Annual Christmas Get Together

Our annual pre Christmas get togther and meal. Enjoy a pleasant meal in good company at the Brown Cow in Chatburn near Clitheroe BB7 4AW on the evening of the 9th Decamber.

The ideal way to start the Christmas festivities.

For full details and tickes please contact Eileen Dyson eileen.dyson@btinternet.com or ring 01282 771488

Four Hills and a Sprint Jaguar Drivers Club Speed Championship

Many of you may know that Anthony and Carolyn Taylor actively support the Jaguar Drivers Club speed champion, 4 Hills and a sprint, as well as Anthony competing at the championship rounds. The championship came to a close in October with the last Event of the year at Ty Croes Circuit on Anglesey.
A very mixed entry, and Anthony took his McLaren this time instead of the Aristocat to give it a final run of the year.
The picture is to demonstrate – as long as you are a member of the Jaguar Drivers Club you can enter any car in this “fun” championship.

Latest on E 10 Fuels from FBHVC

The FBHVC has just issued the following press release:

PRESS RELEASE

Federation of British Historic Vehicle Clubs Ltd, PO Box 295, Upminster, Essex, RM14 9DG

Tel: 01708 223111 E-mail: secretary@fbhvc.co.uk Web: www.fbhvc.co.uk

Registered Office: The Barn, Holly Berry House, Hamstall Ridware, Rugeley, Staffordshire, WS15 3SQ Registered in England No 3842316 VAT Reg No. 636 788683

2 September 2021 For immediate release

FBHVC clarification on E10 fuel usage and labelling for historic vehicles

After an extensive consultation process, the Department for Transport has introduced legislation to mandate E10 petrol as the standard 95-octane petrol grade from 1 September 2021 and in Northern Ireland, this will happen in early 2022. They will also require the higher-octane 97+ ‘Super’ grades to remain E5 to provide protection for owners of older vehicles. This product will be designated as the ‘Protection’ grade. The change in fuel applies to petrol only. Diesel fuel will not be changing.

Petrol pumps now show new labels designating the grade, the maximum ethanol content and an advisory cautionary notice. Other information regarding the introduction of E10 petrol may also be provided by fuel retailers such as the ‘Know your Fuel’ sticker (shown at the foot of this article).

For some time, service station pumps have had E5 and B7 labels consistent with the BS EN16942 standard that has been adopted across Europe. This standard also sets out the labelling requirements for other renewable fuel grades such as E85, B20, B30, etc. that can be found across Europe either on service station forecourts or for captive fleet use.

At the filling station

At the petrol station, a circular ‘E10’ or ‘E5’ label will be clearly visible on both the petrol dispenser and nozzle, making it easy for you to identify the correct petrol to use together with the warning text “Suitable for most petrol vehicles: check before use”

Labels on modern vehicles

New vehicles manufactured from 2019 onwards should have an ‘E10’ and ‘E5’ label close to the filler cap showing the fuel(s) they can use.

What fuel should I use?

Almost all (95%) petrol-powered vehicles on the road today can use E10 petrol and all cars built since 2011 were required to be compatible.

If your petrol vehicle or equipment is not compatible with E10 fuel, you will still be able to use E5 by purchasing the ‘super’ grade (97+ octane) petrol from most filling stations.

Our recommendation

The Federation recommends that all vehicles produced before 2000 and some vehicles from the early 2000s that are considered non-compatible with E10 – should use the Super E5 Protection grade where the Ethanol content is limited to a maximum of 5%.

To check compatibility of vehicles produced since 2000, we recommend using the new online E10 compatibility checker: https://www.gov.uk/check-vehicle-e10-petrol however, please note that many manufacturers are missing and there are some discrepancies regarding particular models.

Additional information on vehicle compatibility issues is available on the FBHVC website

https://fbhvc.co.uk/fuels.

What is ethanol?

Ethanol is an alcohol derived from plants, including sugar beet and wheat. Increasingly, waste products such as wood are also being used to manufacture ethanol. Therefore, it is renewable and not derived from fossil fuels.

Why are we using it?

Principally ethanol is being added to fuel in order to reduce carbon emissions as Britain heads towards its target of net zero emissions by 2050. According to Government experts, this will reduce greenhouse gases by 750,000 tonnes per year which, they say, is the equivalent output of 350,000 cars. The move will bring the UK in line with many European countries which have been using E10 fuels for a number of years already. In some parts of the world, such as South America much higher levels of bioethanol have been in use since as early as the 1970s.

What might happen?

1. Corrosion / Tarnishing of metal components

2. Elastomer compatibility – swelling, shrinking and cracking of elastomers (seals and flexiblepipes) and other unsuitable gasket materials

  1. Air/fuel ratio enleanment

Some historic vehicles use materials in the fuel systems that are damaged by ethanol. These include some cork, shellac, epoxy resins, nylon, polyurethane and glass-fibre reinforced polyesters. In later cars these have largely been replaced with paper gaskets, Teflon, polyethylene and polypropylene which are all unaffected by ethanol. Very old leather gaskets and seals are also resistant to ethanol.

As the ethanol molecule is smaller and more polar than conventional petrol components, there is a lower energy barrier for ethanol to diffuse into elastomer materials. When exposed to petrol/ethanol blends these materials will swell and soften, resulting in a weakening of the elastomer structure. On drying out they can shrink and crack resulting in fuel leaks.

If your fuel system has old hoses or any degradation of components, then ethanol may appear to dvance these problems very quickly. You may experience leaks or fuel “sweating” from fuel lines.

Some fuel tank repair coatings have been found to breakdown and clog fuel systems, although there are plenty of ethanol resistant products on the market.

What can we do?

The most important thing is to ensure your fuel system components are regularly inspected and renewed as part of a routine maintenance programme for your historic vehicles. Ultimately owners should look to renew fuel system components such as hoses, seals and gaskets with ethanol safe versions as a long – term solution and more of these are entering the market through specialists every day.

If you should decide to make the necessary vehicle fuel system modifications together with the addition of an aftermarket additive to operate your classic or historic vehicle on E10 petrol. The FBHVC strongly recommends that you regularly check the condition of the vehicle fuel system for elastomer and gasket material deterioration and metallic components such as fuel tanks, fuel lines and carburettors for corrosion. Some plastic components such as carburettor floats and fuel filter housings may be become discoloured over time. Plastic carburettor float buoyancy can also be affected by ethanol and carburettors should be checked to ensure that float levels are not adversely affected causing flooding and fuel leaks.

Ethanol is a good solvent and can remove historic fuel system deposits from fuel tanks and lines and it is advisable to check fuel filters regularly after the switch to E10 petrol as they may become blocked or restricted. If your vehicle is to be laid up for an extended period of time, it is recommended that the E10 petrol be replaced with ethanol free petrol which is available from some fuel suppliers. Do not leave fuel systems dry when storing, as this can result corrosion and the shrinking and cracking of elastomers and gaskets as they dry out.

Engine tuning.

Ethanol contains approximately 35% oxygen by weight and will therefore result in fuel mixture enleanment when blended into petrol. Petrol containing 10% ethanol for example, would result in a mixture-leaning effect equivalent to approximately 2.6%, which may be felt as a power loss, driveability issues (hesitations, flat spots, stalling), but also could contribute to slightly hotter running. Adjusting mixture strength (enrichment) to counter this problem is advised to maintain performance, driveability and protect the engine from overheating and knock at high loads. Modern 3-way catalyst equipped vehicles do not require mixture adjustment to operate on E10 petrol because they are equipped with oxygen (lambda) sensors that detect lean operation and the engine management system automatically corrects the fuel mixture for optimum catalyst and vehicle operation.

Additives and vehicle storage.

Ethanol has increased acidity, conductivity and inorganic chloride content when compared to conventional petrol which is typically pH neutral. Ethanol can cause corrosion and tarnishing of metal components under certain conditions. These characteristics are controlled in the ethanol used to blend E5 and E10 European and UK petrol by the ethanol fuel specification BS EN15376 in order to help limit corrosion.

Some aftermarket ethanol compatibility additives claim complete protection for operating historic and classic vehicles on E10 petrol. The FBHVC is not aware of, or has tested any additives that claim complete fuel system protection with respect to elastomer and gasket materials for use with E10 petrol. The FBHVC therefore recommends that elastomer and gasket materials are replaced with ethanol compatible materials before operation on E10 petrol.

However, corrosion inhibitor additives can be very effective in controlling ethanol derived corrosion and are recommended to be added to ethanol in the BS EN15376 standard. It is not clear if corrosion inhibitors are universally added to ethanol for E5 and E10 blending so as an additional precaution it is recommended that aftermarket corrosion inhibitor additives are added to E5 and E10 petrol.

These aftermarket ethanol corrosion inhibitor additives often called ethanol compatibility additives are usually combined with a metallic valve recession additive (VSR) and sometimes an octane booster and have been found to provide good protection against metal corrosion in historic and classic vehicle fuel systems.

What happens if I fill up with E10 by accident?

Don’t panic – your car will continue to run, just fill up with E5 at the next opportunity and avoid storing your vehicle for long periods with E10 fuel.

E5 Petrol

E5 petrol can contain between 0 and 5% by volume ethanol. Other oxygenated blend components may also be used up to a maximum petrol oxygen content of 2.7%. There is a variation at the pumps, not just between brands but also between different areas of the country, some will contain a lot less but the absolute maximum is capped at 5%.

E10 Petrol

E10 petrol contains between 5.5 – 10% ethanol by volume. Other oxygenated blend components may also be used up to a maximum petrol oxygen content of 3.7%. Again, there is a variation at the pumps, not just between brands but also between different areas of the country, some will contain a lot less but the absolute maximum is capped at 10%.

It should be noted that some Super E5 Protection grade fuels do not contain Ethanol as the E5 designation is for fuels containing up to 5% Ethanol. To re-iterate, product availability varies by manufacturer and geographical location.

Diesel labelling

The renewable content of diesel fuel will not be changing and service station fuel pumps will continue to be labelled as B7, designating a biodiesel, Fatty Acid Methyl Ester (FAME) content of between 0 and 7% by volume. New vehicles manufactured from 2019 onwards should have a ‘B7’ and or higher content label close to the filler cap showing the fuel they can use.

For media enquiries, please contact:

  • Wayne Scott at Classic Heritage PR, 07759 260899. wayne@classicheritagepr.co.uk

About the FBHVC:

The Federation of British Historic Vehicle Clubs exists to uphold the freedom to use historic vehicles on the road. It does this by representing the interests of owners of such vehicles to politicians, government officials, and legislators both in the UK and (through the Federation Internationale des Vehicules Anciens) in Europe.

There are over 500 subscriber organisations representing a total membership of over 250,000 in addition to individual and trade supporters. All our directors operate in a voluntary capacity supported by our secretary.

Website: www.fbhvc.co.uk

Mike Wood’s memories of John Wadsworth

Many of you will have known John Wadsworth who sadly passed away recently (he was one of the longest standing members of the Lancashire Automobile Club).
Mike Wood was both a friend and fellow competitor with John and he has kindly put a few words together to give us some more deails on John’s exceptional life.
John Wadsworth
1937 – 2021
I had known John since I left school and most of us from Burnley lived in the same area, but to be accurate I was more aware of his father Edgar. I had been at school in the Isle of Man from the mid 1940’s and by the time I left in 1950 the seeds of Motor Sport had been sown because of the Manx TT. I badly wanted to race around the TT course like Geoff Duke on a Norton, obviously this was never to be.
Every January the Monte Carlo Rally took place and whilst the event was happening, the great Raymond Baxter reported its progress on the radio every night, no television in those days. Several times he would mention the name Edgar Wadsworth and I was thrilled to hear his name mentioned, John and I had yet to meet. Without doubt Edgar became my mentor.
As we lived in the same part of Burnley, John and I soon met along with others who had been away at boarding schools, including John Waddington. I am sure that I got to meet my hero Edgar at some point, later I got to know him very well.
Luckily for me I started navigating for John Waddington and we had quite a lot of success together, but around 1957 he packed it all in to look after the family textile business. I am sure that John Wadsworth would have started doing small club rallies around that period also; after all he did have the right DNA. In 1962 John asked me if I would navigate for him on the RAC Rally in his Mini Cooper, this was the year that RAC Rally started to use forest stages. We knew that we did not stand much chance of success, but it would give us a chance to see what those forest stages looked like. We did finish, not too badly I think, but definitely no awards. John continued rallying, but now his regular navigator and another Burnley resident was Alan Cooke. John did the 1963 Monte Carlo Rally with another local man, racing driver Geoff Breakell, they qualified as finishers, but were not highly placed.
Now we come to the year 1964, this has to be John’s best Motor Sport year ever. He and Alan entered the French Alpine Rally as private owners in John’s Mini Cooper 1275 S. For those who do not remember this was one of rallying’s hardest events and it was always every crews dream to win a Alpine Cup for a clean sheet, John and Alan did exactly that, an achievement seldom gained by a non works crew. Next, he entered and competed on the Tour de France Automobile, again a private entry and won his class. Now came the big one, the Spa-Sofia-Liege Rally (Marathon de la Route). A lot has been written about John and I on this event, so I will try and condense it a little.
BMC were entering five works cars for this rally, they were three Big Healey’s and two MGB’s. About three weeks before the rally I got a telephone call from Team Manager Stuart Turner saying that he was going to enter a works Mini and wanted John and I to crew it, in the same breath he said, a Mini has never finished this event and I do not expect this entry to be the exception Subsequently their main focus would be on the Healey’s and the MGB’s and therefore the service crews would not carry any Mini spares, they would have tyres for us and fuel, but that would be all.
The Liege, as it was fondly known, was 3,500 miles in length, incurring four nights and days motoring with only a one hour stop in Sofia. The roads in Yugoslavia as it was then known and Bulgaria were mostly unsurfaced and in parts extremely rough and this combined with the high average speeds imposed in both those countries made it almost impossibly challenging, particularly for a small car like a Mini. As I said previously much has now been documented about this 1964 event, but at the end of it all John and I got the Mini to the finish, the only Mini ever to accomplish this. Just for the record, only two Works BMC cars finished, Rauno Aaltonen and Tony Ambrose won the event in their Healey and we were the only other BMC finisher in next to last place, 20th out of 21. This was the last time the Liege would be run as a road event and our achievement was soon forgotten. However, over the years and what John and I achieved has risen to the top of the pond and it has now become a part of motor sport history. I must say at this point that about 75% of what we did was down to John, he did almost all of the driving because of the high speeds required, so in my opinion, but for him I would be not writing this now.
Time then moved on, John joined another friend and the two of them created a new and very successful local Financial Advisor business, Hartley Spencer. At some point in later on in years we were contacted by another ex-BMC Team Manager, Peter Browning and asked if we would help him run a Classic Touring event called the Prix des Alpes. We were both very happy to be involved in this and enjoyed many years running controls etc for Peter.
John however had not given up, he wanted more. Now into his 70’s and along with lifelong friend John Waddingtton, also in his 70’s they shared a Ford KA in various BTRDA and British Car Trials. At the same time he was competing with his two MX5’s in sprints, hill-climbs and autosolos, often doing two events in a weekend from his home base in Harrogate which he shared with his partner Nina. In 2017 aged 80, John competed on 51 events; he was Class1 MSA British CarTrials Champion and was 3rd overall in the prestigious BTRDA Allrouders Championship.
What a Motor Sport career. He was an excellent and safe driver, but most of all he was a good friend. I will sadly miss him.
Mike Wood
John (on the left) with Mike, on the Liege

Federation of British Historic Vehicle Clubs

Latest news from FBHVC

PRESS RELEASE
Federation of British Historic Vehicle Clubs Ltd, PO Box 295, Upminster, Essex, RM14 9DG
Tel: 01708 223111 E-mail: secretary@fbhvc.co.uk Web: www.fbhvc.co.uk
Registered Office: The Barn, Holly Berry House, Hamstall Ridware, Rugeley, Staffordshire, WS15 3SQ Registered in England No 3842316 VAT Reg No. 636 788683
22 July 2021 For immediate release
FBHVC announces key stakeholder position within DVLA to assist with historic vehicle backlog
The Commons Select Committee for Transport met this week to question the DVLA on what their strategy is for overcoming the current backlog of over 1.4 million license applications. Also, to answer MPs questions around industrial disputes and staff shortages brought about by the pandemic.
Firstly, the Federation would like to lend its support to the hardworking staff at the DVLA who have been dealing with a hugely increased workload in the wake of personnel shortages brought about by the pandemic.
We think every workplace can relate to the struggles of the past 18-months.
The Federation, through our constant dialogue with the DVLA and our close working relationship built up over many years, has managed to put systems in place whereby our member clubs, their representatives and experts on the ground are able to assist the DVLA through the outsourcing of certain elements of registration processes to the historic vehicle community. These have included in the past the V765 scheme but also more recently, the validation of imports and VHI applications. We believe these established processes are key to helping the DVLA deal with the backlog for historic vehicles and effectively outsources much of the investigative process and verification the historic vehicle community.
We understand that although there have been increased turnaround times, the DVLA for our sector at least, are beginning to get back on top of applications and have been in dialogue with them now to understand how best we can lend our assistance. Our focus is always to ensure that historic vehicles that should be on the road are on the road and being enjoyed by their owners and the public as quickly as possible.
As a result of those recent discussions on how we can assist the DVLA, the FBHVC has now been officially appointed as key stakeholder in the DVLA. The DVLA have put in place and a newly designated relationship manager to work through the various pain points for the historic vehicle community in partnership with the
FBHVC.
A spokesperson for the DVLA said, “We are pleased that the FBHVC has a positive and constructive relationship with the DVLA’s Vehicle Policy team, and I am keen that this continues and is strengthened. We also now have a dedicated Corporate Services team who work closely with our key stakeholders.”
Speaking specifically on the subject of applications for historic vehicles, the DVLA commented; “When applications for historic vehicles cannot be processed using the usual methods, we consider each case individually on its own merits. If required, we also provide guidance to applicants on how best to proceed with their application if further evidence is required. Applications that may not have all the expected historic documentary evidence are considered taking into account all the available evidence so as to build a picture of the vehicle’s history. Where appropriate, these vehicles are able to retain their history.”
[ends]
About the FBHVC:
The Federation of British Historic Vehicle Clubs exists to uphold the freedom to use historic vehicles on the road. It does this by representing the interests of owners of such vehicles to politicians, government officials, and legislators both in the UK and (through the Federation Internationale des Vehicules Anciens) in Europe.
There are over 500 subscriber organisations representing a total membership of over 250,000 in addition to individual and trade supporters. All our directors operate in a voluntary capacity supported by our secretary.
Website: www.fbhvc.co.uk

Coast to Coast Classic Car Run 10th July 2021

Last Saturday saw our 28th Coast to Coast Classic Car Run. Starting as normal from the Midland Hotel in Morecambe, who made us most welcome, we made our way via the Lune and Wray valley’s to the Helwith Bridge Inn who couldn’t have been more accomodating.
After a refreshment stop we went via Malham and Stumps Cross Cavern to our lunch halt at The Inn at South Stainley. The Inn is under new ownership but the arrangements worked out well.
The next leg took us via Boroughbridge to Bylands Abbey and Rosedale Abbey to Scripps Garage in Goathland. In this section we came across a rather serious accident where a group of cyclists had suffered injuries. We wunderstand that one of the leading cyclists struck a pothole causing him to fall off. He was them hit by many of the following riders. When the Course Car arrived the accident had just occured and there was cyclists still climbing out of ditches and hedges. Several entrants stopped to assist and give first aid. One casualty appeard to be pretty badly hurt and went to hospital in an ambulance. Another appered to have broken ribs and others various cuts and bruises. POt holes are a menace to us but normaly we suffer suspension and wheel damage for cyclists the results can be far worse.
The event finished at Dunsley Hall just north of Whitby where we parked on the lawn for the cars to be judges by our President, Mike Raven, for the Presidents Award. He narrowed the entry down to three cars a Morris Minor, a Ford Capri and the eventual winner a Lancia Fulvia. In addition Frances Harrison presnted an award in memory of her husband Richard who marshaled on every Coast to Coast up to his passing last year. The Club gave FRances a special award for her services to the event.
Following that those who stayed at the hotel had a woderful evening.
A most enjoyable day all round.

The inaugural Yorkshire Motorsport Festival – Holmfirth

Lancashire Automobile Club member Anthony Taylor was on the move again, trying out the one mile long hillclimb up the Pennines.
Brilliant, fast, but needed care with haybale chicanes in two places, plus a full 90 bend before the final flat out straight. Glorious hot sunny day, and two days of gamesmanship in thePaddock with the Jaguar Drivers` Club Championship, sponsored by Autotune Ltd. We will be up for it next year!!