TECALEMIT photos on Flickr

Peugeot J7 Tecalemit by benoits15

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Tecalemit by Chris Kench

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Whitewebbs Museum of Transport

Avions Voisin C11 Belvalette Torpédo 1927 by Wouter Bregman

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Production: 1 of 2180 (1926-1928), but this is the only one with a coachwork by Belvalette.

Owned by one family for 72 years! Remarkably preserved in largely original condition.

On April 7, 1926, Gabriel Voisin announced: “Gentlemen, we have the privilege to inform you that we are launching the first French chassis equipped with a 6-cylinder Knight type sliding valve engine.” This innovative chassis would become Voisin's C11. With a top speed of 120 km/h (almost 75 mph), it became a popular model and around 950 examples would be built in the following years. This C11, chassis 25753, was commissioned by Joseph Christe, founder of the famous Técalémit Company of France, known for automotive pressure lubrication and an adjustable damper system fitted to elite cars of the period. Mr. Christe's engraved metal card, showing his name and address in Suresnes, just west of Paris, remains on the Voisin's dashboard.

Prestigious coachbuilder Belvallette and Cie were commissioned to design and build a striking four-door Torpédo with a coupe-ventilated style double V windscreen configuration, an aluminum hood, strapontins (jump seats) and commodious luggage arranged on both running boards. The exterior was finished in mid blue and dark chestnut leather was chosen to enhance the front and rear interior compartments. Marchal lights were fitted, the fuel gauge was mounted on top of the scuttle and the radiator features Voisin's signature riveted 'La Cocotte' mascot.

From 1927 to 1934, Mr. Christe used his beautiful Torpédo regularly, with some 42.000 km (or about 26.000 miles) on the car. From 1934 to 1950, 25753 was stored in the garages of his company, Técalémit, at 56 Rue Arago in Puteaux, outside Paris. From time to time, Georges Maurin, Mr. Christe's son-in-law, took the car for a short drive to keep it running properly. In 1970, the Torpédo was finally placed on blocks and under canopy at Mr. Christe's estate in the Sologne region in north-central France.

As a result, this exceptionally rare car can claim an extraordinary 72 years of continuous single-family ownership. The earliest history of these unique Avions Voisin is confirmed by its original handmade Bon de Commande, dated May 10, 1927.

In 1999, when the Christe family finally parted ways with the car, it was sold to a private collector, and its astonishing condition was recognized in 2006 when it was exhibited in the Prewar Preservation Class at the Pebble Beach Concours d'Elegance®. The Voisin still presents itself in glorious, virtually unrestored condition. In addition to its sporty one-off bodywork and patinated condition, 25753 is one of the rarest survivors of a major European brand, and it will be a highly coveted addition to any refined collection.

Source: www.metropole.nl/

---------------------------------------------

Dutch Entrepreneur Frans van Haren has a classic car collection that has won prizes at prestigious national and international competitions. Since 2017, he has been presenting his impressive car collection to a wider audience in the futuristic-looking, former furniture showroom 'Metropole' in Druten, the Netherlands.

The collection includes some four hundred cars, trucks and motorcycles, making it almost the largest car museum in the Netherlands.

Metropole Museum

Druten, the Netherlands.

318 Gilbern Genie (1968) NBO 498 F by Robert Knight

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Gilbern Genie (1966-69) Engine 2994cc V6 OHV Production 197

GILBERN ALBUM

www.flickr.com/photos/45676495@N05/albums/72157623665194927

Registration Number NBO 498 F (Cardiff)

Announced at the 1966 British Motor Show as a replacement for the companies Gilbern GT, the Genie was a larger, more upmarket model, first unveiled at the 1966 London Motorshow. Available fully built or in kit form. Initially powered by either a Ford 3litr V6 (Zodiac) with twim choke Weber carburettos or a Ford 2.5ltr (Zephyr) with a single choke downdraught Weber carburettor and transmission from the Zephyr Zodiac range, with BMC rack and pinion steering and rear end, All cars had disc brakes. The engine was fitted with a twin-choke Weber carburetor on most cars, although a small number were built with Tecalemit Jackson fuel injection. The rear suspension differed from the MG in having coil-spring/damper units and trailing arms.

The 2.5-litre version was dropped in 1968, and the 3 litre in 1969, replaced by the new Gilbern Invader. In 1969 a complete car cost around £2,000

Diolch yn fawr am 73,219,534 o olygfeydd anhygoel, mwynhewch ac arhoswch yn ddiogel

Thank you 73,219,534 amazing views, enjoy and stay safe

Shot 06.05.2019 at Gawsworth Hall, Classic Car Show Ref 141-318

Bentley 8-Litre Sports Saloon by HJ Mulliner by Peter Blackert

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Sharing its basic concept with the prior 6 1/2 Litre, the Bentley Eight Litre of 1930–1931 continued the trend of providing ever-more powerful engines and massive chassis capable of carrying the new crop of luxurious custom bodywork without sacrificing performance. Featuring single overhead camshaft architecture with four valves per cylinder and a lightweight Elektron magnesium alloy crankcase, the eight-litre powerplant reflected the latest in design and engineering. The new, heavily reinforced chassis was equally sophisticated, utilizing “one shot” Tecalemit lubrication, Dewandre servo-assisted brakes, and Bentley & Draper friction dampers up front with hydraulic dampers to the rear. To say the Eight Litre succeeded in its mission would be a severe understatement, with the last motorcar engineered and developed under company founder W.O. Bentley delivering some 220 hp in uncanny silence while capable of accelerating without complaint from walking speed to 100 mph in top gear.

Built only as a bare chassis and priced from £1,850, the Eight Litre was superlative in all respects and substantially more costly than its direct competitor, the Rolls-Royce Phantom II. Just 100 examples of the mighty Eight Litre were built. Offered in 144" and 156" wheelbase lengths, the Eight Litre exuded a commanding presence with a wide array of body styles supplied to exacting customer specifications by the era’s finest custom coachbuilders. As with its other Vintage Bentley stablemates, the Eight Litre continues to enjoy high regard from collectors and marque enthusiasts from new, with histories carefully tracked and abundantly documented.

This 1932 Bentley Eight Litre, chassis YX5110, is certainly no exception, carrying excellent provenance and benefiting handsomely from collector care throughout its lifetime. Delivered new in June 1932 by Jack Barclay to H.W. Reginald Room of Bromley, Kent, and registered as GY 3903, this Eight Litre was built with the long 156" wheelbase chassis and fitted with elegant, close-coupled Sports Saloon coachwork by H.J. Mulliner.

Trolleybuses are no longer a selling point by Mark Evans

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I came across this period advert in my latest copy of ‘On The Buses’. Nothing to do with the vintage British TV sitcom, but a bookazine published by Vintage Roadscene that takes a deep look at the historic bus scene. Issue 13 features past adverts from the transport trade press.

The long-defunct ‘Transport World’ highlighted the recent delivery of Q1 trolleybuses to London Transport, then the world’s largest operator of this fine form of transport. London’s trolleybuses are likewise long defunct. Not so Tecalemit, however. I am delighted to see that the specialist supplier of vehicle lubrication equipment, here so proud of its association with London Transport and other trolleybus operators around the world, continues to thrive.

I remembered adverts for Tecalemit products from old issues of ‘Autocar’ and ‘The Motor’, but it is only now that I have gleaned information about its history and activities. I had long thought it had gone down the tubes, like so many companies involved in Britain’s motor industry.

French in origin, Tecalemit set up its British operation in 1922. The advert here gives Brentford, Middlesex as its contact address, but the main manufacturing operation was in Plymouth. In fact, Tecalemit was once second only to the Royal Naval Dockyard as the city’s major employer. Operating today as Tecalemit Garage Equipment Co. Ltd., the company is part of the BASE Group and is based in Langage, Plymouth.

Had I worked in the garage and motor repair business, I would have been very familiar with Tecalemit equipment.

Looking again at the 1949 advert, of the list of trolleybus operators, only Arnhem in the Netherlands remains faithful to the breed. San Sebastián in Spain is on the list: it actually acquired large numbers of Q1 trolleybuses from London Transport in 1961, running them until the late-1970s.

Adelaide. Finsbury World War Two ammunitions site. Galvansied ammunitions factory became Electrolux vacuum cleaner factory after 1946. . by denisbin

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Finsbury ammunitions works and later industries.

Following the British retreat from Dunkirk in 1940 the Commonwealth government decided that ammunitions production would be decentralised and away from the eastern seaboard. Lithgow was one site and Finsbury/Hendon in Adelaide another site. The Finsbury ammunition factory was set up ready for production in February 1941 on a 50 hectare/123 acre site. It comprised twenty major buildings and many smaller ones that made the metal castings etc for ammunitions but no explosives. Around 4,000 people worked at Finsbury factory during world war Two. The metal castings and arms cases were railed to Penfield by the new spur line from Woodville to Finsbury and the other spur line from Albert Park into Hendon. As late as 1971 there were seven or eight trains a day from Adelaide to Finsbury. That railway station line closed in 1979 and is now the site occupied by Al Khalil Mosque and Islamic cemetery. Immediately after World War Two the Hendon and Finsbury works were closed and the buildings sold off to a range of industrial companies. The first company to take up the former ammunitions buildings was Vactric Electrical appliances which made vacuum cleaners and was later called Electrolux. They were eventually owned by Pope Industries which merged with Simpsons. Across at Hendon the first firm to take over the ammunitions works in 1946 was Philips Electrical Industries Australia which made many items from radios and transistor radios to televisions. Philips eventually took over much of the Finsbury site as well. Other companies at Finsbury made baths, refrigerators, car parts etc. Firestone Rubber Company was another early major occupier of the Finsbury site. Other companies at Finsbury included Chrysler (now gone), International Harvester, Kelvinator, Rubery Owen & Kemsley, Simpson Pope, Tecalemit and Texas Instruments. Some of these companies were still located here recently including - Clyde-Apac (air filtration systems), ROH Wheels Australia (no local production now a warehouse for imported tyres only) and Tecalemit Australasia (lubrication equipment). Tecalemit have recently moved to Cavan.

The Commonwealth government kept the two storey red brick administration offices and some other buildings for use from 1946 for the Department of Supply’s Defence Research Laboratories which were became the Materials Research Laboratories and finally the CSIRO. From the 1940s the government scientific laboratories here carried out metallurgical investigations, X-ray and radium examination of castings etc. and pyrometric calibrations and a general technical information service for industry and government. It closed 2007 and was sold to Ngutu College. This suburb is now called Woodville North.

2 Leeds Crescent was the casualty/infirmary building. Single story date palms in front of it. Used by Ken Metcalfe, Bob Wright & team to develop xerography in 1950s, using liquid developers to copy documents.

4 Leeds Crescent the staff mess building and laboratories. This building became the Defence Research Laboratory after the War and the CSIRO laboratories. Now to be used by Ngutu School.

Mobilubrication pit, Penrith, c. 1930s, by Sam Hood by State Library of New South Wales

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Format: Photograph

Find out more about this photographic collection: acms.sl.nsw.gov.au/item/itemDetailPaged.aspx?itemID=153399

Search for more great images in the State Library's collections: acms.sl.nsw.gov.au/search/SimpleSearch.aspx

From the collection of the State Library of New South Wales: www.sl.nsw.gov.au

Adelaide. Finsbury World War Two ammunitions site. This glavanised iron saw tooth factory became the ROH wheels factory around 1946. Now not a factory only a warehouse for imported tyres.. by denisbin

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Finsbury ammunitions works and later industries.

Following the British retreat from Dunkirk in 1940 the Commonwealth government decided that ammunitions production would be decentralised and away from the eastern seaboard. Lithgow was one site and Finsbury/Hendon in Adelaide another site. The Finsbury ammunition factory was set up ready for production in February 1941 on a 50 hectare/123 acre site. It comprised twenty major buildings and many smaller ones that made the metal castings etc for ammunitions but no explosives. Around 4,000 people worked at Finsbury factory during world war Two. The metal castings and arms cases were railed to Penfield by the new spur line from Woodville to Finsbury and the other spur line from Albert Park into Hendon. As late as 1971 there were seven or eight trains a day from Adelaide to Finsbury. That railway station line closed in 1979 and is now the site occupied by Al Khalil Mosque and Islamic cemetery. Immediately after World War Two the Hendon and Finsbury works were closed and the buildings sold off to a range of industrial companies. The first company to take up the former ammunitions buildings was Vactric Electrical appliances which made vacuum cleaners and was later called Electrolux. They were eventually owned by Pope Industries which merged with Simpsons. Across at Hendon the first firm to take over the ammunitions works in 1946 was Philips Electrical Industries Australia which made many items from radios and transistor radios to televisions. Philips eventually took over much of the Finsbury site as well. Other companies at Finsbury made baths, refrigerators, car parts etc. Firestone Rubber Company was another early major occupier of the Finsbury site. Other companies at Finsbury included Chrysler (now gone), International Harvester, Kelvinator, Rubery Owen & Kemsley, Simpson Pope, Tecalemit and Texas Instruments. Some of these companies were still located here recently including - Clyde-Apac (air filtration systems), ROH Wheels Australia (no local production now a warehouse for imported tyres only) and Tecalemit Australasia (lubrication equipment). Tecalemit have recently moved to Cavan.

The Commonwealth government kept the two storey red brick administration offices and some other buildings for use from 1946 for the Department of Supply’s Defence Research Laboratories which were became the Materials Research Laboratories and finally the CSIRO. From the 1940s the government scientific laboratories here carried out metallurgical investigations, X-ray and radium examination of castings etc. and pyrometric calibrations and a general technical information service for industry and government. It closed 2007 and was sold to Ngutu College. This suburb is now called Woodville North.

2 Leeds Crescent was the casualty/infirmary building. Single story date palms in front of it. Used by Ken Metcalfe, Bob Wright & team to develop xerography in 1950s, using liquid developers to copy documents.

4 Leeds Crescent the staff mess building and laboratories. This building became the Defence Research Laboratory after the War and the CSIRO laboratories. Now to be used by Ngutu School.

Multiple Brands - Arnold, Genders and Co Ltd, Kings Heath, Birmingham 1957 by Chris Barker

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This forecourt was situated at 38 Alcester Road South in King's Heath, Birmingham and adjacent to the car showroom posted at the same time as this photo. All sorts of brands are visible - for petrol there is Regent, National, Esso, Shell and Cleveland and Shellubrication Service is also offered. As well as the main brand of Morris cars being offered there is a sign for Vauxhall; Michelin Tyres and Champion Spark Plugs are also well represented. Mobil Oil Tecalemit and Havoline oils are also seen on signs here. Overall this is a wonderful photo showing great detail in excellent clarity. It is now a large Sainsbury supermarket - a fate which is not uncommon for such premises. Here's the same view today www.google.co.uk/maps/@52.4315383,-1.8929371,3a,75y,224.8...

MG Midget by Bruce

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Beautiful J2 seen at the Franschoek Motor Museum.

Introduced 1932 - 1934 Number built - 2083

Announced in August 1932 the J2 Midget was outstanding value for just £199 10s. and was within the reach of many enthusiasts of the era. It was based on the successful design of the C type or Montlhery Midget as it was better known, a direct derivative of the M type. From the outset the car represented everything that was right in basic sports car design incorporating such things as a large rear mounted slab type petrol tank with a huge fast fill1 petrol cap, fold flat windscreen with optional aero screens, centre lock wire wheels, remote control gear change, and a spring spoked flat steering wheel. A temperature guage, eight day electric clock, leather securing strap over the bonnet and protective mesh grilles for the headlamps and radiator completed the package of extras for an additional cost of £12 12s.

The chassis layout followed that of the C type incorporating virtually straight side members passing under the rear axle with tubular cross supports. The suspension was half elliptic all round on sliding trunnions. Cable operated brakes utilising 8 drums were quite effective for the size of car. The hand brake lever was mounted on a shaft linked to the foot pedal and four cables which allowed easy adjustment of the brakes. Friction type Hartford shock absorbers were fitted front and rear, with the latter being mounted transversely. The chassis was lubricated by a Tecalemit central greasing system, with the grease nipples neatly grouped on the back of the bulkhead wall. Other features of the chassis included a 12 volt Rotax lighting and starting system, Rudge Whitworth wire wheels and Marles steering gear which was adjustable for rake.

Whereas its forerunner the J1 was offered with 4 seater open or closed bodywork, the J2 was strictly a 2 seater and set the fashion in MG sports cars for many years to come. With its classic two humped' scuttle and low 'cut away doors the car was a masterpiece of simple, functional race bred design and is today considered by many to be one of the classic sports cars of all time. The long bonnet conceals not only the engine but gearbox, foot controls and the legs of the driver or passenger! On lifting the bonnet it seems odd by todays standards to peer into the footwell and cockpit from the engine compartment, but this design had its advantages for ease of maintenance. The tail of the car was short and stubby only extended by the 12 gallon slab tank, and the strapped-on spare wheel. Initially the car was produced with cycle-type front and rear wings, to be replaced a year later with long swept wings.

Power came from the well tried 847cc engine as used on the successful M type which was originally derived from a Wolseley unit. With an eight port crossflow cylinder head and twin SU carburettors, this unit produced a healthy 36 bhp at 5500 rpm, though with only a two main bearing crankshaft, revving the engine to its maximum soon produced premature failure of the flimsy crankshaft. A vertically mounted dynamo was driven off the front end of the crankshaft, with its armature forming part of the overhead camshaft drive. This particular design was a weak point on these engines with seals leaking oil into the dynamo causing embarrassing flat batteries.

Credit: www.mgownersclub.co.uk/mg-j2-midget.html

The gearbox had four forward speeds unlike the earlier three speed gearboxes of the M and D types; it also had a neat remote gear change enclosed in an alloy casting, bringing the gear lever very conveniently to the driver's hand. The top two ratios were close, giving a good high speed range, whilst first and second gears were sufficiently low for either trials work or the unexpected very steep hill, with a fair step between second and third. A single plate dry clutch transfers the power via a Hardy Spicer prop shaft to the three-quarter floating rear axle.

A supercharged version of the J2 was producer' known as the J3 and had a 750cc unit, in every other respect it was the same as a J2 but with superior performance. The racing variant of the J series was called the J4, this also was basically the same as the J2, but with different steering gear and larger 12" drum brakes as found on the Magna. The J4 was a fast car with several runs of over 100 mph being recorded at Brooklands and there is no doubt that through the continuous development of the J type from the J1 to the J4 it captured the imagination of the sportscar enthusiast. Despite adverse criticism of fuel starvation problems on early J2's and the dynamo oil leak problems mentioned before, careful maintenance gave good reliable service and the cars were in fact able to withstand far more hard use than any other comparable competitor at the time.

Brief technical specifications…

Type: In line, water cooled.

No. of cylinders: 4

Bore/Stroke: 57mm x 83mm.

Capacity: 847cc

Valve Operation: Overhead Camshaft, driven through vertical dynamo.

Carburation: Twin semi downdraught SU.

Compression ratio: 6.2:1.

Power output: 36 bhp at 5500 rpm.

Clutch: Single dry plate.

Transmission: Manual 'crash' 4 forward speeds and reverse.

Frame: Twin side members, tubular cross members.

Wheelbase: 7' 2" Track: 3' 6" front and rear.

Suspension: Front: half elliptic springs, beam axle. Rear: half elliptic springs, live axle.

Length:10'4" Width: 4'3" Height: 4'5"

Brakes: 8" drums cable operated

Tyre size: 277" x 4"

Wheels: Centre lock, detachable wire wheels.

Maximum Speed: 80 mph

Fuel consumption: approx 35 mpg

Acceleration: 0-50 mph; 15 secs.

Number built: Mid 1932 to early 1934; 2083

Cost new in 1932: £199 10s.

Adelaide. Finsbury World War Two ammunitions factories. Red brick building was the casualty building. On right saw tooth galvansied iron factory became Electrolux vacuum cleaners after 1946. . by denisbin

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Finsbury ammunitions works and later industries.

Following the British retreat from Dunkirk in 1940 the Commonwealth government decided that ammunitions production would be decentralised and away from the eastern seaboard. Lithgow was one site and Finsbury/Hendon in Adelaide another site. The Finsbury ammunition factory was set up ready for production in February 1941 on a 50 hectare/123 acre site. It comprised twenty major buildings and many smaller ones that made the metal castings etc for ammunitions but no explosives. Around 4,000 people worked at Finsbury factory during world war Two. The metal castings and arms cases were railed to Penfield by the new spur line from Woodville to Finsbury and the other spur line from Albert Park into Hendon. As late as 1971 there were seven or eight trains a day from Adelaide to Finsbury. That railway station line closed in 1979 and is now the site occupied by Al Khalil Mosque and Islamic cemetery. Immediately after World War Two the Hendon and Finsbury works were closed and the buildings sold off to a range of industrial companies. The first company to take up the former ammunitions buildings was Vactric Electrical appliances which made vacuum cleaners and was later called Electrolux. They were eventually owned by Pope Industries which merged with Simpsons. Across at Hendon the first firm to take over the ammunitions works in 1946 was Philips Electrical Industries Australia which made many items from radios and transistor radios to televisions. Philips eventually took over much of the Finsbury site as well. Other companies at Finsbury made baths, refrigerators, car parts etc. Firestone Rubber Company was another early major occupier of the Finsbury site. Other companies at Finsbury included Chrysler (now gone), International Harvester, Kelvinator, Rubery Owen & Kemsley, Simpson Pope, Tecalemit and Texas Instruments. Some of these companies were still located here recently including - Clyde-Apac (air filtration systems), ROH Wheels Australia (no local production now a warehouse for imported tyres only) and Tecalemit Australasia (lubrication equipment). Tecalemit have recently moved to Cavan.

The Commonwealth government kept the two storey red brick administration offices and some other buildings for use from 1946 for the Department of Supply’s Defence Research Laboratories which were became the Materials Research Laboratories and finally the CSIRO. From the 1940s the government scientific laboratories here carried out metallurgical investigations, X-ray and radium examination of castings etc. and pyrometric calibrations and a general technical information service for industry and government. It closed 2007 and was sold to Ngutu College. This suburb is now called Woodville North.

2 Leeds Crescent was the casualty/infirmary building. Single story date palms in front of it. Used by Ken Metcalfe, Bob Wright & team to develop xerography in 1950s, using liquid developers to copy documents.

4 Leeds Crescent the staff mess building and laboratories. This building became the Defence Research Laboratory after the War and the CSIRO laboratories. Now to be used by Ngutu School.

Salisbury. Historical display of the World War Two Explosive Factory work at Penfield- Salisbury. In the Salisbury Library in the Hub. by denisbin

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Weapons Research Establishment and WW2 explosives factory.

Farmers took up surveyed land at Peachy Belt, later named Penfield in 1854. The pioneering families of Penfield were Argents, Andrews, Fatchen, Sturtons and same are remembered by Argent Road, Sturton Church and road, Andrews Farm near Smithfield etc. No town emerged but the district has a school, Bible Christian Methodist Church (Zoar), cemetery, general store etc. Sadly all these lands were acquired by the Commonwealth government for war

time use in 1940. The Department of Munitions took the land as Britain indicated that they would not be able to provide arms and ammunition to Australia for the Pacific and Asian war effort. The Department of Munitions was created one week after the retreat from Dunkirk by Britain. Australia had to be prepared. Work on of the Salisbury Explosives Factory (later Penfield) began in November 1940. Herbert Jory was the architect engaged by the Department of Munitions to design and manage the construction of the factory and offices. Up to 3,000 workmen were employed seven days a week so that the factory could be completed within a year. The complex eventually included 1,400 buildings including special structures for armament storage. The site was chosen away from the coast and away from the eastern states for security reasons. It was located next to the Gawler railway line which was also essential. Thus the Salisbury to Penfield railway opened in late 1941. There were three stations within the explosive works named station one, two and three where there was a turning loop. That loop is still visible from the air and that last station still stands albeit in ruins. To provide housing for workers closer to the explosives factory site 140 transportable fibro cabin homes were quickly erected in Salisbury. Trains also ran day and night for the workers who were primarily women. This was the largest explosives and ammunitions works in Australia. Finsbury works made shell cases, metal components etc. Only Penfield made the explosives and filled the explosives containers which were railed direct from Hendon ammunition works. By 1943 there were 3,000 workers at Penfield but this later rose to 6,000 people working over three shifts covering 24 hours. Ammunition was made and stored until the Japanese surrendered in August 1945.

Not long after the War the Long Range Weapons Establishment was formed at Penfield to support the guided weapons facility at Woomera. Research was conducted as part of a consortium with Britain and later the United States of America into rockets, long range weapons and nuclear weapons hence the Maralinga nuclear tests of the 1950s. Some of the earliest computing in Australia occurred at WRE Penfield. The Weapons Research Establishment consisted of five sections or wings - the Weapons Research and Development Wing, the Applied Physics Wing, the Engineering Wing, the Trial Wing and the Administrative section. WRE did the work on the first Australian satellite in 1967 making us the third country in the world to launch satellites. In the 1970s these wings were changed to weapons research, electronics research, trials research and advanced engineering. By the mid-1960s employment levels at WRE reached the wartime levels of around 6,000 people. Special groups like British Aerospace had their own facilities here. This was an era when calculators could take up half a desk and computers were huge banks of machinery taking up entire rooms. By those decades many workers walked from Elizabeth Central railway station from trains coming from Adelaide, Angaston-Truro, Kaunda-Eudunda and Riverton. In 1971 there were still seven or eight trains a day to between Adelaide and Penfield One, Two and Three. The work of this relatively secret government facility was bolstered with the closure of the Mallala Air Force base and the establishment of the Edinburgh Royal Australian Air base and airport in 1954. Once the UK-Australian partnership ended and the Woomera rocket range was closed down the department of Defence Science and Technology Organisation continued to use the Penfield site for research and defence work. In 1997 the Department of Defence which controlled Penfield decided to rationalise the site. In 2015 it sold off about 70% of the site and retained the remainder for the government and renamed the department defence Science and Technology Group. The DSTG now has bilateral defence agreements and research work with USA, UK, France, Sweden, Netherlands, Norway and Singapore. Security checks were not needed for entry to the site and a new suburb named Edinburgh Park was created for commercial industry and warehousing. The old Penfield site still includes the Methodist Church at Sturton and the attached cemetery but there is no general access to that.

Finsbury munitions works and later industries.

Following the British retreat from Dunkirk in 1940 the Commonwealth government decided that munitions

production would be decentralised and located away from the eastern seaboard. Lithgow was one site and Finsbury/Hendon in Adelaide another site. The Finsbury munition factory was set up ready for production in February 1941 on a 50 hectare/123 acre site. It comprised twenty major buildings and many smaller ones that made the metal castings etc for munitions but no explosives. Around 4,000 people worked at Finsbury factory during world war Two. The metal castings and arms cases were railed to Penfield by the new spur line from Woodville to Finsbury and the other spur line from Albert Park into Hendon. As late as 1971 there were seven or eight trains a day from Adelaide to Finsbury. That railway station line closed in 1979 and is now the site occupied by Al Khalil Mosque and Islamic cemetery. Immediately after World War Two the Hendon and Finsbury works were closed and the buildings sold off to a range of industrial companies. The first company to take up the former ammunitions buildings was Vactric Electrical appliances which made vacuum cleaners and was later called Electrolux. They were eventually owned by Pope Industries which merged with Simpsons. Across at Hendon the first firm to take over the ammunitions works in 1946 was Philips Electrical Industries Australia which made many items from radios and transistor radios to televisions. Philips eventually took over much of the Finsbury site as well. Other companies at Finsbury made baths, refrigerators, car parts etc. Firestone Rubber Company was another early major occupier of the Finsbury site. Other companies at Finsbury included Chrysler (now gone), International Harvester, Kelvinator, Rubery Owen & Kemsley, Simpson Pope, Tecalemit and Texas Instruments. Some of these companies were still located here recently including - Clyde-Apac (air filtration systems), ROH Wheels Australia (no local production now a warehouse for imported tyres only) and Tecalemit Australasia (lubrication equipment). Tecalemit have recently moved to Cavan.

The Commonwealth government kept the two storey red brick administration offices and some other buildings for use from 1946 for the Department of Supply’s Defence Research Laboratories which became the Materials Research Laboratories and finally the CSIRO. From the 1940s the government scientific laboratories here carried out metallurgical investigations, X-ray and radium examination of castings etc. and pyrometric calibrations and a general technical information service for industry and government. It closed in 2007 and was sold to Ngutu College. This suburb is now called Woodville North.

Bentley 8 Litre Sports Tourer - 1931 by Perico001

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Chassis n° YX5116

SWB (36 ex.)

Les Grandes Marques du Monde au Grand Palais

Bonhams

Parijs - Paris

Frankrijk - France

Estimated : € 600.000 - 800.000

Sold for € 787.750

Chassis number 'YX5116' is the 91st of the 100 8-Litre Bentleys built in 1930-1931. The 8-Litre was designed as a fast, powerful chassis capable of carrying heavy closed coachwork with sports car levels of performance. Indeed, when the 8-Litre was introduced at the 1930 Olympia Show it was the fastest production chassis in the world, capable of 103mph with the high-ratio (15/53) rear axle. It was a better car than the Rolls-Royce Phantom II, and was priced by Bentley at £50 more for the chassis (£1,850 rather than £1,800) to reinforce the point. The 8-Litre was, and remains, a true supercar.

Chassis 'YX5116' was unsold when Bentley Motors went into receivership on 11th July 1931 and remained at the works during the receivership. This lasted until November 1931 when the company was renamed Bentley Motors (1931) Ltd, as a wholly owned subsidiary of Rolls-Royce.

The Service Record notes André shock absorbers fitted to the front axle in May 1933; these were presumably Telecontrol shock absorbers, a typical 1930s modification. 'YX5116' is fitted currently with two pairs of Complete Automobilist replica Hartford friction shock absorbers to the front and a more correct pair of replica Hartfords to the back axle. The standard ignition arrangement comprised a Bosch GF6A magneto on the offside and a Delco-Remy MRS12 distributor and oil-filled coil set to the near-side. As now, 'YX5116' has a later Delco-Remy distributor and a Scintilla magneto.

Two different compression ratios were offered, a high-compression engine with a ratio of 5.5:1 for sporting chassis and a low compression engine (5.1:1) for closed cars, with a compression plate inserted between the cylinder block and the crankcase. The engine in chassis 'YX5116', number 'YX5116', was built as new with the 5.1:1 compression ratio. As seen, the carburettors appear to be the originals on the original manifold, with the slow-running device removed and new dash-pots fitted.

Transmission is by single-plate Bentley clutch to the separate 'F' type gearbox, designed especially for the 8-Litre. The Service Record for 'YX5116' notes the original gearbox as number '8113', which is retained.

The original Lucas 'snail' sidelights are still fitted to the original wings (with the car). The chassis is fitted with Zeiss headlamps (these were available as an option) with replica Lucas snail-pattern sidelights mounted off brackets by the windscreen pillars.

The 8-Litre was supplied with two Lucas S220 taillights as standard. The rear lights as now are reproduction CAV.

The steering column length for 'YX5116' is not specified; however, the first entry in the Service Record, dated 25th February 1932, is for a set of 2½" longer steering column tubes and controls. The original steering column is still fitted, numbered 'YX5116'. The Tecalemit one-shot lubrication system has been removed.

The instruments as now are mostly replica, while the wheel currently fitted is non-standard. The radiator has a separate chrome-plated shell and would have had thermostatically controlled shutters, using a Smithermet operating mechanism. As now, the shutters and the Smithermet have been removed, with a wire mesh fitted in place.

The Bentley Motors Service Record for 'YX5116' shows that it was built on the shorter of the two standard 8-Litre wheelbases: 12' rather than the 13' chassis. The axle ratio was 15/53 (3.53:1), the higher of the three standard ratios. The BM7055 camshaft was fitted as standard to the 8-Litre engine. This has the same cam profiles as the camshafts used in all racing Bentleys. The Service Record also mentions the standard suspension set-up with Woodhead rear road springs and Bentley & Draper friction front and hydraulic rear shock absorbers.

'YX5116' had not been finished when Bentleys went into receivership on 11th July 1931. Finished while the receiver was in charge, the chassis was sold initially through Jack Barclay and Jack Olding. The Service Record notes a 'C.D.' date of 25th January 1932, the date the chassis was despatched to the coachbuilder, H J Mulliner. The body is recorded as a 4/5-seater saloon. Fortunately, this body survives in restorable condition, although there are no known photographs of the car in its original form.

A rare design, this original body is a four-door, four-light saloon of Weymann construction, with the Weymann licence plate still affixed to the sill behind the near-side front door. Fabric bodies were going out of fashion at this date so the body is a semi-Weymann or panelled Weymann; that is, a body with wooden framing to Weymann patents but with the exterior panelled in aluminium, in the present case to the scuttle and the body below the waistline moulding, with the upper portions of the doors and the roof and rear quarters covered with fabric.

The first owner is listed in the Service Record as James C Clark of Craven Lodge, Melton Mowbray, later changed to Scalford Hall, Melton Mowbray, who traded in his Bentley Speed Six (BA2583') against 'YX5116'. The Service Record for 'BA2583' gives his address as c/o Rt Hon J K Laidlow, Castle Knock, County Dublin, Ireland, as well as Craven Lodge. The 8-Litre's registration, 'GW 1571', is a London number allocated on 12th February 1932. James C Clark was a US cotton millionaire and keen sportsman from New Jersey, while Craven Lodge was a hunting club where he over-wintered.

The Service Record begins with the fitting of longer steering column tubes, while the first general look-over was carried out on 26th April 1932 at a mileage of 3,731. Subsequently, various minor works were carried out during Mr Clark's ownership. The front shock absorbers were changed, as noted above, with a reconditioned front axle bed fitted in July 1933, probably after an accident. The axle beam is standard 8-Litre with jacking pads, but with no number evident, and is heavily painted, so scraping may reveal a number. The last entry in the Service Record is dated January 1939.

The first change of ownership presumably dates from 31st March 1937 when a continuation logbook was issued. This new owner was Sir John Arnott, Bt, chairman of the Irish Times. The Arnott family ran a chain of drapery stores with other business interests including newspapers. The aforementioned logbook shows that the Bentley had been exported to Ireland by 21st January 1938 when it was licensed there, and that it was not licensed between 31st December 1939 and 15th August 1956. The last licence in Ireland expired on 31st December 1962. The logbook is signed by P J Campbell, works manager for the Irish Times. A continuation logbook was, presumably, issued by Middlesborough CBC after 16th January 1963 when 'YX5116' was bought by Keith Schellenberg (Nesham Garages).

Judging from the logbook, 'YX5116' was unlicensed and hence unused between 31st December 1939 and 15th August 1956 when it was re-licensed by new owner James Robert William Murland in County Down, Ireland. Sir John Arnott died on 26th July 1940 so probably he still owned the Bentley at the time. The logbook records T Bratt in County Louth as the owner at some point between 1939 and 1956, but the entry for a change of owner is undated and the Bentley was not used on the road. 'YX5116' was licensed in County Down through to 31st December 1962.

It was then sold to Keith Schellenberg, the logbook noting a change of owner to Nesham Garages, Middlesborough on 16th January 1963. It is understood that Mr Schellenberg never used the car beyond removing the front cross-member to use in his rally car, chassis 'YM5027'. 'YX5116' now has a modified front cross-member - probably an original cross-member cut down - with no number visible. The Bentley was sold to David Black in August 1986 in, it is assumed, more or less derelict condition, with the original body still fitted.

David Black removed the body and fitted it to a dolly, and it remains in this condition today. The chassis was stripped and rebuilt with a replica Vanden Plas sports four-seater body by Elmdown, with the engine suitably rebuilt and a high-ratio crown wheel and pinion fitted. The car generally is fitted out as a Le Mans replica with cycle wings and steps, wire mesh grille to the radiator, and a racing-style fuel tank. The instrumentation is in keeping. A new bonnet is fitted (original with car).

The Bentley passed in unfinished form to Brent Jackson, David Black's son-in-law. He used the car for a number of events before it was auctioned on 29th March 1999. Presumably the Bentley was unsold, as the current owner is noted in the V5 registration document as acquiring 'YX5116' on 9th May 2000.

The foregoing description draws heavily on the typically thorough illustrated report on 'YX5116' compiled in December 2018 by renowned marque authority, Dr Clare Hay (perusal recommended). Bonhams would like to extend its thanks to Dr Hay for her assistance.

While in the enthusiast vendor's care, 'YX5116' has been rallied extensively across the globe, successfully participating in events in the USA (three times), New Zealand twice), Australia (once) and South Africa, the latter country being visited on no fewer than eight occasions, most recently in February 2018. Photographs of the Bentley participating in these events may be found within the accompanying history file, which also contains the documents mentioned in Dr Hay's report plus many others.

The ultimate Cricklewood Bentley road car, the 8-Litre was one of the few genuine 100mph production cars of its day. This well documented and thoroughly sorted example, boasting the much admired Vanden Plas-style coachwork forever associated with the works team cars, is ready for use and worthy of the closest inspection.

Adelaide. Finsbury World War Two ammunitions site. Red brick building was the staff mess and laboratories. after 1946. Now Ngutu College. by denisbin

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