Tag Archives: Tourer

Phizackerley Coachworks – Delage DIS Colonial Phizackerley Tourer

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Today’s featured Delage DIS Colonial Tourer was built in 1927.

Delage DIS Colonial Tourer, VSCC Spring Start, Silverstone,

It is powered by a 2198 cc / 134 cui variant of the Delage push rod overhead valve four cylinder engine.

Delage DIS Colonial Tourer, Classic Motor Show, NEC, Birmingham

According to the blurb on display with this vehicle the body sits on a “Colonial” chassis which is both slightly longer, wider and has a higher ground clearnace than the regular DI, DIS and DISS Delage’s.

Delage DIS Colonial Tourer, VSCC Spring Start, Silverstone,

It would appear the powered chassis was originally shipped to Australia.

Delage DIS Colonial Tourer, Classic Motor Show, NEC, Birmingham

Once it got to Sydney coach builder Isaac Phizackerley built and fitted the Tourer bodywork.

Delage DIS Colonial Tourer, VSCC Spring Start, Silverstone,

Phizackerely originally founded the Isaac Phizackerley’s Cycle Works in the 1890’s manufacturing bicycles and cycle tyres.

Delage DIS Colonial Tourer, VSCC Spring Start, Silverstone,

In 1902 Phizackerley built at least two De Dion-Bouton powered single cylinder 6hp cars in 1902 one with an open two seat body and the other with an open four seat body.

Delage DIS Colonial Tourer, VSCC Spring Start, Silverstone,

There after the company seems to have focused on building bodies for chassis from third parties several of which came from Delage in the 1920’s.

Delage DIS Colonial Tourer, VSCC Spring Start, Silverstone,

The car seen in these photograph’s at last years Classic Car Show in Birmingham and at this years VSCC Spring Start was not registered for use on British roads until the 11th of July 2002.

Thanks for joining me on this “Phizackerley Coachworks” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow when I’ll be visiting Wales for my first Rally Cross meeting. Don’t forget to come back now.

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1st Mass Production 16 Valve – Bugatti Type 23 Brescia Tourer

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Following victories for the 16 valve Bugatti Type 13 in the 1920 VIII Coupe des Voiturettes at Le Mans and 1921 I Gran Premio delle Vetturette run in Brescia demand for touring vehicles powered Bugatti’s 16 valve 4 cylinder motors, known post 1921 as the ‘Brescia’, began to rise.

Bugatti Type 23 Brescia Tourer, Goodwood Festival of Speed

To meet the demand in 1920 Ettore fitted the Brescia 16 Valve motor into the Type 23 boat tale tourer first seen in eight valve form in 1913.

Bugatti Type 23 Brescia Tourer, Goodwood Festival of Speed

The Type 23 Brescia Tourer thus became the first 16 valve mass production vehicle with 2000 units sold before production was halted in 1926.

Bugatti Type 23 Brescia Tourer, Goodwood Festival of Speed

Well known as a bit of a curmudgeon on the issue of front brakes Ettore did not sanction them as standard items on the Type 23 until the final year of production 1926.

Bugatti Type 23 Brescia Tourer, Goodwood Festival of Speed

Today’s featured Type 23 Brescia Tourer, seen at Goodwood Festival of Speed in July, was delivered new to a Czechoslovakian customer in 1926.

Bugatti Type 23 Brescia Tourer, Goodwood Festival of Speed

It underwent a two year restoration in 1990/91 and is I believe currently owned by a Trustee of the Bugatti Trust.

Thanks for joining me on this “1st Mass Production 16 Valve” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again when I’ll be looking at some small cars at Carmel by the Sea. Don’t forget to come back now !

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Series E Tourer – Hupmobile Eight Tourer

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By 1925 Hupmobile was ready to ditch it’s Model R which had been in production since 1917 and move up market with the Series E.

Hupmobile Eight Tourer, Brooklands Double 12

The Series E was powered by an all new eight cylinder motor with L shaped cylinder heads.

Hupmobile Eight Tourer, Brooklands Double 12

An innovative feature of the Hupmobile Eight was the double tilt beam head lights which were a for runner of modern headlights with dipped beams.

Hupmobile Eight Tourer, Brooklands Double 12

With 60 hp produced by the four litre / 244 cui motor it was deemed prudent to fit the Series E with hydraulic operated brakes in place of the hitherto ubiquitous cable operated and or rod brakes which needed constant adjustment.

Hupmobile Eight Tourer, Brooklands Double 12

While the instrumentation has changed much in detail since 1925 the basic information remains pretty much the same, note the Hupmobile Eight is fitted with a handy light above the ignition switch.

Hupmobile Eight Tourer, Brooklands Double 12

The chassis number indicates today’s featured car was built in 1926 with the E1 model designation.

Hupmobile Eight Tourer, Brooklands Double 12

Hupmobile was known for its poetic use of language and fine arts in its advertising, I am guessing the adornments on the running boards and rear wing fender are factory options.

Hupmobile Eight Tourer, Brooklands Double 12

Punctures were a very much more frequent occurrence than to day the tyres all had inner tubes, if you were lucky you could save the expense of buying a new tyre after a puncture by repairing the inner tube.

Hupmobile Eight Tourer, Brooklands Double 12

The Hupmobile Eight were offered as a Sedans, Tourers as seen here, Coupés with or without Dickie seats and Roadsters.

Hupmobile Eight Tourer, Brooklands Double 12

Production of the Series E Hupmobiles ceased in 1928 when the Model M replaced it.

Hupmobile Eight Tourer, Brooklands Double 12

In the absence of any room within the cockpit to carry anything a traveling trunk was often the smart way to carry ones chattels.

Thanks for joining me on this “Series E Tourer” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me for Ferrari Friday tomorrow. Don’t forget to come back now !

PS Congratulations to Johnny Martinez who won a trophy for his ’29 Ford Pick Up at the Grand National Roadster Show on Monday, John would also like to thank every one who has voted for him in the Cool Rides Online ® pole at goldeagle.com.

The vote is still incredibly close and today is the last day of poling, YOU CAN VOTE “John’s 1929 Ford Model A” ON THIS LINK, please take a second to click the links and vote, thank you.

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Hidden Tank – MG NA

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14 01 13 Errata the original photo’s posted in this blog were of an MG KN and will be re posted on 22nd January 2013 on this link, meanwhile the photo’s on this link are of an MG NA as originally intended, sincerest and humble apologies for any confusion caused.

MG NA, Avenue Drivers Club, Queen Square, Bristol

The MG N-type Magnette open tourers were manufactured from 1934 to 1936 and replaced the K-Type built from 1932 to 1934. N-Types came in two distinct forms the 1934/35 NA as seen here with a honeycomb radiator grill and the 1935/36 NB which featured vertical slats in the radiator grill.

MG NA, Avenue Drivers Club, Queen Square, Bristol

The 56 hp six cylinder 1271 cc / 77.56 KD motor, derived from the Wolseley Hornet was first seen on four of the twenty K2 models built and features twin carburettors.

MG NA, Avenue Drivers Club, Queen Square, Bristol
In the photo above the bicycle style cables which operate the front drum brakes can be clearly seen emerging from the chassis on their route toward the top leading edge of the brake drum.

MG NA, Avenue Drivers Club, Queen Square, Bristol

N-Types have a more sophisticated chassis, that is wider at the rear, than the earlier simple ladder frame seen on the K-Type.
MG NA, Avenue Drivers Club, Queen Square, Bristol

The body of the N-Type is insulated from the chassis by the use of rubber pads which minimise the transmission of vibrations from the suspension and the engine through the chassis.

MG NA, Avenue Drivers Club, Queen Square, Bristol

Note the NA has rear hinged ‘suicide doors’ while the later NB had front hinged doors.

MG NA, Avenue Drivers Club, Queen Square, Bristol

Ergonomics was still in it’s infancy when the N-Type was designed.

MG NA, Avenue Drivers Club, Queen Square, Bristol

For example the ignition key is conveniently placed in front of the passenger in case he or she needs to turn off the ignition if the driver is going too fast.

MG NA, Avenue Drivers Club, Queen Square, Bristol

The gearbox has four forward gears and a reverse but no synchromesh which means the engine revolutions must be carefully matched with that of the speed of the car in order to avoid painful graunching when changing gear.

MG NA, Avenue Drivers Club, Queen Square, Bristol

From the rear N-Types can easily be distinguished from the earlier K-Types by the fuel tank which is hidden by the rear body work.

MG NA, Avenue Drivers Club, Queen Square, Bristol

Some readers may remember the ‘Bellvue Special‘ was based on an N-Type chassis.

MG NA, Avenue Drivers Club, Queen Square, Bristol

In all 745 N-types were manufactured in total from 1934 to 1936 which included a handful of closed Airline Coupé’s.

Thanks for joining me on this ‘Hidden Tank’ edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow to welcome a new photographer to GALPOT. Don’t forget to come back now !

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Four Wheel Handbrake – MG 18/80 Sports Six Mk II Tourer

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Built in August 1930 with a fixed head coupé (FHC) body today’s featured 18/80 Sports Six sat around for three whole before it was first registered in October 1933.

MG 18/80 Super Sports Mk II Tourer, Bristol Classic Car Show

This car was then damaged a year later by the MG Works on a service run.

MG 18/80 Super Sports Mk II Tourer, Bristol Classic Car Show

After being stored in first a barn and later a coal cellar this car was rescued in 1984 minus body.

MG 18/80 Super Sports Mk II Tourer, Bristol Classic Car Show

Restoration complete with a cable operated handbrake operating on all four 14 inch drum brakes took 27 years during which time the car also changed ownership.

MG 18/80 Super Sports Mk II Tourer, Bristol Classic Car Show

With a 17.7 hp six cylinder motor driving a four speed gearbox a top speed of 74 mph was quoted for this vehicle which cost £525 when new.

Thanks for joining me on this “Four Wheel Handbrake” edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again for a Continental Curiosity tomorrow when I’ll be looking at an NSU Prinz. Don’t forget to come back now !

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E-Type – Vauxhall 30-98 Velox Tourer

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In 1913 Vauxhall announced their replacement for the Vauxhall D-Type known officially as the 30-98 or E-Type. 13 chassis were built before the Great War of 1914 – 1918, during which period Vauxhall fulfilled orders from the War Department to build the older D-type models for the use of nobility and Generals alike.

Mark Butterworth, Vauxhall 30/98, Prescott

Between the cessation of hostilities and 1922 it is thought around 270 further 30-98 E-types were built with 90 hp 4,525 cc / 276 cui four cylinder side valve engines which gave the car when striped down a 100 mph capability. Above Mark Butterworth negotiates the Pardon Hainpin at Prescott in his 1921 model. Unlike the equally fast contemporary Bentleys, Vauxhall 30-98 models only acquired front brakes during the production span of the model.

Phil Dobbin, Vauxhall 30/98 OE, Loton Park

The 30-98 E type was fitted with an improved 115 hp overhead valve engine in 1922, known as the OE to distinguish it from its older side valve engined siblings. Above Phil Dobbin can be seen lining up his 1924 30-98 OE for the start of a run up the hill at Loton Park.

Nicola Quartermaine , Vauxhall 30/98, Loton Park

1924 was the most successful year for the 30/98 E-type when 111 examples were built. Nicola Quartermaine’s 30-98 seen above negotiating the Triangle at Loton Park above comprises an older 1921 pre OE chassis and a 1924 4224 cc / 258 cui OE motor.

Roger Thorpe , Vauxhall 30/98, Prescott

Around 60% of all 30-98 E-types, like the 1924 chassis OE 102 driven by Roger Thorpe at Prescott above were exported to Australia, some have since made their way back to the mother land.

Adam Jones , Vauxhall 30/98, Prescott

Vauxhall 30-98 E-types were available with either 4 seater tourer or 2 seater ‘Wesum’ boat tail body work with a ‘dicky’ (fold out) seat in the boat tail from the factory, alternatively a chassis could be ordered and sent to a coachworks for a bespoke body. Grosvenor Carriage Company for example, part of the Vauxhall dealer Shaw & Kilburn empire, built bodies for Vauxhalls exclusively during the production life of the 30-98. Above Adam Jones drives a 1925 4 seater with a tourer body, similar to all the vehicle bodies featured in today’s post. Note the absence of a drivers door on all of the vehicles featured in today’s post !

Dr Nick Bell, Vauxhall 30/98, Prescott

The class leading speed and later 4 wheel braking of the 30-98 was not enough to deliver consistent earnings for Vauxhall and in 1925 the company was sold for US$ 2.5 million to General Motors who set about challenging Ford at a lower end of the UK market than Vauxhall had hitherto catered for. Above Dr Nick Bell above drives a 1927 30-98 OE tourer, chassis OE 304, one of the last of the in total 312 OE’s built since 1922.

Thanks for joining me on this E-Type edition of ‘Gettin’ a li’l psycho on tyres’ I hope you will join me again tomorrow. Don’t forget to come back now !

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One piece at a time – Morris Minor Tourer

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Way back in my school days I remember listening to Johnny Cash’s tale about taking a piece of Cadillac home from the factory in his lunch box every day and thinking ‘if only …’ Looking at this beautiful black nugget of quintessential Englishness I began to wonder if someone had managed to pull off the feat of stealing this car one piece at at time from the Morris Factory at Cowley since the sum of the parts span the entire 3 series of production of the Minor Tourer from 1948 – 1969.

The split screen is from somewhere between ’48 and ’56
but the grill is post ’54.

Not sure what’s under the bonnet, at least an eye popping 30 hp 803 cc which comes in at 49cui.

The ‘Morris Minor’ badge is almost certainly Series II.

And when we look at the back we see those big tail lights match the side lights at the front, definitely post ’62.

We know from the 8th series ‘VG’ licence plate on the boot this car was probably first registered in Norwich and it appears to have been replaced one piece at a time ever since then.

Hope today’s edition was a breath of fresh air, thanks for popping by, looking forward to putting tomorrows edition of Gettin’ a lil’ psycho on tyres together, don’t forget to came back now !

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