the advert warning off timewasters, I contacted the seller on the Wednesday and said I was interested, but I did not have the wherewithal until I sold my 1928 Austin Seven Fabric Saloon. The seller responded that he may well be interested in the A7. Hmm. Well the deal was done and agreed. The following is extracted from a letter I wrote to one of my Austin Seven friends who was quite upset that I swapped the Austin for the Trojan. I think he would have bought the Austin like a shot if I had given him the opportunity. So please bear with any “this is how you suck an egg Granny” statements! Sunday 22nd, myself and friend Richard Line headed up to the latitude of Preston using his Fiat Van and trailer, with RK saloon on board. We unloaded Austin and that met with approval. Went to see Trojan, and was given a demonstration on exactly how to start, with dire warnings that no other method will succeed. Trojan started and we had a quick whizz up and down his lane. Loaded Trojan onto trailer, did the paperwork, looked at his collection of vintage and classic motorbikes, includes Vincent and Brough Superior all the way down to a James. Must have been 30 or 40 bikes. We got back home by 14:00, dumped Trojan in garage and relaxed.

This Trojan is a 1925 Utility BT8799, and was owned at one time by Eric Rance who over his 38 year ownership co-wrote the book called "Can you afford to walk?" Which was a sales slogan for Trojan. There is a decent history file with the car, which includes pictures of the car in the 1920s and 30s at Hanley Swan where the first owner a Major Cardwell lived. The BT registration is Hull where the Major was stationed at that time. It looks as though the second, the Hon J A H Wallace, lived in the house at Kempsey where Jim Dudley (he with the Chummy) lives or was born, Napleton Grange. I'll have to ask Jim about this. More on that later.Then to a Mr Getley in 1958. Another part of the history is a newspaper article (enclosed) showing Eric Rance dispelling the myth about Trojans getting trapped in tramlines and ending up back at the depot. Eric Rance acquired the car around 1965, from a syndicate of 6 people who had taken the car apart and gone their different ways with sections of the car with the intention of refurbishing all the parts. Eric Rance had to track down

these different people and reclaim all the bits. I had 5 folders of stuff, consisting of History, research, spares manuals, two copies of workshop manuals. Also the original Trojan workshop manual, the "black book". There was supposed to be a load of bills receipts, but I don't have them, yet the seller says I do. Asking him for specifics like, are they in one of the folders, or what quantity, only gets the response "you must have them". Which was not particularly helpful. I have a quantity of spares which should be useful; hubs, chains, carbs, distributor, and a set of solid tyre wheels (in good condition). On the Monday, I started the engine successfully and with trepidation drove down to the A38 and believing discretion to be the best of valour turned right and downhill. There are 2 forward gears, one very low and the other is high. I did not want my first trip to be ascending the hill and cocking it up on the first gear change. Anyhow all went to plan and got, from a frantic whirring off engine in low gear, to the change in top gear where the engine pulled away from what seemed like tickover, but it did that well, with confidence. We drove 2 miles up the road, turned round in a road junction, and discovered that whatever I thought that whatever the clutch pedal is supposed to do, didn't as expected and stalled the engine. I am told that stalling is something you should never let happen, so I felt fortunate that the engine restarted promptly. Starting is by using the foot pump primer and then pulling back sharply on a long lever, and removing chunks of flesh from ones elbow on the door catch. Heading back south on the A38 we climbed the hill through Severn Stoke in top gear albeit down to 10mph at the top of the rise. And thence to the Garden Centre for a chat with Richard. The next leg was the sensible one to the Rose & Crown for appropriate refreshment. More discussions and more showing of engine and transmission. Then back to home. A few more manoeuvres of the car, and in all about 8 successful engine starts. Herein endeth the good times……….. To be continued:- Thanks Roly—this car was last owned by Andrew Tyldesley , NOT Bob Adams


Trojan Museum Trust

Factory Records

I thought that I would write a few words about an ongoing project which the Trojan Museum Trust is endeavouring to

do. As you will probably know the factory records, from all era's of Trojan, relating to individual vehicles have long since been

lost. These records would have listed vehicles by chassis number and would have stated the vehicles engine number, body

type and general specifications, they may also have listed to whom the vehicle was first supplied. If we still had these records

we would be able to tell exactly how many of each type of Trojan were made, when new models were introduced and when

certain minor changes in specification took place, for example at which chassis number the Utility changed to having a fixed

windscreen. This information would allow us to accurately date vehicles and also to be able to know what advice to give to

someone restoring a Trojan.

Therefore what the Trust is trying to do is to recreate as much of these records as possible by listing down all the known

vehicle details that come to light. These vehicles do not need to still exist to be of use, the minimum we need is a chassis

number and ideally a date of manufacture or first registration, though saying this just to know that chassis number such and

such was a Three Door is helpful in itself. We are not duplicating the work of the Clubs registrar as his job is to keep track of all

surviving Trojans, what we are doing is recording details of any Trojan surviving or not. Whether the vehicle is still around is

not important for our lists, though we are simply noting yes, no, or not known for survival.

The amount of surviving information that we have varies across the Trojan product range. We have quite a lot of detail

for the Trojan 200 (bubble car), there are several hundred survivors which gives us a lot of chassis number information, we

also have listings from Trojan of exactly how many of each model was made, plus we have technical sheets which state

changes in specification at certain chassis numbers. Recently we have received production figures for each model of Toraktor,

and the Mini-Motor minute books give us a little insight into their production numbers.

The records requiring the most work are the pre war vehicles and post war vans. The post war van records have been

augmented by the psv records which list by chassis number every Trojan which was registered as a public service vehicle. Also

we have recently gained information on around 25 pre war vehicles which are listed for sale in 'Once a Month' the Leyland in

house magazine. Individual vehicles can also be picked up from old log books from long dead vehicles.

Below is what we have so far on the pre war vehicles, if you have any others which can be added I would very much like

to hear from you, and the more information you can give me the better. It is sadly only information linked to a chassis number

which is useful otherwise we would be able to glean information from old photos. Also if any of the information which we have

is of use to you then do please get in touch

David Hambleton

“David, who is doing a sterling job, would appreciate any additions to the vehicle list”




Letter from America . . .

No, this is not Alistair Cooke, just your man in Chicago. I first clapped eyes on my 1932 Trojan EV 99

around 1957 at age 18. Since my adventures with it, I have forgotten absolutely nothing about its

eccentricities. I bought the car near Reading after reading about a Trojan in a novel called Felix Walking.

Destiny is strange: no sooner do you hear about something weird than you find yourself confronting it.

Standing its original spindly wheels the car seemed bizarre enough, but once it was mine, the reality

proved far more extreme. When the car died on the road home from fuel starvation, I went looking for the

engine, and realized what a mechanical oddity was now in my keeping.

Being young and broke, I devised a gravity fuel filter out of a honey jar since the fuel tank never stopped

shedding a white powder which I guessed was copper oxide. The car’s maximum speed was 32mph, and

when you turned the headlights on, this dropped to 24mph. It took me a year to trace the problem to a

sloppy contact-breaker bearing. Called up as one of the last National Servicemen, my Trojan went with me

to RAF Wyton near Huntingdon. I modified the engine a la Scroggs and top speed became a hurtling

45mph.

In the four years I owned it, I traveled 20,000 miles and only once had to get out and walk. More often it

was other people leaving their cars and walking, while mine ploughed on phlegmatically through snow,

ice, mud, floods and other willful acts of God. Once I dragged a colleague out of a flooded wood near

Pinewood Studios where he had been canoodling with his girl cutting-room assistant.

All my life I’ve loved the notion of a people’s car – something simple, robust, economic, and doggedly

unstylish. The best period for family runabouts was the 1930s. Think of all those little cars meant for the

short-back-and-sides British dad trying to move the family off the Norton and sidecar for those seaside

trips. There were the Morrises, Austins, Wolseleys, Fords, Jowetts—not to mention the positively racy

Morgan three-wheeler. I considered buying one, but would have needed my legs shortened. My only other

vintage car was a stately 1929 Austin 16, which offered vicarage comfort after the Trojan. Last year I rode

in Austin again for the first time in 50 years. At the wheel, the kind owner to whom I sold it half a century

earlier, when we were both lads in our twenties.

Yes, there is something heroic about transport meant to unshackle the ordinary person. Legions of servants

in the early years of the 20th century were able to sell their services farther afield because of the bicycle

and the motorcycle. Think of what the Ford Model T did for America, or the Austin 7 for England, and the

Citroen Deux-Cheveux for the French peasant farmer. Even East Germany had its smelly and appalling

Trabant. But the chain-drive Trojan, drawing inspiration from the traction engine, is still the ultimate value

in people-power. While I owned mine, I took everything apart sooner or later to keep it going, and reckon I

left my blood on most of its components. Anyone ever test a car for DNA?

For the last forty years that I’ve lived in Chicago, and apart from a vast, creaking Dodge kindly donated by

one of my students, we’ve mostly had Toyotas. They do their job and aren’t disabled by ungodly

temperature swings. Of course I have yearned for vintage vehicles while here, and nearly passed out at the


Ford Museum in Detroit, where they have every early car ever made, including steam and early electric

vehicles. For anyone who likes early engineering, this is Mecca.

When I rejoined the TOC in 2009, I was sad to learn that EV99 had not been sighted since 1983. I made

strenuous efforts to trace its owner, but without success. I envisaged a nasty bust-up on the A3, and a

twisted Trojan carcase taken contemptuously to the scrap yard. It was a recurring and terrible mental

image.

Nowadays my wife and I travel in

the indecent comfort of a RAV4,

which an elderly geezer can back

into like a potty chair. When we

drove recently to our allotment,

there standing near our plot stood a

fifty year-old Buick. I looked at it

like any addict, and thought, “I

have a garage, and I could renovate

it”—but no, not at 74 and have bad

knees. Sitting there unloved in a

fenced off area waiting for a

rescuer, it is a style of car from the

America’s rocket-ship phase, when

the US was competing in space

with Russia, instead of hitch-hiking

as we do now on their spacecraft. However, that Buick probably gives a better ride on Chicago’s third

world street surfaces than our prim Toyota.

Then Carl Tantum emails me to say that the owner of EV99 has come up for air, and is looking for a good

home for the car. After a flurry of fantasies, I realize I can’t provide it, but am overjoyed the car still exists.

To the pleasure of revisiting the Austin, I can now hope to add one more enchanted journey in EV99, with

its unique duplex body and all those engine parts anointed with my DNA.

Michael Rabiger

Michael Rabiger was the proud owner of EV99 now owned by Dennis Digby (and still for sale we believe)


Notes from the Committee

The TOC Committee meets generally three times a year to stage events including the AGM, review club finances and membership and to discuss matters raised by or of interest to members. Meetings are generally held in committee members homes on a rotating basis. The last meeting took place in Cambridgeshire on October 20th.

At the meeting the Chairman reported that:

The Brooklands venue has been retained for the 2014 AGM the date is Saturday 26th April 2014.

Thanks were acknowledged to the Trojan Trust for the loan of Trojan No1 for the Ham Fair and Centenary Events.

Further events were required for 2014 the Chairman would be offering his support to Richard Franklin for the Gloucester Rally in June/July.

EV99 Dennis Digby’s car is still for sale but requires mechanical work to restore it to a roadworthy condition.

The Treasurer and Membership Secretary reported as follows:

Membership subscription income was satisfactory and a number of new members had joined the TOC.

Club membership on 15th October 2013 stood at 70 paid up members, 7 Life and 4 Honorary (complimentary) members, Total 81. Two membership applications were pending (David Graham and Mark Lambert).

Membership Packs – It was agreed that a formal procedure should be adopted for welcoming new members to the Club and should include a welcome letter from the Chairman.

New member David Curl based in Lowestoft has bought the ex-Price car MK7124 and has asked for assistance with starting and driving.

The Spares Secretary reported:

A number of enquiries had been received, not all of which could be satisfied. Parts or suitable suppliers were identified where possible.

A member has for disposal hydraulic brake parts suitable for post-war vans; These will be advertised in the Newsletter. He also has a chassis, chassis components and a mould for the manufacture of rubber engine mounts which he has donated to the TOC.

Registrar’s Report

Details of cars recently bought and sold were exchanged for recording by the Registrar. These included three utilities and a utility pickup. Records will be updated and a revised list posted on the Website.

The Archivists reported that:

Cataloguing the archives is on-going; they have recently received a donation of post-war Brooke Bond van memorabilia from Leo Pratt.

It was agreed that hard cover binding of Newsletters and Committee Meeting Minutes should continue at appropriate intervals as previously.

Agenda Items discussed:

Future Events

The Winter Gathering will be held in Grayshott Village Hall on Saturday 30th November 2013. Lunch at The Pelican, a talk by Tony Stevens President of the VSCC and a quiz by Phil Potter followed by tea.

TOC AGM will be held at Brooklands on Saturday 26th April 2014.

Hampshire Spring Rally – May /June 2014 details to be confirmed.

Gloucester Summer Rally – Richard Franklin has offered to organise an event; June/July is now considered more suitable.

East Anglian Event – Possibly joining the event at IWM Duxford for “Spitfires, Merlins & Motors” on 26th July 2014.

Winter Gathering November 2014

Re-manufacture of Solid Tyres – Jonathan Rishton's proposal for the re-manufacture of 28x2.5” solid tyres was discussed at some length. The proposal was based on the manufacture of a new mould by the Reliant Rubber Company at a cost of £3300 and a new tyre cost of £290/tyre using the mould. It was concluded that though there are approximately 25 cars in the TOC which originally ran on solid tyres, most of these have now been converted to pneumatics and only four or six vehicles (two in museums) are still equipped to run on solid tyres. As this represents such a small proportion of Club Members it was decided that the Committee could not sanction the TOC contributing to the funding.

Future Ownership of the Presidents Car RK9788 - The Committee noted the Presidents changed intentions regarding the future ownership of his car. They were delighted to learn that David Graham would be inheriting his Father’s vehicle and looked forward to welcoming him as a member of the TOC.

TOC Aerofoil Banner - The Chairman proposed purchasing an aerofoil banner for publicising TOC displays. Details of a suitable Zoom Lite product were handed over for the Secretary to investigate.

TOC Regalia - A request for an XL sweatshirt had recently been received. Prices for hats, tee shirts and sweat shirts to be obtained; these would be advertised I the Newsletter when available.


From David Curl proud owner of NK 7124

A Trojan At Last

My knowledge of Trojan cars began nearly 60 years ago when my father told me about his uncle, the Rev. Fred Emms, who was rector of the parish of Kessingland, a fishing village on the Suffolk coast, from 1928 until his death in 1943. Apparently Rev Fred had seen an advert in the Church Times for this wonderfully economical and practical car and decided it was just what he needed for getting around the parish. My father often went to stay in the summer with his cousins and was fascinated by the exciting sounds and smells produced by this car as he accompanied his uncle around the area.

The stories of this rather eccentric uncle, who sadly died a few years before I was born, were prompted when father bought a mini-motor (EVG 145) when I was about 7 years old, to help with his journey to work. I had my own seat on the crossbar with footrests on the down-tube and I remember many enjoyable trips, until one day a policeman stopped us and said it was illegal for a passenger to be carried in front of a motor-cyclist. I'm sure there would be a lot more illegalities if one was to try a stunt like that today!

I found out more about the remarkable man behind the Trojan company and, many years later, when I had a son of my own who was fascinated by bubble cars, I purchased a Heinkel-Trojan for us to play with. It was cheap and fun and easy to push when it broke down (as it did, often) but we didn't have to cosset it as one would today with the ridiculous prices these cars now generate.

Having always been an old-car enthusiast and having a particular interest in 2-cylinder Jowetts (also stemming from childhood, but that's another story), the Trojan fascination has stayed with me. I visited a dealer in Kennilworth in the 1990s and test drove a green and black van around a field, but felt it was over-priced and too mechanically daunting to take on. A year or two ago I travelled to Hertfordshire to see a car being sold by Frazer Sloan, which was very fairly priced and I learned a lot from talking to him, but I still lacked the courage to tackle the strangeness of it all and living here on the east coast I felt I was too far from any knowledgable help. However, earlier this year, fate took a hand when a friend who subscribes to Classic Car Weekly rang and said, 'You know those Trojans you like, well there's one for sale about 20 miles from you, here's the number.' Of course, I had to go and have a look, of course the price was fair, of course it seemed to be in good condition and it was now or never and I succumbed.

Although I heard it running, I could only drive it a few yards as it was on SORN and hadn't been used on the road for some time. As I was in the throes of a house move, it was a while before I tackled it in earnest. It ran erratically until reaching normal running temperature, when it would splutter to a stop and wouldn't go again until it cooled off. After some careful searching I found the distributor (surprisingly conventional), cleaned the blackened points and replaced the condenser. It started and ran better, but still stopped unpredictably, so more searching revealed a wonderful bronze carburettor which was taken off, cleaned & blown through with an airline. It is now on the road and has been to its first local gathering where it caused quite a stir. The tickover is probably too fast, but adjustment seems very hit and miss and the gap between the gears means quite a lot of slipping of the bands. I still have a lot to learn and have never experienced one which is running and driving as it should, but what a fascinating approach to the motor car.

David Curl.

(Any help and advice would be appreciated - [email protected])

The John Mills story – KA8294.


A WELL-TRAVELLED TROJAN. PART ONE

Being a partial history of three-door KA 8294, from 1957 onwards. The pre-1957 history is unknown to the writer, though our esteemed and immensely knowledgeable President may have some further information.

Introduction to the species

The greatly respected and hugely influential Bill Boddy was the unwitting medium through the pages of whose august publication I was drawn into the world of Hounsfield Trojans. I hope he would have been pleased at how his words were so very positively influential in the life of this Trojaneer. I failed to thank him personally, but should his progeny happen to read this: my heartfelt thanks to WB; he was instrumental to my happily having followed a life of motoring eccentricity!

I am from a decidedly unenthusiastic, but nonetheless motoring, family. Possibly any enthusiasm for motoring was put off by the fact that according to family anecdote, my grandfather, in the early years of the previous century, in proceeding on a Sunday jaunt on a motorcycle/sidecar combination, rounded a roundabout in Macclesfield, consisting of a single lamppost, a bit too closely, leaving my grandmother shaken but not appreciably stirred (she was of sturdy farming stock), sitting, immobile, in a solo sidecar next to the lamppost whilst grandfather careered unsteadily onward until the now solo machine came to an undignified halt. Family history gives no more information on the motoring experiences of either side of the grandparental tree.

To the next generation: My father had had a Clyno, an honest, if pedestrian make of car effectively killed by Herbert Morris's confection, before a succession of uninteresting company cars, and, together with my mother, was much addicted to what somebody has described as " a pleasant country walk spoiled by intermittently striking a ball" - golf. At which they both became very proficient, by national standards. And which took precedence over mundane motoring. Motors became the means by which one proceeded to the golf club, and went on holiday to resorts which had challenging, preferably 'links' golf courses.

Under mild parental pressure I took golf lessons. Entirely understandably they would have hoped that I would follow their own absorbing hobby. Despite the fact that I was taught by no less a person than Peter Allis, a good coach and a very charming gentleman, I very soon decided that this game got you geographically nowhere but around a bit of countryside and to back where you started from. And would probably cost a good bit more than the ownership of a modest vintage car. Well, that's nowadays at best arguable... but then, less so.

My attention therefore switched to cars, the reason for which was, as far as I recollect, as follows. Sometime in the early 'fifties, as a schoolboy strolling past a newsagent, my eyes were were drawn to a copy of 'Motor Sport' which had, in the oval black-and-white cover picture which was then it's attracting feature, a picture of the Harker Special. I subsequently came to understand that there were at least three versions of this Brooklands machine. The one featured was the first, Austin Seven based special, and had an engine which consisted of two Austin Seven engines with crankshafts geared together to form what might be described as an H-8. It looked like a very hairy-chested motor car. I was hooked on Motor Sport from that time onwards, and on vintage cars in general.

It's worth reminding younger readers that in those far-off days, vintage cars were also cheap cars... I spent no more than 10 Pounds on each of my first three. I understand that at least one of the Harker Specials is still extant, though I have never seen it.

At university, I and two friends decided to buy a vast 1932 Ford V-8 four-door sedan, intelligently named, I believe, the Fordor. It cost us ten pounds each. My two colleagues decided after a time to sell out, and I couldn't afford to buy their shares, so the car had to go. No great loss. This was still in the early 'fifties. So I bought a J.A.P-engined Morgan Super Sports. Ten pounds. This was a great vehicle, but not the most reliable in my inexperienced hands. In fact it and I never completed a journey from my then university in East Anglia to my parents' home in Dorset. This as I now realise, was entirely my own fault.

Back to 'Motor Sport.' WB had written, in the 'Fifties, a fairly long article about the Hounsfield Trojan. I remember one phrase: "... a cheap, reliable, fool-proof car for the non-mechanical" Or words to that effect. I was (am?) a fool, and at that time emphatically non-mechanical, so the thought of becoming a Trojan owner had a certain appeal. Though certainly not snob appeal. Plus ca change... But the appeal persisted, not least that of the car's mechanical idiosyncrasy. Mr Boddy also made the assertion, as I recall, that the Trojan "..could climb anything on which the wheels could get a grip..."

So I wrote to Motor Sport asking for details of The TOC, and a reply was duly received giving me the name and address of the President of the Trojan Owners Club. Who was then, 50+ years ago (!) who he is now.

A letter to Derrick evinced the reply that there was a non-running 3-door sitting in his front garden. Price: again the maximal affordable 10 Pounds. I went to have a look. Money changed hands, but not yet KA. Memory is vague, but at that first viewing I must have travelled by public transport. Or possibly borrowed one of the forgettable cars provided by my father's company.

A little time later I went back to Redhill with a friend, his flatnose 1930 Morris Cowley and a towrope.

KA was duly towed the 100-plus miles back to Dorset. Not a feat I should even attempt today. No room at the parental garage, so I rented or borrowed what was in fact little more than a carport, a couple of bus rides away, and set to work. With no mechanical knowledge at all, and even less expertise, it was an interesting experience to get the car running.

I think it took a little over or under a year before it was running, registered and legal. The initial start-up was achieved with much towing around the block by the Cowley, and accompanied by really vast amounts of blue smoke and similarly coloured


language. And a lot of hilarity. Neighbours in this rather stuffy suburb frowned a bit, I think.

It's difficult to believe it now, looking back, but it was either the very next day, or certainly within a couple of days thereafter, that we - myself and two almost equally crazy friends, set off for Spain! Ignorance is bliss -- or something. Certainly we set off in a haze of ignorance.

My knowledge of the Trojan's mechanical vagaries, or even it's structural anatomy, was at best sketchy. Thus when, running a bit late for the Newhaven-Dieppe ferry on which we'd booked to cross the Channel, a rather loud knocking noise came from underneath my left buttock, I decided on the " " philosophy, and pressed on regardless, I simply shifted my arse a bit to the right, and motored on.

Alas! Alack-a-day! A cast aluminium gear band had fractured, and the remains were flailing about...

Thus, arriving in Newhaven without first gear, we had to push the car through the Customs shed there, and onto the sling net which carried it into the ship's hold. I can't now remember why - it was for a trivial reason, like being unable to start it, - but we had to push the car through the same shed again on our return a month later. I remain convinced that the guys in the shed thought that these were some crazy students who'd been pushing an old car around the Continent for a month!

From Newhaven, I placed a telephone call to the ever helpful Derrick Graham, explaining our gearbox plight. He responded quite admirably by arranging for a replacement gear band, complete with lining, (where would one get that service today?!) to be on the next ferry. It duly turned up in Dieppe, and I set about fitting it. Not a difficult task, but by the time the car was once again mobile, the big iron main gates to the Dieppe docks had been closed. There was no sign, of course, of a gatekeeper or any other responsible or even irresponsible garlic-muncher. Stuck there for the night? Well, no. I noticed that the pedestrian gate was still open, albeit up a short flight of shallow steps. A quick measurement with outstretched arms suggested that we could get through the gate opening. "The Trojan will climb anything on which its wheels can get a grip" (W. Boddy - attrib) Well, it proved true of a short flight of steps at Dieppe dockyard. Not sure what the dockpeople thought about the vanished Trojan the following morning.

I had been taught French at school. " Droit", as I remembered, meant, "right". So I assumed that when I came upon a road sign saying, "tout droit" I should keep on turning right. After getting back to where I started from a few times, I realized that this was a false assumption.

All went relatively well until Perpignan, where we had arranged - a bit vaguely it must be said, to pick up the fourth member of our party. It took most of the day for us to meet up. After a few mild mutual recriminations, we set off to the Pyrenees.

This climb over the mountain passes, with four up plus luggage, proved Mr Boddy's assertion to be a little optimistic, at least in the case of KA as she then was, and as the deflection of the ammeter needle became more and more easily countable, I gave the order to prepare to abandon ship and push! Abandoning ship was not quite as easy as it should have been: when I collected the car from Derrick's front garden, it had had no doors. Doors had been made and fitted, but I had no locks or handles, so the doors were nailed shut. Despite the vaulting manoeuvres required, however, all passengers successfully bailed out. One, Edwin, executing an involuntary somersault which he very suavely carried off, cigarette, with holder, still in hand, as if the whole thing had been intentional. Of course, with the reduction in weight, KA puttered along up the hill leaving the three decanted and deserted passengers more than slightly fuming at what they undoubtedly thought was a merry jape, and more importantly at the prospect of having to walk up the rest of the Pyrenees.

Going down the Spanish side of the Pyrenees was of course a breeze, though bearing in mind that the flywheel was allegedly good for only 1500 revs before disintegrating in potentially devastating centrifugal fashion (where did that "fact" come from? I've since frequently done an indicated 60mph, in gear, downhill) the front seat occupants sat well to the sides.

Barcelona: I had learnt one phrase of Spanish, "donde esta el puerto?" This duly got us to the port. We were shipping the car to Majorca, where we'd hired a cottage on the north coast for a month.

Here was no net to swing the car into the hold of the ship. A much more sophisticated method: one had to drive up two planks into a hole in the side of the ship. I had parked the car next to a warehouse where it was, co-incidentally, out of the sight of the small officious Spanish official (I suppose an official's job is to be officious, poor sod?) who was apparently entrusted with the task of driving the embarking cars up these two planks. Thinking that he was unlikely to have driven a Trojan before, I tried to explain that my car was a little different, and that perhaps I should drive it up the planks? "No no, I can drive all things!" was the gist of his reply. I brought the car around the corner and I think his jaw dropped a little.

But, too proud to ask advice, he duly sat in the car and made to start it. At that time there was a cable connection from the dashboard to the primer. This was in fact labelled "starter". On pulling that, our driver was puzzled when it produced only a squirting noise from underneath his left buttock. After a little dissention, he allowed me to start it. Regaining the driver's seat, he made to release the handbrake. Which was of course the gearlever. So the motor stalled. At that he deigned to allow me to drive up the two planks. Spurred on by two of the seven deadly sins (Pride and Vanity, to those of you unfamiliar with sin) I shot up the planks far too fast (!!) and had to brake sharply to avoid going out into the waiting Mediterranean on the other side of this Spanish mobile sardine can.

To be continued:- ED. note - Fascinating John. An article of ‘faith’ in Trojans . Many thanks.

Letter from David Scott – looking for a Trojan !

Hello Carl,

I may well be wrong but I am sure I came to look at your Trojan, or to be more correct, one of your Trojii back around 2009-10.

I think there was a brown one and a blue one, the blue one being the one offered, and the vendor took me on quite a long trial

run along the A25, which I found rather hair-raising as I live in France and am unused to the hectic pace of British A roads,

especially in the South! The vendor, if you be he, was kind enough to give me a copy of the technical spec of the Trojan,

presumably printed by the club.

I didn't buy it as you will have realised by now, but I did buy a 1922 Calthorpe 10hp ( on the cover of the LCES bulletin, but they

got my christian name wrong!) which I still have. At the LCES "Summer" Tour we were fortunate to sit with Gerry Michelmore

at the dinner, his witty and erudite company and the exploits of the Carden rather set me thinking of a Trojan again, although I

am currently wrestling with an original and unrestored

1925 two-door Buick "Coach" which I am frankly finding all a bit large and cumbersome to fettle! I seem to be fated to be

interested in split-singles ( or quadruples!) as one of my motorcycles in my youth was a Puch! I remember all too vividly

replacing umpteen of the funny "Red Bull" can-sized pistons as they nipped up!

I see there is one on ebay at the moment in Lancs, certainly looks very tidy but looks don't count for a lot where odd cars are

concerned! Clearly it's difficult to get to see cars for sale from here, and very easy to burn up a lot of money on wasted ferry

fares, are there any cars to be found for sale within the club? I'd quite like to try a trial or two so I wouldn't be looking for a

"Pebble Beach" competitor!! I'd probably keep it in the UK as the Calthorpe is quite pedestrian enough here, people don't

realise what a vast country France is, hence the (possibly flawed) Buick idea!

Any suggestions, other than watching the classifieds, would be appreciated,

Kind regards,, David Scott


Correspondence from Roger Armstron owner of Tillie.

(- any ideas you guys ?)

1. Dear Carl, while idly glancing through the book Can You Afford To Walk, I came across the Leyland

publicity photograph of an early utility on page 58 posed in front of The Albert Memorial. The

number plate is CP 6036 and I decided to look up the date of the registration to establish the date

when this particular car was built. It is a production car and I cannot see any detail difference

between it and the car that is now in my possession.

CP is a Halifax registration, which in itself was somewhat odd when the factory was in Surrey. Newall’s

history of motor vehicle registrations gives the date of registration to have been late 1927 or early 1928

so straight away it became clear that something was amiss.

I realised that the duffers at Leyland had been somewhat dyslexic when they painted the registration

number onto the car. The registration should read PC 6036 which is a Surrey registration of about

September 1922. This then is roughly the date when the early utility depicted was built. I wonder how

long it took them to realise that they had made this mistake? – Roger


Letter from Roger Armstrong.

The answer to the question possibly lies in the Trojan

Instruction booklet just collected from David Vincent

which the Club is anxious to re-produce for the benefit

of new and existing members. Original price 6d.

Dear Carl, I am thoroughly enjoying driving Tillie now

that I am getting used to the different driving style. I

am tending to take the car out of gear when I come to

a situation where I might need to stop, and then

engage the appropriate gear when It is time to

accelerate. Seems to work alright and it lessens the

risk of stalling the engine.

I have been doing a few bits of tidying and improving originality. I need to remove the steering wheel and

find out why the horn push is not working, also find out how to obtain and fit a speedo cable. I have been

given a black book by Peter Redman which is helpful but I wonder if there was ever a driver’s handbook

with running adjustments? – Regards, Roger.

2 Dear Carl, The photo in "Can you afford to walk" is definitely a pre 1925 model, very early

production model with wheels which were without a 4 bolt fixing and so could not easily be

removed. We do not have any record of Roger Armstrong or his car in the archives.

If his car is on solid tyres he may well be interested in the possible production of solid tyres.

The photo may have been taken in 1927 or 28 but I think it unlikely that Leyland inspection dept

would have made such a basic mistake as getting the numbers in the wrong order on the number

plate. It is more likely that Newalls made a mistake in their book.

Cheers Roly

3 Hi Carl, there is no mistake in Newalls book, I have checked against other records that I have.

Leyland would not have in any case been registering a car in Halifax. They goofed in painting the

number plates and I am surprised that no one else has picked this up in the past. All the other

Leyland publicity picture Trojans have Surrey registrations, PC or PD. PD registrations began in July

1923 after the PC series had run out. – Roger

The Back Page

December 2013 Edition - 100th Anniversary Year Issue No. 243 The Back Page

Future Club Dates

16th. February (Sunday) Committee Meeting @ David Vincents’s House.

AGM TOC 26th. April 2014 Brooklands.

Hampshire Spring Rally. May/June 2014

Gloucester Summer Rally June/July

East Anglian Event (?) Merlins & Motors Duxford 26th July

Winter Gathering November

Our Rallies are the ‘essence’ of what we do - please try to support them

A WEDDING Our son, Aggy married Aedin on 30th June. Their special request was to be driven from their wedding to the reception in our Trojan. It would not have been possible without the expert help of John Wilton, Richard Potter and Steve Potter who spent a long afternoon sorting out the car and then teaching us how to fix it on the trailer. Pam & Roly Finn

Trojan Stores with David Vincent, to whom we are very grateful for his provision of this facility.

‘ The ingenious Oiler’ designed

by Leslie Hounsfield, and has

come via Tony Stephens back

to the Club. John Wilton has re-

assembled it and it works on

the motion of the vehicle lifting

two little buckets and drip

feeding the chain. It is in fact a

Coleman’s Mustard tin ! ‘

The missing Wedding picture from Editors Jottings last month- no clouds of cigarette smoke ! Reminiscent of last frame of ‘Can you Afford to Walk’ film !

Documents

The Newsletter of the Trojan Owners` Club 12 Dec (243).pdf · Trojan and many others used their pre-war and post-war Trojans to great effect in trials and shows. We were particularly