New Zealand Rolls-Royce & Bentley Club Inc - The Enthusiasts ...

New Zealand
Rolls-Royce &
Bentley Club Inc
Issue 11-5, 2011
NZRR&BC Issue 11-5 1

NZRR&BC MAGAZINE
NATIONAL EXECUTIVE
CHAIRMAN Michael Midgley
RD 1, Culverden, Nth Canterbury 7391
Phone 03 315 6445 or Mobile 0274 148 145
Email midgleym@xtra.co.nz
IMMEDIATE PAST CHAIRMAN Richard Hadfield
242 Sunnyside Road, R.D.3 Albany 0793
Phone: 09 448 2248
Email oldie@ihug.co.nz
SECRETARY Geoff Walls
4/3 Karitane Drive, Cashmere, Christchurch
Phone 03 332 6387 or Mobile 021 786 652
Email geoff@wallsnz.net
TREASURER Philip Eilenberg
3B 21 George Street, Parnell, Auckland
Phone: 09 374 5901 or Mobile 021 928 041
Email peilenbergnz@gmail.com
MEMBERSHIP REGISTRAR Rob Carthew
85A Wharewaka Road, Taupo
Phone 07 377 4117
Email watcher@pl.net
TECHNICAL LIAISON OFFICER Post WW2 Roy Tilley
204a Waiwhetu Road, Lower Hutt
Phone 04 566 0850 Fax 04 586 2937 Email rmt@xtra.co.nz
TECHNICAL LIAISON OFFICER Pre WW2 Eddie Riddle
27 Edith Street, Fairfield, Dunedin
Phone 03 488 1121 Email edjoyr@xtra.co.nz
MAGAZINE EDITOR Tom King
191 Sparks Road, Christchurch 8025
Phone 03 339-8309 or Mobile 0275 880 767
Email the.king@xtra.co.nz
WEB MASTER Bob Barbour
27 O’Leary Road, R.D.1 Pokeno 2471
Phone 09 236 6556 or Mobile 027 280 7902
Email gotalife@ps.gen.nz
NATIONAL EVENTS CO-ORDINATOR Rob Carthew
85A Wharewaka Road, Taupo
Phone 07 377 4117
Email watcher@pl.net
NORTHERN REGION
CHAIRMAN Glynn Williams
24 Franklin Road, Freemans Bay, Auckland 1011
Phone 09 378 7632
Email glynngwilliams@yahoo.com
SECRETARY Susie Williams
37 Maxwelton Drive, Mairangi Bay.
Phone 09 626 4996 or Mobile 021 367 683
Email suehowiewilliams@gmail.com
CENTRAL REGION
CHAIRMAN Roy Tilley
204a Waiwhetu Road, Lower Hutt
Phone 04 566 0850
Email rmt@xtra.co.nz
SECRETARY Martin Taylor
24 Rangiora Avenue, Kaiwharawhara, Wellington
Phone 04 470-7666
Email Porsche@globe.net.nz
SOUTHERN REGION
CHAIRMAN Michael Midgley
RD 1, Culverden, Nth Canterbury 7391
Phone 03 315-6445 or Mobile 0274 148 145
Email midgleym@xtra.co.nz
SECRETARY Tom King
191 Sparks Road, Christchurch 8025
Phone 03 339-8309 or Mobile 0275 880 767
Email the.king@xtra.co.nz
THE NEW ZEALAND ROLLS-ROYCE & BENTLEY CLUB (INC)
The Bentley badge and Bentley name are registered trademarks of
Bentley Motors Limited.
The Rolls-Royce badge and Rolls-Royce name are registered
trademarks of Rolls-Royce plc.
Membership
MEMBERSHIP of the New Zealand Rolls-Royce & Bentley Club, Inc is open to anyone with an interest in these two
distinguished marques, whether or not they are the owner of a Rolls-Royce or Bentley. Your Membership SUBSCRIPTION
includes the Club Magazine (6 issues annually), the right to attend all Club events and activities, and to partake in Club
management.
FEES: Registration Fee $ 10.00 (once only)
Membership Fee
$115.00 (annual, reduced to $100 for prompt payment)
Family membership $ 5.00 (annual)
CONTACT Membership Registrar NZ Rolls-Royce & Bentley Club, Inc
Rob Carthew, 85A Wharewaka Road ,Taupo
Phone: (07) 377 4117 Email: watcher@pl.net or www.nzrrbc.co.nz ,
then APPLICATION FORM
Club Shop
BOOKS
From the Shadow’s Corner by Cal West, Product Support Manager, Rolls-Royce Motors Inc, USA. A compilation of
technical articles, specific to the Silver Shadow and its derivatives, reprinted from The Flying Lady. We include a set of
reprints of Know Your Silver Shadow from the Club magazine in recent years. $80 per copy including P & P.
Silver Cloud/S Series Reprints 1955-1966: A compilation of technical articles from The Flying Lady specific to these
cars. $20 per copy including P & P.
CHASSIS RECORDS
The Company’s Construction Records, which accompanied every Rolls-Royce and Bentley chassis (since 1931)
through its production at Derby or Crewe, are a valuable resource for subsequent owners. They detail the original order,
any special equipment, and the results of tests and inspections prior to dispatch. The records for all cars over 10 years
old are held by the RREC in the UK, and copies are available to members of that Club. The number of pages for early
cars may be up to 20 or more. Records for a Silver Shadow can amount to even more pages and cost around $NZ150.
To obtain a copy of your car’s records, contact the Club’s Post WW2 Technical Liaison Officer, Roy Tilley, on 04 566
0850 e-mail rmt@xtra.co.nz
ADVERTISING – pages 19 to 24
Classified advertisements pertaining to Rolls-Royce and Bentley are free to Financial Members who do not deal
regularly in Rolls-Royce or Bentley cars or services. All classified advertisements must be submitted to the Editor,
Tom King, Phone 03 339 8309, e-mail the.king@xtra.co.nz 191 Sparks Road, Christchurch 8025. Commercial
advertisements will be the subject of a charge to the advertiser. Colour advertisements are charged at $220 per half
page and $300 for full page, payable to the NZRR&BC Inc.
Sister Clubs
Many of us belong to several motoring clubs, ranging from the Automobile Association to perhaps the
Zundapp Fanciers’ Club, and including along the way the Vintage Car Club of New Zealand; the oldest
established British clubs, The Veteran Car Club, The Vintage Sports Car Club, and The Bentley Drivers’
Club; and our sister clubs, The Rolls-Royce Owners’ Club of Australia, The Rolls-Royce Enthusiasts’
Club in Britain, and The Rolls-Royce Owners’ Club in America.
All these clubs produce excellent magazines, and your editor is lucky enough to receive our sister clubs’
publications on behalf of our Club on a quid pro quo basis. They are held in the bit of the library which
is at 191 Sparks Road, Christchurch 8025, and SAE will have copies speeding to anyone interested.
Otherwise, the current strength of our dollar might make membership of other clubs more practicable than
usual, and membership of RREC is £87 annually, plus £30 one-off joining fee.
The Rolls-Royce Owners’ Club in North America has made the following announcement, through Sabu
Advani, the editor of the RROC’s The Flying Lady.
“Digital Memberships - The Virtual Way to Go! Members outside of North America are NOW eligible
to join the Rolls-Royce Owners’ Club as an International Digital Member, at less than half of the cost of
traditional club members—just $US30. This eliminates two key obstacles for overseas recipients of the
magazine: shipping cost and transit time.
“The exact details of this new programme are still being evaluated and may change once we have a better
idea of what people desire. Meanwhile, contact RROC HQ www.rroc.org to sign up—and do tell your
friends who might be interested in this new option but would have no way of learning about it unless you
tell them.
“In addition to The Flying Lady as a PDF file you will receive The Event Lady and the Luxury Travel Guide
by email, and you will have full access to the RROC’s www.rroc.org website including the Discussion
Forum which gives you instant, 24/7 access to advice and feedback from members worldwide on how
to repair and restore your motorcar. Last but not least, this level of membership will also give you the
opportunity to vote in RROC elections by email.”
From the Rolls-Royce Owners’ Club of Australia we have received “Overseas Subscription for Præclarvm:
Præclarvm is pleased to announce that it is now able to accept subscriptions directly from Overseas Rolls-
Royce and Bentley enthusiasts. The cost is $A99 per annum worldwide (postage inclusive).
All enquiries should be directed to: RROCA Præclarvm Overseas Subscription, the Treasurer, John
Hiscox, 74 Rose Avenue, Wheeler Heights, NSW, Australia, 2097 or email: treasurer@rroc.org.au
CLOSING DATE FOR NEXT MAGAZINE: Deadline for receipt of all material for Issue 11-6 is 22 November 2011.
Front Cover: Lee Howell’s photograph of the new Bentley Continental GT, surrounded by its elders,
during its Australasian launching at Queenstown. See David Thomson’s report on Page 4.
Back Cover: Some images from the Bentley Motors factory at Crewe. More images and an account will appear in 11-6.
NZRR&BC Issue 11-5 2

Mainland Comment
During the past year down here there have been so many nights of interrupted sleep, and therefore plenty of opportunities for (to the tune
of Michel Legrand’s “The Windmills of Your Mind” from the film “The Thomas Crown Affair,” the original one with Steve McQueen
and Faye Dunaway, and the very nifty Rolls-Royce Silver Shadow fixed-head coupé Mr Crown drove) “The Squash Courts of Your
Mind” as the thoughts bounce off the inside of the skull. The ideas are harder to get down on paper in the cold light of dawn, but one
which seems worthwhile is for a series of articles or pieces about the eminent people in the car world with whom we have come into
contact.
When we joined the various car clubs we were the young ones, and it often seems as if we are still in the younger age group, so it is
important to record our memories of people whose achievements and personalities live on, and to get it right.
This magazine has already printed an article on Ian Maxwell-Stewart; obituaries for Willis Brown, Edgar Ridgen, Ken White and
George Wright; Scott Thomson’s history of his father “Tommy” Thomson; while Jim Sawers has given us an article about Lucy Wills,
and now one about her brother-in-law, Bill Hamilton.
Your editor’s list, in no particular order, would include Sybil Lupp, Lionel Archer, Ron Roycroft, Euan Sarginson, Dave Bowman,
Selwyn Jackson, Andrew and Mollie Anderson, Bill Clark, Bob Turnbull, Bob Beardsley, Wallace McNair and Ann Thomson, Ron
Hasell, Percy Bull, Dick Messenger, Arthur Dexter, Jack and Leith Newell, Geoff Owen, Gavin Bain, Bruces Winder and Pidgeon,
Leon Witte, Allan Bramwell, and Geoffrey Williams in New Zealand; in Australia “Jumbo” Goddard, George Green, Fred Fowler,
Romsey Quints, Barrie Gillings, and George Brooks; in America Henry Austin Clark Jr, Briggs Cunningham, and Henry Manney III;
and in Britain David Scott-Moncrieff, Harry Rose, John Rowley, Stanley Sears, Forrest Lycett, Cameron Millar, Elizabeth Nagle, Tim
Carson, Peter Hull, John Stanford, Cecil Clutton, William Boddy, Denis Jenkinson, Sandy Skinner, Barbara and Nev Farquhar, and Bill
Morris. Those names will bring others to our minds, and many of you will have memories of some of these heroes and heroines. Your
contributions, ideas and suggestions are most welcome.
Our stalwart Central Region member, Ed Boyd, wondered what he could do to help the citizens of Christchurch, and he put his
thoughts into action by arranging for the donation of a Rover 3500, its restoration by local Wanganui Vintage Car Club members, and
its raffling. Four thousand tickets were sold, and the proceeds have been forwarded to the Vintage Car Club’s National Chairman for
distribution. Many thanks, Ed. As a surely unrelated occurrence, we notice that the V.C.C’s National Chairman has recently bought an
S1 Bentley.
This magazine is a little larger than usual; with so much material of high quality to hand, it seemed a good opportunity to present the
historical black and white images in the centre pages, and our printers, H & A Print of Wanganui, have generously offered to process
the extra four pages at no extra cost.
David Neely, one of our members from
New South Wales, took this splendid
photograph of Jim Sawers at Hicks Bay,
during our First Light Rally in 2007. It
captures Jim’s essence very well,
and your editor would like to take this
opportunity to thank Jim for yet another
fine historical article, which appears in this
magazine on Page 11. The keen eye may
notice that Jim is wearing Joan’s Club
name badge, and this is poignant, since
Joan died unexpectedly earlier this year,
leaving a very large gap in Jim’s life.
To the Editor
Dear Tom,
The story of Tommy Thomson by Scott was a wonderful read for me. Often, when
travelling from Timaru to Dunedin in the Continental, we called on Scott’s parents at their
home, high on the hill west of Palmerston township. If he saw us coming Tommy would
be standing to attention on the front lawn, saluting the arrival of BC61C.
With a BSc in Physics from Otago University he was also accomplished in music, as was
their beautiful daughter Jill who died so tragically following a short illness. Though the
smiling hospitality continued, how they must have grieved.
He was never happier than when working on the Rolls. Immaculately attired in jacket,
collar and tie he was always so clean. How did he do that? All alloy heads corrode so
require the standard treatment of heating, welding and drilling, with straightening and
machining to remove heat distortion. But not for Tommy Thomson; instead he drilled
out each water hole to take a tapered threaded hollow alloy plug which simply screwed
into place. No heating, so no distortion. When he submitted his detailed drawings and
specifications to Rolls-Royce they were mightily impressed, replied with thanks, and
commended him on his enterprise.
For a few years he enjoyed conducting the local high school choir. How privileged
they were to have him. Quietly spoken he had a way with words, but at times needed
so few. When I told him how by pure chance I had discovered the left stub axle on the
Continental was seriously cracked resulting from an early bearing seizure, his comment
was memorable, “Oh dear.”
He once put me in the Rolls driving seat while he sat beside me quoting from that
incredible notebook, in which he had recorded so much detail on the performance of the
Rolls. From it he could quote chapter and verse. One example described how at a given
time on a given date the Rolls had topped the famous Kilmog hill north of Dunedin at 45
mph in third gear with five people on board. Impressive.
A staunch Dunedinite, so accomplished yet so humble, always with that twinkle in his
eye; he was a lovely man with a lovely car.
Cheers,
Jim Sawers.
NZRR&BC Issue 11-5 3

New Car: the Bentley Continental GT
Otago Daily Times Motoring Editor David Thomson Reports on the
New Car and its Australasian Launching at Queenstown
Photographs by Lee Howell/Kaptured Photography
“Think of an elite athlete going on a training programme to get
tighter, fitter and faster.”
That’s the analogy Robin Page, head of Bentley Motors’ interior
design, offers as he describes the second-generation Continental
GT to a group of four journalists – two Kiwi and two from
Australia – who are sharing a coffee with Page at the Amisfield
winery in the Wakatipu Basin.
We are gathered here because Central Otago has been chosen
by Bentley as the venue for the Australasian launching of its most
important model. It’s an exclusive event, with only one car on hand
to share around the small cadre of a dozen writers who assemble
in groups of four over three successive days to learn about, and
sample, the new machine.
Bentley would not be the success it is today without a massive
investment by its current owner, the Volkswagen Audi automotive
group, but with design and manufacturing centred at Crewe,
England, it remains a determinedly British brand.
‘Britishness’, in fact, is something that Page and others in the
Bentley design team discuss before any major project. They look
at it in a heritage context (something that’s easy to do when your
company has been producing quintessentially British luxury sports
cars since the 1920s) and from a modern perspective.
“We look especially at crafts such as furniture and jewellery
making, and consider how the leading contemporary exponents
have captured a Britishness that is rooted in heritage, but is utterly
modern,” Page explains.
That blend of heritage and the modern is what the stylists have
sought in the latest Continental GT. Page’s explanation of the
design of the new car’s nose gives a clue as to how it has been
achieved.
Heritage Bentleys such as the iconic R-Type Continental of
the 1950s featured very crisp crease lines on the front wings.
These lines were created by traditional hand-beaten construction
of aluminium panels, but largely disappeared from car design in
recent decades as they were not possible to produce with machinepressed
panels.
Crisp creases return with the new GT thanks to Aluminium Super
Forming, an advanced process that involves heating aluminium
panels to 500 degrees and shaping them by precisely controlled air
pressure. As well as producing sharper crease lines this process,
which comes from the aerospace industry, allows larger panels to
be formed, eliminating welding and panel joints such as those that
ran across the line of the headlights of the previous model.
Other changes about the nose include making the Bentley grille
lower but more upright. This, in tandem with the panel creasing,
emphasises the length of the car’s bonnet. The car’s headlights also
change, with a more obvious size difference between the finely
detailed outer and inner lights. As well as echoing the headlight
layout of classic Bentleys, this helps give the nose a more modern
look.
Sharper lines are evident elsewhere on the exterior too and,
along with a higher waistline, a widening of the car’s track, and
a move to standard 20-inch wheels (the older GT sat on 19-inch
rims), give the car a tauter overall look that is right up to date.
The elegance that flows from simple clean lines embodies Page’s
view that the design is complete “when there is nothing left to take
away.”
It’s an approach obvious in the interior, which was Page’s key
NZRR&BC Issue 11-5 4

area of responsibility for the new GT. Bentley’s winged emblem
has continued to serve as the inspiration for the dash and centre
console design, but in a revised and more dynamic form with the
new car.
By moving the seatbelts from the seats to the sides of the car,
Page and his team have been able to create lighter, thinner front
seats, which as well as saving weight, liberate additional rear
legroom. Despite this, the GT remains a 2+2 rather than a full
four-seater, with the rear seats best suited to kids or small adults
on short trips.
The other key challenge facing Bentley has been upgrading the
cabin to cope with the latest in information and entertainment
technology. An 8-inch touch screen is fitted along with a 30GIG
hard-drive and there is seamless integration between the screen,
the premium 11-speaker Naim sound system, and iPods and other
portable devices.
Though a new, 40% more fuel efficient 4.0-litre V8 engine is on
the way, the Continental is launched with an improved version of
the hand-assembled 6-litre twin-turbo W12 seen on the previous
model. Thanks largely to engine management changes, peak
outputs have increased to a mighty 423kW of power and 700Nm
of torque, and this combined with a 65kg weight saving produces
a six percent improvement in the car’s power to weight ratio.
Borrowing largely from features introduced on performancefocused
special editions of the previous model, the new Continental
GT adopts a standard 60:40 torque split between the rear and
front wheels (the old model split 50:50) and features steering and
suspension modifications designed to improve driving feel. The
suspension uprights have also been re-designed to reduce unsprung
weight, and the wheels produced by a new hollow casting process
to achieve the same.
The car’s paddle-shift 6-speed ZF gearbox has been modified
to achieve faster (200 millisecond) downshifts and can now
skip third gear to make a rapid downshift from fourth to second.
Changes have also been made to the electronic stability control
system to enable enthusiastic types to better explore the car’s
traction envelope.
Climbing into the driving seat, I notice immediately that the
crisper exterior panel lines improve definition of the outer
extremities of the car. There’s also something re-assuring about
the traditional approach to the car’s main instrumentation – yes,
those white-on-black dials with numbers and letters in classic
Bentley fonts remain.
A press of the starter button brings the engine burbling to life
and arouses a sense of grand anticipation, but also substantial
responsibility, especially as within a minute or so I will be nosing
up onto the Crown Range and seeking a driving rhythm that allows
me to cross it in a smooth but spirited fashion.
Truth be known, the initial part of the climb is tighter than is
ideal for such a substantial car, though it is still remarkably nimble
given its size and 2.3 tonne weight. However, recent re-sealing of
the road in smooth asphalt showcases the exceptional refinement
of the car on decent surfaces.
As the corners open, the car gets into its stride. Acceleration out
of bends is stunning, which is hardly surprising given Bentley’s
official figures of a 0-100kph sprint time of 4.6 secs, and a 0-
160kph time of 10.2 secs. The Continental GT’s top speed is –
conservatively I suspect – listed as 318kph (198mph).
While one never tires of the car’s accelerative push, nor its
phenomenal grip, it makes its most marked performance stride
over its predecessor in its handling. With the majority of torque
now going to the rear wheels, the new Continental GT is easier
to balance and adjust on the throttle. Improved steering feel also
makes the new car easier to place into bends, and increases the
sense of engagement with the driving experience.
The only real criticism is that the car’s seats are quite broad
across the top, and so do not provide optimal support for occupants
of a slender build; adjustable pneumatic side bolsters would
NZRR&BC Issue 11-5 5

offer Bentley a potential solution for the
future.
Moving on to more open highways
it makes sense to re-set both the
transmission and the suspension from
sport to normal modes. The biggest local
regret with this car is that New Zealand’s
speed limits are substantially lower than
the 130kph+ limits and above that the
Bentley – as a European luxury grand
tourer – is designed for; it could happily
take cruising at twice our legal speed
limit in its stride.
Such considerations applied equally to
the previous Continental GT, and did not
prevent New Zealand from being one of
the top markets for the car on a per capita
basis. The only thing likely to stand in the
way of similar levels of enthusiasm for
the new model is current economic times,
though one can still expect strong interest
in a car which takes Bentley’s rich grand touring tradition forward
in such a decisive and stylish way.
AT A GLANCE
Bentley Continental GT
Price: $395,000
Engine: 5998cc twelve-cylinder twin turbo petrol, max power
423kW@6000rpm, max torque 700Nm@1700rpm.
Transmission: Six-speed automatic with paddle shift controls,
four-wheel-drive.
Brakes and stability systems: Disc brakes front and rear with
ESP and ABS.
Wheels and tyres: alloy wheels, 275/40 ZR20 tyres.
Fuel and economy: Petrol, 16.5L/100km on EU test combined
cycle, capacity 90-litres.
Dimensions: Length 4806mm, width 1944mm, height 1404mm.
Re-designing an Icon,
by David Thomson
How does one go about re-styling a car that has already become
a design icon? That’s a question I put to senior Bentley designer
Robin Page (pictured at left) at the Australasian launching of the
new Continental GT.
Page is certainly well-qualified to answer. Prior to joining Bentley
he commenced his design career at Jaguar, starting out as a
company apprentice while completing fine arts study at the same
time. His history with Bentley dates back to 1995, and he has
headed the interior design team for all of the company’s recent
new models, including the original 2003 Continental GT, the
Azure, the Brooklands, and the new Mulsanne.
“For this [new GT] car we were told by customers not to start
again in design terms,” he explains. “The original GT was already
a design icon, so we had to do a [Porsche] 911; do a loop in styling
terms and reinvigorate the look.”
Some initial thinking around the look of the new GT was done
in 2006 and 2007, but the design programme started in earnest in
2008, with the most concentrated period of work running for close
to a year. Page describes the process as having three stages.
The early months were spent working on initial designs, and the
next six months spent refining the look and getting it exactly as the
designers wanted it. The final couple of months involved what he
describes as “protecting the purity of the design” as it was subject
to final sign-off by Bentley engineers and, ultimately, the Board.
While computers play an integral part in the modern car
design process, there is still plenty of room for traditional design
techniques: designers love to sketch on paper, and the initial
computer design is created in foam, which enables what Page
describes as “all the obvious schoolboy errors” to be identified.
The serious modelling takes place using clay, which can be
finely worked to capture every nuance of panel form. While the
models are produced indoors, all of the serious viewing takes
place outdoors, so the design can be seen in natural light. The
final clay model is captured three dimensionally by computer for
translation into production.
Page says there is a healthy tension between the exterior and
interior designers on a project like this. The former want a low
roofline and high waistline to produce a sporty look, but the latter
prefer the opposite to provide a roomier, more airy feeling cabin.
NZRR&BC Issue 11-5 6

Lee Howell’s picture of a man happy in his work; Robin Page at the wheel of the new Bentley Continental GT at the Australasian
launching in Queenstown.
Interaction with Bentley’s traditional craftsmen, who are
specialists working in leather and wood, is a vital part of the
interior design.
“They can come in and look at the design, and tell you if it
is actually possible to translate it into what you want using the
materials you have identified,” he says. The design ideal is when
the craftsmen’s lines – for example the stitch lines between leather
panels – run along the stylists’ design lines.
“Seat design,” he says, is especially challenging; while working
towards a particular styling effect you are also trying to provide
something that is comfortable and supportive for a range of
physical shapes and sizes and which – because of the need to meet
stringent safety standards – must be designed around a number of
structural hard points.
Bentley, Page believes, is especially fortunate in that all
design and engineering is concentrated at one site. This allows
far more interaction between the stylists, the craftsmen and the
engineers than would ever occur with a mass-market car, which
could typically have its exterior and interior designed in different
continents, and production occurring at multiple plants around the
world.
Another tenet of the contemporary Bentley approach is that
what one sees in terms of a surface finish is what one gets. Thus,
if it looks like leather, it is (painstakingly selected from mainly
Scandinavian herds and laser-scanned for possible flaw prior to
cutting), if it looks like wood grain it is, and if it looks metallic,
then a cold feel to the touch will tell you it is too.
One of the biggest challenges Page and his team face is
integrating a car’s interior design (and underlying technology)
with modern information and communication technology; a key
issue is the disposable nature of that technology, as exemplified
by the ever changing external electronic devices such as phones
and iPods that customers expect their new Bentley to interface
with seamlessly.
While modern technology may cause headaches, it also
has advantages; touch-screens, for example, allow a level of
customisation in terms of vehicle settings not otherwise possible
without dozens of buttons and switches.
Working as a designer for Bentley brings unique opportunities
beyond the obvious satisfaction that comes through working with
quality materials and expert craftsmen, while at the same time
meeting the challenges of new technology.
Page, for example, was closely involved in the interior design of
the two Arnage-based State Limousines produced by Bentley for
the Queen on the occasion of her Golden Jubilee in 2002.
Page says the Palace rejected the initial design because it had
too much wood grain, and adds that there were several unique
requirements that had to be met. For example, the Queen’s seat
had to be height adjustable so she would never be sitting lower
than the person beside her (the design team worked with a lifesized
cardboard cut out of the Queen – complete with crown
– to ensure ample headroom). The upholstery for it had to be in
Lambswool Sateen brushed wool cloth not leather, and a special
storage compartment was required for Her Majesty’s blanket.
Page admits to finding it quite a thrill to see the car being used
at this year’s royal wedding and, when asked, to be able to tell
his family that he had been responsible for the interior design.
NZRR&BC Issue 11-5 7

Britain by Bentley 2011,
by Richard Hadfield, with Lois Hadfield’s photographs.
Lois and I had the most marvellous tour of Britain this year, and
our only regret was that more of our friends could not be there
with us to enjoy it. The Bentley Drivers’ Club also known as the
B.D.C. is seventy five years old this year and partly by way of
celebration of this an inaugural tour of Britain was organized.
The B.D.C. have run tours of Portugal and Jordan and Switzerland
and all sorts of, to us, exotic places but never had they run a tour of
Britain. I suppose that because most members have been based in
Britain, the main thrust was to run touring events in other places.
In 2011 it became clear that more and more members were based
in places other than Britain and so the idea of a tour of Britain was
devised.
Crazy architecture
It was planned to showcase the best of Britain and in that respect
it succeeded magnificently. Starting at the newly re-furbished
Savoy hotel in London where the “Bentley Boys” used to play
up in the 1920s. It is truly a magnificent venue, and Lois and I
enjoyed it very much.
As you can understand, it is not possible to get fifty rooms in any
hotel which are all the same, so the organising committee devised
a rating system of their own, whereby hotel rooms were graded
from one to three, and then they made sure that if someone had a
rate one room in an hotel they would not draw the same grade next
time. This worked very well. However, our room in the Savoy
set the tone for the event as we had a bedroom large enough for a
king sized bed and a writing desk and a couple of arm chairs all
with room to spare. Next to this was a full bathroom with room to
swing several cats and then a sitting room as big as the bedroom
with a three piece suite and a dining table and six chairs. Is that
good enough? Well no actually because we also had a butler!!!
Actually the butler was really a glorified form of room service but
boy oh boy it was impressive and in my time I have seen a few
hotel rooms but never anything like this.
Of course it couldn’t last and we were soon brought down to
reality; having said that, our room at the next hotel was extremely
nice, and would give no cause for complaint in the best of
company.
This next hotel was in a small town called Lavenham, a picture
post card village with everything you expect from Olde England
complete with half timbered buildings all leaning and out of level.
I’m sure you could not get a building permit for the likes of that
in New Zealand,
There were around fifty Bentleys on the tour. It varied a bit
because some cars joined and left at various intervals – mainly
locals as most overseas entrants did the whole tour. About two
thirds were “W.O.” vintage machines and half the balance were
from the thirties and fifties with a smattering of moderns.
Lois and I had planned to take our 1952 Mk VI Park Ward
convertible but, come shipping date and despite two years of
preparation, we could not make it run to our satisfaction. In the
end, it was just as well because I was quite ill for much of the
time and, apart from driving out of London for the first morning,
Lois drove the rest of the three thousand miles so the Arnage was
a good thing.
Obviously, with fifty Bentleys, most of them quite valuable
vintage ones, it would not be reasonable to park them outside
“Joe’s Dodgy Motel” on the wrong side of town so most of the
accommodation was in country houses now converted to golf
hotels and spas and the like. While not like the Savoy, they were
all superb and gave no cause for complaint.
The route took us up the eastern side of England and into Scotland
for our fifth stay. I should say that only one stop was a one night
stop with all the rest either two or in one case three nights. This
meant that we were not driving everyday although there were lots
of options for the ‘non driving’ days. From Edinburgh we crossed
Scotland to Loch Lomond where we had a trip on the loch and
were piped into the dining room for an address to the Haggis and
another superb meal. At almost every stop we had a pre-arranged
dinner on the night of our arrival so cars arriving later did not have
the chore of sorting out dining arrangements – very well done.
Down to the English Lake District which is a most beautiful
part of the country where Wordsworth enthused about daffodils
and the like. Now came the only bit of Motorway driving to get
the cars through the industrial areas of Lancashire and across to
north Wales and Llandudno. I should have said that at most of our
stops, we had entertainment laid on. Here in Llandudno we had a
forty member male voice choir to sing before and after dinner.
At the London dinner we had a famous singer (so famous that
I can’t recall her name) but she is featuring in one of the big West
End shows. In Yorkshire we had a brass band which I enjoyed
Hotel in the New Forest
very much (especially as they came from Lancashire). At Loch
Lomond, we had the piper and some Scottish country dancing.
From Llandudno we went back east to Cheshire and the highlight
here was a three hour tour of the Bentley factory followed by lunch.
Four of our own members, Hilary and Tom King, Glynn Williams
and Michael Midgley, broke into their own visit to Britain to join
us here, and for the dinner at our hotel. The next day we
drove to Buxton in the Derbyshire hills for two nights’ rest before
pressing on to Stratford on Avon for our only three night break.
There is so much to see and do in Stratford that three days are
hardly enough but we had the thrill of another visit to a member’s
property for lunch. This time it was to the fabulous home of Terry
& Margaret Lister whom we had met on the ‘Down Under Tour’
in 2005. Terry has a great collection of Rolls-Royces along with
NZRR&BC Issue 11-5 8

Peter and Mary Morelli’s 8-litre YX5114 outside Crewe Hall
the odd E Type, a gull wing Mercedes and an Aston Martin or
two. They put on a great buffet lunch for the whole gang. The
following day we visited the B.D.C. club house near Banbury for
the 75th birthday celebrations and the annual rally and concours.
From there we went to Bath and had a mayoral reception and a
guided tour round the city and the Roman baths and hot springs.
Special parking was arranged for us opposite the royal crescent
which made easy access for the town centre. It’s not far from there
to Torquay in Devon and another day of rest. The entertainment
on the first evening was that the dining room was filled with all the
side shows from a Victorian seaside resort. What a novel idea and
what a lot of fun we had.
On most days, we followed the route until we got bushed and
then we reverted to tom tom for assistance. In Britain, the post
Inside Crewe Hall, Kiwis Glynn Williams, Hilary King, Lois
Hadfield and Michael Midgley frolic.
for a beautiful lunch in the grounds of his house deep in the New
Forrest. David had also arranged for a Dixieland jazz group to
play for us throughout the afternoon. The weather was idyllic and
the day perfect.
Our last drive took us across the rest of the south of England to
Kent and an evening at Leeds Castle where we toured the house
and were then entertained by the nephew of Glenn Miller who has
his own band playing in the exact style of his uncle. Sitting in the
courtyard with a drink in hand and watching the sun go down over
an historic house before our meal was a great way to end what I
can only say was the finest rally I have ever taken part in.
We saw so many more fantastic sights and places and did
such amazing things that it made the mind boggle as to the work
the organisers must have put in to getting everything just right.
Congratulations to them!!!
Lois driving the Arnage to the Bentley Works, Richard navigating. It seemed rude to ask this Australian 6½ litre Bentley’s chassis
codes are far more specific than we are used to and generally they
number, but isn’t it splendid?
refer to an exact property, especially as in the case of large hotels.
This meant that a post code would take you to the front door
of the place you wanted. I had looked up on line to download
the maps for the U.K. onto my tom tom but found that the cost
was £104 and a quick call to our son told us that we could buy a
complete unit loaded with maps for £109 so we held off until we
were on the road. Lo and behold we fell over a discount house
similar to our Super Cheap Auto which had new units on special
at an unbelievable £89.99. I didn’t plan to rely on it for all our
navigation but on bad days when we became absolutely lost, we
used it to get us out of the doo doo.
After Devon we followed the south coast of England to the New
Forest for two nights at Rhinefield House. This is a positively
enormous place first built as a wedding present for a rich man’s
daughter. We have no concept, despite what our politicians keep
telling us, of the difference between the rich and the poor. The
wealth in those days must have been beyond our dreams. On the
rest day, we drove to the house of another member, David Hughes,
The Swan, Lavenham, Suffolk.
NZRR&BC Issue 11-5 9

The Six-Pot Group Hears the New St Matthew-in-the-City Organ
by Bob Barbour, with Philip Eilenberg’s photographs.
Philip Smith at the new organ, St
Matthew-in-the-City, Auckland.
Human artefacts represent the range of creative output of both
individuals and groups. When well executed they embody
the aspirations of a society and stand, in their highest forms as
exemplars, raising the sights above the mundane. Churches
provide spaces that lift the head and eyes, expanding the mind
and spirit in participation with other people. As places of worship
in the western tradition became larger, keeping the singing
harmonious required suitable accompaniment. Church pipe organs
provided the volume and variety of musicality that pleased the
human ear, raised the quality of the singing and lifted the spirits
of congregations. While today there is considerable variety in the
styles of musical accompaniment in churches, a competent organist
and a well-founded church pipe organ still meet the traditional
requirements. The uniquely skilled organ builder is a rare person
and the management of the construction and maintenance of these
instruments is entrusted to but a few companies among which is
Henry Willis and Sons Ltd. Following the link below will provide
further information about the company and the building of a new
organ.
http://www.willis-organs.com/auckland_general.html.
The Six Pot Group recently attended the St Matthew-in-the-
City new organ event during which we heard about the new
pipe organ and listened to a number of demonstration pieces.
The evening was introduced by David Wyld of Henry Willis &
Sons Liverpool UK, and was hosted by Philip Smith, B.Mus,
ARCM (Hons), LTCL, AWACM Parnell Cathedral Organist and
Acting Director of Music. At the stage of our visit, the organ was
a work in progress but a good indication of the high quality of
the work can be heard in Michael C.W. Bell’s (resident organist)
demonstration at: http://www.facebook.com/video/video.php?v=
10150316641868326&saved.
We were treated to an experience that included a full range of
bright instrumental performance. The gifted organists showed
that this pipe organ could be approached with both delicacy and
gusto, and that listeners would find the experience satisfying. In
the base range, we felt that the church structure was vibrating in
sympathy with the deep sonorous rumble of the largest pipes.
The ‘choir pipes’ included a range in which the brightness of the
sound of pipes allows the listener to identify individual voices. In
the mid-range the pipe organ produced a mellow rounded and all
encompassing soundscape that was warm and welcoming.
Discriminating listeners would be well advised to consider
where in the body of the church they might find the locations
that offer the experience they are seeking knowing that the pipe
organ and the church interact in very complex ways given the
location of the organ pipes and the complexity of the acoustics at
St Matthews. Each new location opens new voices, mutes others
and enhances the unexpected, truly a complex soundscape that
rewards exploration.
In summary:
Did the clean and enviable space of St Matthew-in-the-City and
the new pipe organ meet the requirements of lifting the spirits,
expanding the mind and challenging the ear?
This new pipe organ is one that will reward the most discerning
listener, easily meeting expectations of a traditional experience
as well as having sufficient distinction, in skilled hands, to fit the
special character of St Matthew-in-the-City’s unique role.
Technical Matters: How My Mark VI Regained its Smooth Idle
by Glynn Williams
From bitter experience I may be able to assist those members
with post war 6 cylinder cars that will not idle smoothly. My
Mark VI B29NY drove me to distraction with popping from the
exhaust, rough idle, and petrol overflowing from the carburettor
float chambers.
About 10 years back we had problems with the supply of SU
petrol pump parts. At that time several of us changed to the then
available electronic conversions to the original petrol pumps.
The engine went onto five cylinders, and then down to threescary
when you are crossing the Auckland Harbour Bridge in
rush hour. My so-called expert advised that the carburettors
were worn and needed overhauling. This was done by Weber
Specialties, but the car would still not run properly. Eventually
I took the car back to Weber Specialties and they got it running
OK, but after two days it lost its tune and went back to rough
idle. Back to Webers; this time they checked the pressure the
pump was delivering- 6 PSI. It should be 2 PSI. There is now a
pressure valve in the fuel line limiting delivery to 2 PSI and my
Mark VI is a much smoother and happier car with no popping
from the exhaust.
NZRR&BC Issue 11-5 10

“Billy” Hamilton by Jim Sawers
Early photographs dated 1910 show Billy Hamilton aged 11
returning from a successful goose shoot or messing about with
boats, his first being a galvanized wash tub powered by a double
ended paddle. Later he produced a light weight bamboo/calico
canoe in which he used to shoot down the flooded Opuha River.
The problem of how to transport the canoe back to the point of
entry was easily solved, by training the family’s brown retriever
to tow a boat trailer Billy built from old bicycle wheels, so as a
young boy he was clearly an innovator. Born at Ashwick Station,
near Fairlie, South Canterbury, on 26 July 1899, Charles William
Fielden Hamilton grew up with a love for all the outdoor activities
which were so freely available on a large sheep station, and
believed that formal schooling was better delayed until 7 years
of age, Bill had ample opportunity to begin to develop his quite
unique interests on the Station. Educated at Waihi Preparatory
School, Winchester, South Canterbury, he found the world of
academia not to his liking, especially history which he loathed.
However, when obliged to spend a few weeks in isolation due
to measles, his non academic skills were certainly appreciated,
when Bill repaired not only the Headmaster’s bicycle but also his
watch. While still at Waihi School at age 13 he built a dam on the
Station, from which a water wheel produced sufficient power to
provide electric lights in the homestead, as well as for his lathe
in his newly built workshop. Mounted on the veranda of the
homestead was a tennis net reel, which, when
wound slowly each evening, released water to
activate the water wheel and provide lighting.
Slowly being the active word, to avoid a sudden
surge of power to blow all the light bulbs. Bill
was later educated at Christ’s College, but was
obliged to leave to help manage Ashwick Farm
when his older brother Cyril was killed in action
in WW1.
In 1921, with borrowed funds, Bill purchased
the 25,000 acre Irishman Creek Station near
Tekapo for £16,000, so from then on was fully
occupied developing it to meet his own high
standards. At that time the Station ran 6,000
ewes and countless wild cattle. At the same time
Bill bought a Bugatti with funds advanced to
him by Pyne Gould Guinness, who had financed
the purchase of the Station. The Bugatti was sold
in 1923.
Aged 9 Billy Hamilton took this photograph in front of Ashwick Homestead 1908. From the left,
Mother, sister Kitty, Father at the wheel of the new Darracq, brother Cyril, Carl Olsen and sister
Leila.
Billy: “Do have a ride in my canoe. I’ll hold it while
you get in.”
boating was one of them. At this stage of his life Billy began to
dream of a boat which could carry him both up and down the swift
flowing shallow rivers of his homeland, a dream which would one
day come true.
Ashwick Station, which had been owned by the Hamiltons
from 1899, was subdivided in 1912, so from then on the family
remained on the smaller Ashwick Farm. Because his mother
Billy at the Middle Hut, Ashwick, 1910.
Because Bill’s father was stricken with cancer
he was taken to England in 1923 for an operation
not then available in New Zealand.
Sadly he died there. While in UK with
his parents, Bill purchased a 1913 4
cylinder 3.3 litre Isle of Man Sunbeam,
one of only four cars specially built in
1913 for the 1914 Isle of Man Tourist
Trophy. More importantly, while in UK
in Oct 1923 he married Peggy Wills,
who during WW1 had worked in a
munitions factory and was the older
sister of profoundly deaf Lucy Wills. In
due course Bill and Peggy returned with
the Sunbeam, to begin their life together
at Irishman Creek Station. Sadly each
had lost an older brother killed in WW1.
Until the Sunbeam arrived Bill used
the family Hudson, which he often
described as a ‘gutless wonder’. In spite
of its lack of power, under Bill’s capable
control it astounded many of the locals
by the way it could cross flooded rivers
when no others would take the risk. By picking a down stream
course Bill made good use of the current to push the ‘old girl’ to
the other side.
Once the Sunbeam arrived, Bill with the help of Stan Jones of
Jones Motors, Fairlie, set about maximising its performance and
using the local roads as a test track, much to the disapproval of
many locals who were genuinely perturbed. Some said, “He will
NZRR&BC Issue 11-5 11

(Clockwise from top)
Bill at Irishman Creek,
1922
The Sunbeam at Muriwai
1925.
Bill and Peggy
deerstalking,1924.
there at 109.09 mph. A few days later he won the Waikouaiti
Beach Race. During that time Bill’s brother-in-law Matthew
Wills, who came to New Zealand in 1925 and bought Opawa
Station, Albury, raced a straight 8 Sunbeam at Muriwai in 1926
and 1927.
Bill Hamilton in the
Sunbeam in England,
1923
break his neck, that car was built for the track, not New Zealand
roads.” One local lady remarked, “Ever since Billy brought that
car out here I daren’t go on the road, and I don’t know what I
would do if I met him on a bridge.”
Quite soon, while at Irishman Creek, Bill began his engineering
career by designing a water pump, sand yacht, saw bench and a
water wheel which generated enough electric power to supply
lights as well as some electric heating in the homestead, in addition
to later powering his workshop, which he built with timber from
Ashwick Farm. A major undertaking was the building of a dam
to provide an adequate water supply for the Station and feed the
water wheel as required.
Clearly an innovator, Bill developed a highly efficient scoop,
which in addition to a home built excavator proved its worth in
the construction of the dam. 1n 1927 his sister in law Lucy Wills
who was staying at Tekapo, was one of many who operated such
machinery in the construction of the dam. Bill’s scoop was so
successful he later took it to England in 1936, where it was used in
the construction of the Chingford Reservoir near London. In order
to further develop the scoop’s use, Bill bought four International
crawler tractors and was soon a very busy contractor involved in
the construction of aerodromes at Wigram in Christchurch, Gore,
Haast, Okuru, Wainakarua, Keri Keri, and Great Barrier Island.
Later he built the four mile stop-bank at Karamea.
Not surprisingly Bill became interested in racing his Sunbeam,
the first car in Australasia to reach 100 mph, so a few days before
the 1925 Muriwai Car Races, he with Stan Jones in the Sunbeam,
together with Stan’s partner Andy Irving in the Brescia Bugatti,
set off for Auckland. Camped in the scrub beside the beach they
worked hard on the cars. Bill won by a quarter mile the 50 mile
NZ Motor Racing Cup at Muriwai at 81.5mph, as well as the one
mile Australasian Speed Record at 100mph, in each case beating
the favourite, an Australian owned 30/98 Vauxhall. That same day
Andy Irving won the 50 miles Light Car Cup in his 1.5L Bugatti.
Little wonder the spectators were so impressed with two winners
from a far away small town called Fairlie. In 1926 at Muriwai
Bill had to retire his Sunbeam with a collapsed bearing and in
1927 was similarly unsuccessful, but in 1928 ran second in the
NZMRC, and later that year won the 24 mile and fifteen turns
Dominion Speed Cup at Oreti Beach, as well as the Flying Mile
(Above) 1922 Sunbeam GP. This is identical to the Sunbeam which was
owned and raced by Bill Hamilton’s brother-in-law Matthew Wills.
(Below) 1922 Sunbeam GP engine room. (Photos Tom King)
Auckland Press cutting 22 February 1925.—
The Bugatti which won the New Zealand Light Car Cup of fifty
miles and put up such a creditable performance in doing the
distance in 41 minutes18 seconds averaging 72mph was driven
by the owner, A. Irving of Fairlie, South Canterbury.
This is the first occasion on which cars have come from so far
south, and the win was a most popular one. The Bugatti was
never seriously troubled at any time during the race.
The winner of the New Zealand Motor Racing Cup of fifty
miles, the Sunbeam, also hailed from Fairlie, being driven a
particularly fine race by C W F Hamilton. At first it looked as
though the New South Wales car, the Vauxhall piloted by Hope
NZRR&BC Issue 11-5 12

(Left) A year’s supply of coal,
flour. sugar. oatmeal and tea
arriving at Irishman.
(Below) Bill adjusting the
excavator at Irishman.
Bill’s scoop in action building the Irishman dam, 1927.
Bartlett of Sydney, would have a chance, but the Sunbeam in the
last twenty five miles increased its lead and won by a quarter of
a mile.
In 1927 came the big freeze at Irishman with a massive snow
fall, when daytime temperatures were as low as -15 degrees. As
the power supply dam froze to below the intake level, there was no
power generated. A bottle of lime water which burst in the kitchen
was still there in the perfect shape of the bottle three weeks later.
A four ton lorry loaded with coal crossed Irishman Creek without
breaking the ice. The steam from the kettle froze on the ceiling
and looked like rivets. Peggy’s sister Lucy Wills who was staying
at Tekapo House, arrived on skis hoping for a bath. “A bath?” said
Peggy, “You may clean your teeth if you like.” So the first job for
Bill driving the Bentley at Brooklands, 1930.
“No.” Shouted the New Zealander, “He’s a New Zealander.”
The following extract from the Georgeson/Wilson book ‘The
Leading Edge’ A life in Gliding, provides a fascinating view of the
scene at Brooklands on that famous occasion.
‘He and Peg went to England in 1929. Bill wanted to see how
he would get on racing against the top English drivers, and they
carefully selected a second hand 4.5L unsupercharged Bentley,
which Peg bought. This would be a good car to race, as well as a
fine touring car for New Zealand conditions. With characteristic
colonial insouciance, Bill decided to hazard his luck at the great
Brooklands Easter Open Meeting. Here he’d be lined up against
Sir Malcolm Campbell, Sir Henry Birkin and all the great names
of motor racing. He prepared the engine himself at the Bentley
garage, grinding the valves to his own specification with infinite
care. “That’ll do,” said a mechanic looking over his shoulder,
“they look pretty good to me.” It wasn’t good enough for Bill.
He increased the clearance of the pistons so that they were looser
in the cylinders, preparing the engine well beyond Bentley
recommendations. He entered the car for three races, The Bentley
Handicap, The Sussex Long Handicap and the Bedford Long
Handicap.
‘The day came. Sir Malcolm Campbell called out to Bill in
the pit with scornful amusement, “You won’t do any good in that
thing!” Bill quietly carried on, draining all the oil from the gearbox
and differential and replacing it with separator oil, a low viscosity
extreme pressure lubricant. Then, so that the engine would be
performance-hot to start the race, he covered the radiator to bring
the water to the boil. Onlookers fell about with laughter and jeers
as he steamed and bubbled out of the pit. “Here comes the Stanley
Steamer car!” Unperturbed, Bill lined up. The cover was snatched
off the split second before the flag fell.
‘For the first time at Brooklands and to the astonishment of the
organizers, participants and crowd, Bill and his Bentley won every
race he entered; the first time that all three races on the one day had
been won by the same driver. Moreover his name was completely
unknown. There must have been some dismay at the prospect of
one magnificent sterling silver trophy after another disappearing
to the colonies with this stranger. Bill’s Bentley was the fastest
unsupercharged Bentley ever to race at Brooklands, but it wasn’t
just the car; he was a driver of rare judgement and ability and
knew with the instinct of a true engineer how to handle it. Coming
off the Byfleet banking on the final straight of the last race, he
could see he’d just pip Campbell before the finish and shot past
him with satisfaction. Offers, coveted in the racing world, came to
Bill from European car makers to race for them. They must have
been bewildered by his replies that he was just a sheep farmer in
Bill was to lower the intake pipe in the power supply dam.
In 1929 when they visited UK, Peggy purchased a near new 1928
4.5L Bentley tourer HF3198, which Bill raced very successfully
at Brooklands, to win the fastest lap time for an unsupercharged
Bentley at 109mph. In one day there he won three races. Having
noticed how the roughness of the track was the biggest factor
limiting the performance of the cars, and having been granted the
use of the Bentley workshop, Bill spent many hours improving the
suspension of his Bentley, thus ensuring his success over the other
competitors, who worked frantically instead to squeeze more
power from their engines, but to no avail.
On that occasion a bystander was heard to comment, “That
man has won three races today hasn’t he?”
“Yes.” replied a nearby New Zealander.
“Australian isn’t he?” said the bystander.
NZRR&BC Issue 11-5
New Zealand, and that was his life.’
13

(Left) The original small workshop
at Irishman.
(Below)The workshop at Irishman
during WW2.
Once back in New Zealand, although he became well known
to the local Traffic Officers on a few occasions, he was never
actually prosecuted for any motoring offence. On one occasion
when Vyvian LeCren was stopped for speeding in his wife
Marjorie’s 3 Litre Bentley CH1063 (later trucked), the Traffic
Officer greeted him with, “Mr. Hamilton I presume.” On another
occasion, seeing Bill speeding down the road in a cloud of dust,
an elderly gentleman remarked to his son, “There goes that mad
Billy Hamilton.”
Another interest was flying, and Bill as passenger was fortunate
indeed to survive, according to the following report of an accident
at Rongotai Aerodrome in Wellington.
C.W.F. Hamilton was involved in an air accident on 18 February
1936 when the Miles Falcon 6 of Union Airways, had been
chartered to fly from Wellington to Hamilton and back. In view of
the deteriorating weather on the return flight, the original pilot, S/
O Jury, was replaced at Palmerston North by a more experienced
pilot, Union Airways Service Manager, Squadron Leader Malcolm
McGregor, MC, DFC and Bar, who had served in the Great War
with distinction. As Rongotai Aerodrome was approached, the
southerly wind was gusting to over 30 knots, and visibility was
no more than 100 yards. The aircraft’s starboard wing clipped the
anemometer mast and sheared off, causing the aeroplane to flip
on to its back. S/L McGregor, a tall man, suffered head injuries
and died later in Wellington Hospital, while C.W.F. Hamilton,
being of much smaller build, was dazed but unhurt. This is based
on the account Scott Thomson noticed in Union Airways by J.W.
Johnston, Christchurch 1985, and New Zealand Aviation Tragedies
by John King (Grantham House Wellington 1994.)
After such a narrow escape from this accident Bill was ever
aware of the hazards of flying in small planes. Although always
interested in flying, Bill later resisted the temptation to buy a plane
for his frequent trips back and forth between Christchurch and
Irishman, mainly due to the constantly tricky flying conditions at
the Station.
At Irishman Creek Bill established an engineering workshop
which in 1939 was very busy making bulldozers for ‘International
Harvester’, but when war was declared began manufacturing
munitions. In conjunction with Jones Motors of Fairlie he
built a small factory in Fairlie where they made 2 inch mortar
bomb casings. At its height the workshop at Irishman employed
seventeen people producing weapon components etc, Later
‘Hamilton Engineering’ was established in Christchurch in 1945,
but for some time Bill remained at the Station, where he ultimately
developed and perfected the Hamilton Jet unit.
Dick Georgeson, an orphaned nephew of Bill Hamilton, was
nurtured and brought up with the Hamilton children by the ever
caring Peggy and Bill at Irishman Creek, and spent his very happy
working lifetime with CWF Hamilton Ltd. Later Dick and Bill
became heavily involved in Gliding. For some years Bill and son
Jon drove the Bentley to tow gliders at Christchurch Aero Club,
a highly skilled operation, as it required the driver to first of all
accelerate hard to get the glider airborne, but once a certain altitude
was achieved he needed to ease up to avoid restricting the climb of
the glider. Capable of 0-100 kph in nine seconds the Bentley was
ideally suited to the task. In 1949 Bill bought a Ford “Fortyniner”
which represented a huge breakthrough for Ford cars, being the
first produced without cross springs front and rear. With that well
tried and tested flat head V8 engine the “Fortyniner’s” acceleration
was ideal for towing gliders.
With Peggy a gifted pianist and Bill a fine piper, there was
music aplenty at Irishman. In fact the family, together with a few
workers on the station, formed the Irishman Creek Pipe Band
which performed enthusiastically for visitors. Dick Georgeson
appreciated Peggy’s fine touch on the piano. “She played the piano
well; I loved the sense of encompassing security at night drifting
off to sleep to the strains of ‘Jesu Joy of Man’s Desiring’ and other
favourite Bach pieces, Beethoven and folk songs.”
One of Bill’s first inventions at Irishman was a type of rotary
engine. Amazingly the hydroelectric plant he had built earlier was
of sufficient capacity to supply all purpose power for the homestead
(including heaters), and the expanded workshop, in addition to
supplying lighting for the nine married couple units plus the single
men’s quarters. Other inventions were a shingle loader, water
sprinkler, hay-lift, air compressor, an air conditioning plant, an ice
hockey rink and an ice scraper to produce smooth ice for skating.
Although at times he approached problems in an unconventional
manner, he always followed the best engineering practices in
developing and building his many and varied machines.
A self taught engineer, Bill taught many unskilled men how to do
highly precision work. Some of the workers at Irishman were Jews
whom Bill had assisted to leave Germany before WW2. When
visiting England he was always saddened to see how tradesmen
there were so reluctant to impart their skills to others, an attitude
so foreign to Bill Hamilton, who all his working life had taught so
many others the skills he had learned himself. Always so calm, he
became a great tutor to his staff. If he saw one of his men using an
incorrect technique he would say quietly, “I think you may have
a problem if you do it that way.” One of his best pupils was his
profoundly deaf sister in law Lucy Wills then living at Tekapo
Station, and whom Bill had tutored so well she managed on her
own to overhaul the engine of her 4.5L Bentley. “You can do it
Lucy.” A rabbiter became a well trained welder. Alf Dick a fifteen
year old cow boy on the Station was trained by Bill to become
a highly competent engineer, who later became manager with
responsibility for 350 staff. Only one qualified engineer George
Davison was ever employed at Irishman. Bill’s staff were all
trained on the job, and the workshop was always available after
hours for any of them to use for private work. Naturally he was
held in high regard by all staff members, who had absolute faith in
his unique ability to deal with any problem at all. On one occasion
when a staff member had a fish hook stuck in his back, Bill was
the only person the victim would allow to ‘operate’.
If there was one characteristic of Bill Hamilton which stood out
it had to be his calmness under all circumstances. When being
driven by his engineering student son Jon, Bill’s 4,5L Bentley was
NZRR&BC Issue 11-5 14

First CWF Hamilton & Co. board meeting, held at Irishman Creek, 1946.
Left to Right (Back row) Dave Small, Eric Chapman, Dick Georgeson, Jon
Hamilton, Bill Geeves, Alf Hosken, Helmut Pappe, Bill Allport.
(Front row) Lucy Geeves, Rhondda Chapman, Peggy Hamilton, Bill
Hamilton, Dorothy Small, Vera Pappe.
(Left) Peggy with Bill in 1949.
(Right) Bill and Jon working on the
reverse gear of the jet boat.
(Below) The new homestead at
Irishman.
badly damaged in an accident in Christchurch. Bill Hamilton’s
daughter recalls the phone conversation at Irishman Creek, when
Jon phoned to advise his very placid father of the accident.
Bill, “Hello Jon how are you?”
Pause.
Bill, “Oh not so bad.”
Pause.
Bill, “What happened?”
Very long pause.
Bill, “Anyone hurt?”
Pause.
Bill, “What’s the weather like?”
With Bill Hamilton’s wife being a sister to Lucy Wills there
has always been a strong association between Bentleys, the
Vintage Car Club of New Zealand, and Irishman Creek Station.
Over many years the long established annual Queen’s Birthday
Weekend Irishman Creek VCC Rally has attracted many
enthusiastic participants from far and wide, who initially used
to be accommodated on the Station. Although they still visit the
Station they now stay at other venues such as Fairlie or Kimbell.
A huge loader/dozer developed in 1943 was so successful it was
manufactured under licence in UK and Canada. A crane to be used
in the Middleton Works was another achievement of the Irishman
Creek workshop, as were angle dozers, a full range of hydraulics
and an excavator which won a gold medal in 1945. Most of the
equipment items for the new factory, including two 5 ton bridge
cranes, were made at Irishman.
After being established initially in a small rented building in
Bath Street, Christchurch, in 1945, CWF Hamilton Engineering
Works later moved to their 5,000 square metre factory on the
10 acre site at Middleton, Christchurch. There they built the 90
feet long girders for the Kawarau Bridge (near Queenstown),
which when assembled and erected on site had 1/8 inch clearance
between the major components, the permitted tolerance being ½
inch. In 1947 they built the first rope tow at Coronet Peak for
Harry Wigley of Mount Cook Company, and in 1949 completed a
similar tow at Mount Ruapehu. Among their many major projects
was the supply of all the heavy machinery including intake gates,
for the various Waitaki River hydroelectric schemes, as well as
Manapouri. Some 40 feet long railway wagons were also built, as
were chair lifts for various ski fields.
After son Jon completed
his training as
an engineer, he became
chief engineer
and designed and
built a 500 ton press
for bending steel. The
many apprentices
trained at the factory
included some from
Holland, Australia,
Austria, Italy, Samoa
and Canada, in addition
to many New
Zealanders, including
George Calder of
Christchurch. Dick
was by then assisting
Bill in his design
work, and when Alf
suggested that if the
jet stream were discharged above the water instead of into it, a
gain in speed and steerage would be achieved, Bill was initially
reluctant, but ultimately very happy indeed to accept his junior’s
advice, which produced a huge gain in speed and steering. “Out of
the mouths of babes and sucklings--.” When being obliged to hold
the high pressure fire hose during fire drill practice at Irishman, Alf
had noticed the enormous power generated by a jet of water being
discharged into the air. After this huge advance in design Bill then
turned his mind to improving the power of the jet itself, without
necessarily increasing the power of the driving engine. Instead of
using the original centrifugal pump concept which required the
water to actually change direction on its way to discharge, he
switched to an axial flow unit which was so much more efficient.
The final stage was refining and simplifying the axial flow unit for
greater efficiency still, with reduced cost of production.
With the development of a multi stage pumping system, the
next boat, 14 feet long with a Ford Consul engine, was able to
achieve the impossible in 1953, by travelling at speed either up or
down stream in those shallow rivers into previously inaccessible
areas. The ultimate test required the jet boat to turn in its own
length. Many different rivers were used for testing and exploration
purposes but the Waitaki was the main one. While the Benmore
NZRR&BC Issue 11-5 15

Dam was under construction they raced with two boats through
the two diversion tunnels. In 1953 the first Jet Boat was sold.
Later a tour up the Wanganui River to Taumarunui attracted wide
publicity for Hamilton Jet boats, which were soon operating up
and down the river.
In 1954 George Davison, a newly fledged Engineering graduate
The camp site
on the three
day excursion
on Wanganui
River.
(Hamilton)
Bill and the second jet boat in the willows on the Waitaki River.
from Canterbury University, became the first qualified engineer
to be employed at Irishman. When he heard about the jet boat
research he decided to spend six months working with Bill, and
stayed for six years. Working day by day with Bill he frequently
presented a problem to him at the end of the day. Knowing how
Bill spent so much time at night at the drawing board, it was
never a surprise when Bill greeted him in the morning with, “I
think I have the answer.” And invariably he did. George Davison
spent the remainder of his working career at Hamilton’s and
became Manager of Hamilton Marine.
Gradually the large workshop at Irishman became a research
operation for the Hamilton Jet Boat which would require a depth
of only 4 inches of water. The first boat had a 12 feet plywood hull
incorporating a centrifugal type jet pump powered by a 100E Ford
10 car engine. Before its initial trial on the Waitaki River in 1954
this first jet boat was tested on the Irishman Creek dam and water
race. Although painfully slow it was a huge success, so Bill then
set his mind to improving its speed, power and efficiency. While
Bill was busy wracking his brain for an answer to the problem, it
came from the ex 15 year old cow boy Alf.
With the first production jet unit being installed in the 4.8 metre
wooden hulled boat of Matthew Wills, the Mk 1 Ford Zephyr
engine produced a speed of 45mph. This was the Quinnat model
of which seven were made in 1954. A year later came the Rainbow
axial flow model of which 100 were made. Next came the Chinook,
a two stage jet. In 1956 a three stage axial unit produced 50 mph
so progress was rapid. Word of this wonderful newly designed
jet boat proved to be spreading world wide, when a letter from
overseas addressed to ‘The Hamilton jet boat inventor, New
Zealand’ found its way to Bill. By 1957 fibreglass was being used
for boat hulls, and later aluminium, so these materials constituted
a further advance in the world of jet boat design.
During a visit from England to NZ with her parents, brother
Matthew and sister Lucy in 1919, Peggy had loved travelling by
boat from Taumarunui to Wanganui, so when Bill suggested a
three day jet boat expedition up the Wanganui River she was very
excited indeed. Camping on the boat for two nights and spending
three days travelling, they accomplished the 234 km journey to
Taumarunui in only nine hours, so were welcomed there by a crowd
of 250 very enthusiastic spectators, who squealed with delight
when Bill suddenly turned the boat in its own length, shot under
the bridge and disappeared up the Ongarue River. The crowd loved
it. Bill was
having a ball.
When
t r a v e l l i n g
down the
R a n g i t a t a
River at
speed, Bill
m i s j u d g e d
some shallow
water and lost
control of the
boat which
caught in the
overhanging
snowgrass. The impact was so violent that it caused major damage
to the boat but not to Bill, who remarked in his usual droll fashion,
“A bit too fast I think.” On another occasion when boating on
the Matukituki River he wrenched his arm badly when he scraped
the boat along a cliff face, a seriously disabling injury which
prevented his participating in the second and highly successful
Colorado River expedition a few months later.
From 1959 Hamilton Jet Boats were being made under licence in
Indiana, USA, by Buehler Corporation, who persuaded Bill to try
the boats in the Grand Canyon. Although the first such expedition
experienced problems, a second using four boats and led by Jon
Hamilton was highly successful, with boats not only negotiating
up the rapids known as Vulcan Falls, but successfully negotiating
them on the down river journey as well. This was a spectacular
demonstration of Hamilton Jet Boat’s ability to operate successfully
under such demanding conditions, where the temperatures can be
as high as 120 degrees F, and signalled a dream come true for Bill
Hamilton, whose boating career had begun in a galvanized wash
tub powered by a double ended paddle.
In 1962 at Irishman Creek a very late phone call woke Bill and
Peggy. Following the completion of the call Peggy asked Bill,
“What was that?”
“Telephone,” replied Bill.
“I know that. Who was it?”
“Some chap, I forget his name, ringing from Dunedin.”
“What for?”
“A jet boat.”
“Why at this time of the night?”
“The King of Thailand wants a jet boat.”
Bill Hamilton was deservedly awarded an OBE in 1961 “For
very valuable service in the field of engineering and especially in
the design and construction of jet propelled motor boats.”
According to Guy Mannering, a close friend of Bill, “His real
achievement was not so much that he gave us the jet boat, but that
he showed us what to do with it.”
In 1962 the NZ Jet Boat Association was formed with the
Hamilton Trophy for annual competition and Bill Hamilton as
Patron. When Bill died on 30 March 1978 his widow Peggy took
over his role, and when she died in 1982 son Jon became Patron.
Jet powered surf boats were in use for rescue work at Sydney,
and in 1965 five 50mph Jet Boats equipped with Ford Falcon V8
engines were supplied to India for river rescue work. In USA they
were used for rescue work and were also used by the Church of
NZRR&BC Issue 11-5 16

Nazarene, 600 miles up the Amazon
River. In 1966 Jon Hamilton led a
geothermal jet boat expedition in New
Guinea and in 1968 Edmund Hillary
used them for village communication
and transportation in the Himalayas.
These days jet boats of all sorts and
breeds are commonly seen in action
all over the world, and there seems no
limit to the number of ways in which
jet power can be applied to boats of
all sizes. Little wonder the name of
C.W.F. Hamilton is so revered in New
Zealand.
Bill’s love of fast cars remained with
him throughout his life. About 1951
he purchased one of the first XK120
Jaguars to come to NZ. His old friend
Dick Georgeson recalls how much Bill
enjoyed his Mk 7 Jaguar, which was
in its time a very powerful large and
fast car. “Grace, space and pace,” but
evidently not as fast as his later Mk2 3.8 litre Jaguar, which had
undergone a certain amount of serious enhancement. Dick recalls
being a rear seat passenger on a very quick trip from Irishman
Creek to Christchurch, when a speed of 140mph was achieved.
The Hamilton Bentley, HF3198, photographed by John King at
the 1963 Easter Vintage Car Club of New Zealand, Oamaru,
when in Willis Brown’s ownership.
Alf Dick using a jet boat for rescue work in a
Christchurch flood. (Guy Mannering)
Bill with the Douglas Badcock painting of the Shotover
River presented by staff in 1970 to celebrate 25 years of
CWF Hamilton Works.
Later Bill owned an S Type Jaguar.
Knighted in June 1974 for his “valuable service to
manufacturing,” Bill continued to take a keen interest
in not just jet boating activities but also in engineering
in general. Always so modest, Bill Hamilton once said,
“I do not claim to have invented marine jet propulsion.
NZRR&BC Issue 11-5 17

The honour belongs to a gentleman named Archimedes, who lived
some years ago.” When complimented on his achievements he
replied in typical modesty, “Well I had such a grand team of chaps
with me.”
Bill Hamilton died aged 78 on 30 March 1978. His close friend
Guy Mannering said in tribute, “To have lived a life as full as his,
and as generously shared with others, is an ideal most people can
only hope to emulate. Spice, courage, humility and achievement
were there in plenty.”
Sources. ‘Wild Irishman’, by Peggy Hamilton. (AH and AW
Reed)
‘The Jet Boat’. The making of a New Zealand
Legend, by Anne and Les Bloxham. (AH and AW
Reed)
‘The Leading Edge’, A Life in Gliding, by Dick
Georgeson and Anna Wilson. (Shoal Bay Press)
My special thanks go to Andrew and Mollie Anderson, George
Davison, Dick Georgeson, George Calder and Tom King, for their
assistance in compiling this story.
(Above) Guy Mannering battling his way up Vulcan Rapid in
Grand Canyon. (Hamilton)
Bill and Peggy Hamiton at a NZ Jet Boat Association celebration
in 1972. (Les Bloxham)
(Below) Bill negotiates Ohau rapids in the first jet boat. 1954.
(Hamilton Collection)
NZRR&BC Issue 11-5 18

Southern Region Technical Morning
(From Left) A general view of the machinery; Simple but effective
means for balancing components; The white-metalling bay.
For several years the Southern Region has held a Technical
Talk, and this year Ramon Farmer organised a trip to the long
established firm of M.S. Coombes Ltd. Most attendees came
properly dressed, so that we had three Derby products and two
from Crewe. After the worst snow fall in some years fell earlier in
the week, Saturday 20 August was mild and sunny following the
obligatory morning frost.
The large family of Coombes brothers migrated north from
Southland to undertake engineering apprenticeships, but when
Maury, the youngest, suggested that he strike out on his own, it
led to a sudden bout of unemployment as his brothers dispensed
with his services. For some time he worked out of his garage,
with a staff of five, but by 1964 the canning firm for which he
made dies suggested that he work from a purpose built workshop
on land they owned in St Asaph Street, within the original square
mile of Christchurch, where previously workers’ cottages had stood.
He soon expanded his operations to include engine reconditioning,
and M.S. Coombes Ltd flourished in those days of rapid engine wear.
For instance, the Bedford school buses run by the Education
Department required reconditioned engines every 60,000 miles, so
that during each Christmas school holiday period that work took
place, to the detriment of staff vacations. Now fleet managers
consider that they have been short changed if engines do not last
for 1 million kilometres, and Maury’s daughter Jenny and her
husband Clifton Whall, who bought the company after Maury’s
premature death, have guided it through all the changes economic,
political, fashion, and now geological, wrought upon it. As one
example, the nineteenth apprentice since the Whall family became
involved has just started, despite our being told a few governments
ago that apprenticeships were no longer required. Yeah, right.
Clifton Whall gave us a good account of the firm’s activities,
which have included their being certified for De Havilland Gipsy
Major and Gipsy Queen aeroplane engine reconditioning, for
the RNZAF and Royal Brunei Air Force, and now the Croydon
Aircraft Company at Mandeville. We then toured the works,
where a variety of precision machines of ancestry ranging from
Britain, through Scandinavia, to Asia have been accumulated to do
any conceivable engineering task asked of them. New computer
technology has been applied to existing machines, but it is quite
obvious that, no matter how sophisticated the machine, the skill
of the engineering staff is what makes the result an achievement
of which to be proud. Crack testing and balancing are important
factors in ensuring the longevity of the work done, and M.S.
Coombes have facilities for these tasks. Even if a machine is used
infrequently, it is still important to have it available, and in these
days of “Just In Time” business philosophy it is good to see the
more traditional attitudes and standards maintained. Much of the
work now undertaken by the firm is marine engineering, for New
Zealand and overseas clients, and examples of connecting rods
from Russian built Pielstick engines give a chap pause to think.
The liquefaction caused by the earthquake of 22 February caused
a great deal of damage to the workshop, and it was a month before
they could even gain access to assess the damage, and another
month to rectify it, and reset all the machinery.
Another casualty of the initial earthquake last September was
Old Tai Tapu Road, a gem of a drive on the south-western outskirts
of town, but this has now been repaired, and we met for lunch at
the historic Tai Tapu Hotel, another property then considered to
be doomed. Repairs have meant that it is running again, and they
serve an excellent lunch.
Had there been sufficient work on hand to justify a Saturday
opening of the spring-making firm Bellamy and East, we would
have incorporated a visit there, but before lunch we enjoyed a talk
about leaf springs given by Bruce McIlroy. Rolls-Royce design
incorporated cadmium plating of spring leaves, with the lubricating
qualities of the plating further enhanced by molybdenum grease.
The condition of the clamps which hold the springs together is
important, as is the state of the leather gaiters which were part of
original equipment on all Company products up until the end of the
Silver Cloud and S Series cars. The gaiters are still manufactured
by the original Wefco firm, and Bruce had an example for us to
fondle as we resolved to Do Something to restore this usually
neglected aspect of our cars. John Ferguson explained that, to
establish accurate measurements of dimensions, thin wire wrapped
around the leaves as installed will give the profile to be encased in
the new gaiters to be ordered.
We are very grateful to Ramon for organising the visit, to Clifton
and his staff for demonstrating their expertise and to Bruce for
sharing his knowledge with us.
John Ferguson with Emily, his 25/30 Gurney Nutting Limousine,
atop Porters Pass. See the report on Page 20.
NZRR&BC Issue 11-5 19

A year of earthquakes, 7,500 of them, has
produced various effects upon the residents of
the once relatively tranquil Canterbury. Even
those who escaped the tragedy of loss of life,
livelihood, or housing, have reacted in ways
which vary from a wish to stay under the bed
clothes until it all stops, to treating each shock as
a sporting opportunity.
On a fine Sunday, 4 September, one year and
five hours after the 7.1 Richter Scale earthquake,
those who were interested in having the
geological processes explained by our resident
geologist, Ramon Farmer, gathered at a café
in Lincoln, with a full day of motoring and
demonstration ahead of us
We made several stops to observe traces of
what is now known as the Greendale Fault which
are still evident on the ground surface. The
movement in the alignment of trees, telegraph
poles, fences, water race, roads and land surfaces,
is still evident even after a year of re-working
the land and roads. The most well known site
is on Telegraph Road, formerly straight, where
there has been a 4 ½ metre lateral shift, and a
dramatic up-thrusting, as shown in the top right
photograph.
The next photograph beneath it shows our group
outside the electricity sub-station at Ridgens
Road, Greendale, close to the westernmost end
of the “new” fault, and where the surface trace
ran right through Bryce Alexander’s dog kennel.
He is a mite touchy about this, as he is the Selwyn
County Dog Control Officer. The structure of
the sub-station survived well, but the gates were
violently displaced in many directions. This
has since been rectified. We joined Highway 73
again, this being the main road to the West Coast,
and stopped for lunch at Springfield Hotel, where
there were 28 members and friends, in five
Rolls-Royces and four Bentleys. Some departed
then for other commitments, others joining us
there, but the rally instructions guided us very
well, with geological references abounding,
over Porters Pass and into the spectacular alpine
scenery available within an hour’s drive from
Christchurch.
Southern Region Earthquake Plus 1 Year Run
(Above) Looking west along the previously straight Telegraph Road, showing the 4½
metre offset.
(Below from left) Bob Beardsley, Doug Barnard, Andrew McIlroy, Stuart Parish, Keith
Huinter, Annie Henderson, John Ferguson, Helen Ridgen, and Ramon Farmer.
(Left) Let no man come
between a geologist and his
hammer. One of the leading
oil exploration geologists
of his generation, Ramon
Farmer has found the stuff
in a veritable alphabet of
countries, and now enjoys
a very active retirement at
home in New Zealand.
Alpine it may be now, but the limestone nature of the rock
formations from Castle Hill, and the evidence of the incredible
fracturing and warping which has produced this landscape makes
one appreciate the small part a one year series of earthquakes plays
in its building. We stopped at Cave Stream, and then Paddy’s
Bend, to observe evidence of additional faults, and continued to
have refreshments at Bealey Hotel. Alastair Scott and his friend
Tim had to scamper back to town in the Silver Shadow, as Tim was
reading the lesson at Evensong, and the last rallyists arrived home
at 7:30 p.m. safe in the knowledge that the Lucas R100 headlamps
on B173KU did not defeat the combination of generator, cut-out,
and fuses this time.
Thank you, Ramon, for another memorable day.
NZRR&BC Issue 11-5 20

Six Pot Group Visit and Pot-Luck Lunch
Report and Pictures by Philip Eilenberg
With the very wet and cold winter we have had this year, as well a number of the Six-Pot cars undergoing major engine servicing, we
thought a social Pot Luck lunch would be the best way to beat the winter blues and catch up with fellow members. We were fortunate
that David and Rhonda Dymock opened up their wonderful home just off the Southern Motorway at Manukau.
Unfortunately, the wet weather arrived again during the morning, but this did not put off the hardy members of the Six-Pot Group. The
Dymocks are restoring the Bentley R-Type B179TO which used belong to John Williams, and David and his brother Lee are doing all
the work themselves. As you can see from the photos, the body has been stripped and panels etch primed. David and Lee were showing
off the polished wood-work, and the side and brake light lenses they had made from moulds. Meanwhile Rhonda and her sister-inlaw
Jan were showing the ladies the proposed leatherwork and carpet colours – there was lots of discussion amongst us on this. Also
everyone gave their two-pence worth of what the exterior colours should be as well.
There was a wonderful array of various delicacies including starters, mains and desserts which everyone had brought, along with tea
and coffee put on by our hosts. It was nice to see Bob and Linda Barbour and Ted Worthington, along with Glynn Williams our Northern
Region Chairman, and Michael Midgley our National Chairman (who had both been in Europe during the winter months). Also there
were Richard and Lois Hadfield who also had only just arrived back in NZ from many months overseas including taking part in the
Bentley Drivers’ Club Tour of Britain in June and July 2011. We are fortunate that club members are always willing to open their homes
to our group. Thank you, David and Rhonda, for having us at your place.
(Clockwise from Top Left) Six Pot Luck Lunch; ‘nuff said.
“Just finishing the wiring, Dear, then I’ll be in to help you with the
dishes.”
Your editor believes that the Colour Police have been advising on
paint finishes. From recent experience of august gatherings in
Britain, there was not a Mark VI or R-Type Standard Steel Saloon
to match those here. The Works devised the most harmonious
schemes, and that did not involve the front guards being painted
in the contrasting tone intended for the rear of the car.
How nice to see the original permanent registration plates still on
the car.
David and Lee Dymock are restoring the interior trim woodwork
themselves, to very good effect.
NZRR&BC Issue 11-5 21

FOR SALE: 1960 Rolls-Royce
Silver Cloud II Chassis SVB331.
Good condition, imported new,
always garaged. Present owner for
35 years. $40,000 o.n.o. For more
details phone Merv Warner
(06) 751 2414
FOR SALE: 1936 Rolls-Royce 25/30 HP Limousine by Rippon
Brothers, Coachbuilders.
Chassis GWN55, Registration AB8454. Owned by the late Lin
Bowman from 1970. Full history, 87,000 miles, in V.G. condition
with current registration and Warrant of Fitness.
Expressions of interest to Lin’s daughter and son-in-law Gaye and
John Lamb 399 Waotu Sth Rd
R.D. 1 Putaruru, Phone (07) 8832 875 Fax (07) 8832 895 e-mail
j.glamb@actrix.co.nz
Doug Barnard’s photograph of the
Earthquake Tour participants at Paddy’s
Bend, 4 September 2011;
See report on Page 20.
THE REAL CAR COMPANY
North Wales
Specialists in Rolls-Royce and Bentley Motorcars, 1920 to 1970s.
Around 30 to 40 cars in stock, ranging from restoration projects to
concours.
We are always looking to buy similar vehicles, especially pre 1950.
Highly experienced in the Ocean Shipping of these important cars.
Web: www.realcar.co.uk
Phone: 0044 1248 602649 Please contact Bernie Snalam for further information.
e-mail: bernie_snalam@hotmail.com
NZRR&BC Issue 11-5 22

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NZRR&BC Issue 11-5 23

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NZRR&BC Issue 11-5 24

COLGRAY MOTORS
Rolls Royce & Bentley Specialists
9B Beatrice Tinsley Crescent, Albany, Auckland
phone/fax: 09 414 1971 mob: 021 643 030 a/h: 09 444 3030
We specialise in the maintenance and care of Rolls-Royce and Bentley Motor Cars: servicing, repairs, overhauls and full restoration of Rolls-
Royce and Bentley motor vehicles. Our Albany, North Shore workshop is fully equipped to carry out all mechanical, hydraulic, fault finding
and electrical work. Restoration work can be carried out on all exterior and interior surfaces and leather work. Our experienced staff will work
on your vehicle with meticulous care and attention to detail.
New & Secondhand Rolls-Royce and Bentley Parts • Motor Car Sales • Stockists of AutoGlym Car Care Products
Customers & Visitors are always welcome. Friendly Advice Available.
colin@colgray.com
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SHADOW PARTS NZ
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SUPPLIERS OF GENUINE ROLLS-ROYCE AND
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Suppliers of genuine Rolls-Royce BOOKS, MAGAZINES and Bentley AND BROCHURES
parts, books, magazines and brochures
Call me any time from 7.00 am to 11.00 pm
Roy Tilley (NZRR&BC Technical Liaison Officer)
204A Waiwhetu Road, Lower Hutt
Phone 04.566.0850 e-mail rmt@xtra.co.nz www.royscars.co.nz
Call me any time from 7.00 am to 11.00 pm
Roy Tilley (NZRR&BC Technical Liaison Officer)
204A Waiwhetu Rd, Lower Hutt. Ph 04.566.0850. E-mail rmt@xtra.co.nz www.royscars.co.nz
NZRR&BC Issue 11-5 25

BENTLEY AUCKLAND
SERVICE PARTS ACCESSORIES
Factory trained technicians • Right first time guarantee • Loan cars available on booking
All genuine parts with 3 year manufacturers warranty when fitted at Bentley Auckland
New Continental GT - Available now
2012 Bentley Continental GT Coupe, Onyx Black Metallic, with Beluga hide,
Mulliner driving specification, navigation, 21” alloy wheels $ P.O.A.
Bentley Mulsanne
The Mulsanne is one of the world’s most exclusive production vehicles.
It’s level of luxury is unsurpassed thanks to the master craftsman’s attention
to detail. Orders now being accepted for second quarter 2012
Bentley Flying Spur 2009 Dark Sapphire
Portland hide, sunroof, climate air, navigation, reverse camera, wood/leather
steering wheel, FSH. $189,990
Bentley Continental GT Speed 2009
Onyx Black, Beluga hide. Very high specification includes; Naim audio,
reverse camera, active cruise control 7,500 kms. $270,000
2004 Bentley Continental GT Coupe
Moonbeam Silver, Beluga hide, 19” alloy wheels, climate air. $155,000
2010 Bentley Continental GT Supersport
Ice white , Beluga trim, full spec, includes Naim Audio, 20” alloy wheels,
reverse camera. $370,000
1997 Bentley Continental R
Peacock Blue with parchment hide, very rare sought after example,
47,000 kms. A truly handmade vehicle. $89,990
2009 Bentley GTC Speed
Moonbeam Silver, Hotspur Hide, Navigation, Naim Audio, 20” alloy wheels $325,000
BENTLEY AUCKLAND 100 Great North Road, Grey Lynn, Auckland.
Ph: 09 360 3200 Fax: (09) 361 6403 Email: sales@bentleyauckland.co.nz www.bentleyauckland.com
NZRR&BC Issue 11-5 26

BRUCE MCILROY LTD
Authorised Bentley & Rolls-Royce Heritage Dealer
FOR SALE: Bentley 3 / 4 ½
Red Label Speed Model.
Chassis No. 1215
Sold new to B. M. Stewart,
Dundee, Scotland in
November 1925 and imported
into New Zealand when he
immigrated in March 1926.
The current owner purchased
the vehicle in 1960 and has
rallied it extensively in New
Zealand and competed in the
1988 Australian Bi-Centennial
Rally. New gears were fitted
to the gearbox and rear axle
in 1996. The engine was
rebuilt by the current owner
4 years ago.
Parts Sales Servicing Repairs Restorations
A
t Bruce McIlroy Limited we exclusively restore and
service Bentley and Rolls-Royce Motor Vehicles
ranging from 1907 Rolls-Royce motors and all Bentley’s to
the present day. Our workshops are equipped with the
latest technology to carry out hydraulic, mechanical and
electrical work on heritage and modern vehicles. Our
technicians are Crewe factory trained.
On site we carry a comprehensive range of parts for sale and
manufacture a large range of parts for vintage Bentley and
Rolls-Royce vehicles.
Cnr Racecourse & Alford Forest Roads, Ashburton 7776 - Phone 03 308 7282 - www.bentleyservice.co.nz
NZRR&BC Issue 11-5 27

Club Calendar
Full details are also contained on our Web Site www.nzrrbc.co.nz
2012 National Rally and A.G.M Central Region are organising this event, to take place in the Manawatu at Easter, 6 to 9 April.
Northern Region
Sunday 20th November: 6.00pm onwards. Auckland area Christmas Dinner and AGM at Pt Chevalier RSA, Gtreat North Road, Pt Chevalier,
Central Region
Labour Weekend 22-24 October: A visit to Taranaki to look at rhododendrons had been planned, but the Rugby World Cup seems to have
overtaken our plans. This event has now been postponed.
Saturday/Sunday 19/20 November: our Central Region AGM weekend in Napier. The Meeting is at 4:30 p.m. at the Masonic Hotel. Anyone
requiring a ride, please let Roy Tilley or Martin Taylor know soon, so that collection from Wellington Airport can be arranged.
Southern Region
Show Weekend Friday 11 to Sunday 13 November: Long Touring Weekend, details of which are being organised.
Sunday 27 November: Southern Region Annual General Meeting, starting with morning tea at the Plains Museum, Ashburton, where there is a
Steam Day. This is followed by lunch at the Ashburton Motor Hotel.
November or December: Banks Peninsula event, possibly incorporating a picnic at Purau or Orton Bradley Park, and a meal at Governors Bay
Hotel, and/or a catered gathering for our end-of-year function.
VCC RALLY 2012 – SINGLE MAKE VEHICLE ORGANISED RUNS 23 JANUARY 2012
“I write to your Club, inviting your members to join the Vintage Car Club entrants on the Single Make outing during the VCC Rally 2012 being
held in Wanganui from 16-26 January 2012. The Organising Committee also agreed to offer to your members who wish to attend the opportunity to
register for a participants’ rally pack at the cost of $105 per person (GST inclusive). The pack will consist of:
• An entrant’s bag.
• Free entry to the VCC Rally 2012 entrants’ village at Springvale Stadium on Friday 20 January through to the morning of Tuesday 24 January
2012. This will give access to the food areas, as well as taking part in all entertainment that has been organised there for that period. All food
will be at entrant’s own expense unless a Club organises its own meal through the Rally Organising Committee.
• Free entry to Manfeild Race Track to observe the Manfeild Pomeroy Event for pre-1965 vehicles. They will also see the demonstration laps
of famous racing vehicles from the Southward Museum at Paraparaumu.
• Free entry into the public day on Sunday 22 January 2012 at the Wanganui Race Course.
• Free entry into the Trade Show which will be held at the stadium adjacent to Springvale Park from Friday 20 January to Monday 23 January
2012.
I attach a copy of an entry form that you can photocopy for your members’ use. Entry forms should be with the organisers by 31 October 2011.
Please post to The Treasurer, PO Box 2012, Wanganui.
Winton Cleal, Single Make Club Coordinator.”
Copies of the Entry Form are available from Rob Carthew by e-mail; if you would like one, drop Rob a message at watcher@pl.net
In June 2013 the Rolls-Royce Enthusiasts’ Club is organising a Centenary Celebration of the Rolls-Royce success in the 1913 Alpine Trails.
Their Past Chairman, Tony James, writes: “If you or any of your colleagues would like further information, please contact the prime organiser of the
rally, who is Len Meades - e-mail lenmeades@btinternet.com or Tel: +44 (0)1346 730 373.”
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