ALL-NEW - Sporty

ALL-NEW - Sporty
THE PRESS, Christchurch
June / July 2016
Lawrie is delighted with the facilites and space in his new workshop
We have been operating from our new purpose
built workshops since 1 September 2010.
Situated at 32 Pinewood Close, Mandeville, it is
just 20 minutes from the city.
approx 1 km further on past the intersection
of Bradleys and McHughs Roads at Mandeville
Aside from the location, nothing else has
changed. the same friendly team you have
grown to know and rely on will continue to
ments for anything MG related.
We continue to hold many new and used MG F
parts, having dismantled more than 40 of these
fantastic little cars.
If you are looking to purchase an MG or other
(03) 365 0151
(03) 312 0173
027 221 2807
South Island agents for
Paul Walbran Motors
Cover photo
Garry Steere in full flight at the the
motorkhana. Photo John McDonald.
Friday 3
Club night
Sat 4 - Mon 6
QBW Timaru
Club contacts
Wednesday 15
Triple M run
President’s report
Sunday 19
Mid-Winter Brekkie & trial
MMM April
BMC. ‘A’ Series engine
Member interview
Warbirds over Wanaka
Coming events
A day at the races
It’s the ‘MGB’ GT
New members
National Rally Taupo
Kimber run
Friday 1
Club night
Sunday 3
Winter Woollies run
Wednesday 20
Triple M run
Kiwi & MGs at Le Mans
Friday 5
Club night
Sunday 14
Snow run
P.O. Box 1775, CHRISTCHURCH 8140
Editor :
OUR BANK ACCOUNT NUMBER: 02-0865-0020158-00 (BNZ Armagh St Branch)
Page 1
Tony Reid (Sandra Frame)
M 021 243 7412
Shirley Johnson (David)
H 332 5776 M 027 2442520
Trevor Ingham
H 358 4021
Stuart Castle (Tessa)
Leonid Itskovich (Elena)
H 358 5990
H 358 2095
Di Errington (Dren)
H 942 0251 M 020 409 03510
Jenny Steere (Lawrie)
Ted Clarke (Barbara)
H 980 8596 M 021 987 527
H 03 3120173 B 365 0151 M 0272212807
John McDonald (Susan)
H 355 7515
Bob McIntosh (Lesley)
H 384 5425 M 021 0871 8057
Frank Sin (Iris)
H 347 9338 M 021 0232669
David Blackwell, QSM. (Val)
Stu Moore
H 332 4421 M 027 332 4422
H 332 6564 M 027 4329 345
Central Otago
Bronwyn McMurtrie &
Andrew Hewitt
94 Beach Road, Ashburton.
John & Brenda Hancock 36 Island View Road, RD1, Papakura.
Bill & Loreen Brehaut
306 Port Underwood Rd, Picton.
Max & Merilyn Clarke
P O Box 7101, Nelson.
Scott & Kris Errington
422 Wai-iti Rd, Timaru.
David & Maryon Beer
130A McArthur Rd, Alexandra.
Page 2
03 308 6252
09 299 9764
03 573 6677
03 548 3899
03 686 2521
03 449 3017
What amazing and
weather we are having!
perfect for tops
down and MG touring.
Welcome to all and to
our newest members to
our friendly Marque of
MG. You have probably
been busy like us with
an extended garden
clean up in preparation
for cooler days. We
have also been busy
with the family, having
a very full household at
times with the newly
married couple living
with us awaiting their
new home completion
on Tram Road. Four
generation photos have
been taken too.. …. but
moving on from gardening, grapes, pruning and crayfish!
Cecil Kimber’s birthday run was very enjoyable with hill climbs, views, hang-gliders, sunshine
and a perfect picnic spot at Godley Head.
Another highlight was when the Canterbury Racing-Riccarton Turf Club delighted both us and
them with a sponsored day at the races. Our 27 strong sparkling car convoy drove into the enclosure making a brilliant display for patrons. We only had two scratchings and many admirers!
National TV coverage was achieved, and even Australians reported seeing us overseas!
Thanks for organising a great day Colin Morris (weather included). Raffle winners were Ann
Whitfield ($150 deal for 4 persons to Riccarton Races); Rick Jones & Bill Hopkins won a bottle
of champagne each.
Sadly the low numbers for MG Ruapuna Race day ended up too expensive per person to run
so we had to cancel.
If you were wondering how our Club is affected by the Health and Safety regulations, it is
practically unchanged for voluntary organisations, but of course we are aware of the safety
issues in our events and ensure Motor Sport rules are adhered to. Further information is
available on our website.
Thanks for those who have sent your e-mail addresses to our Club. You will be rewarded with
any up to date changes as entered by our website team.
Always the Committee welcome your ideas and suggestions for new venues, changes, help,
etc., so thanking you again for contributions in making your Club so successful. Please use our
activity events in the MaG or website to write in the dates on your calendar and diary. See you
Shirley Johnson
Page 3
It’s May and at the time
of writing this column
summer just seems to
keep on keeping on and
perfect. With the shortest
day almost upon us the
predict that we might not
get a ‘proper’ winter this
year could be correct.
For me winter is defined
as ‘that small portion of
the year when I can no
longer wear my shorts to
In this issue we have, hopefully, something of interest to everyone who reads the Canterbury
MaG underpinned, as always, by regular articles by Dren Errington and John McDonald. I
continue to get great feedback for the articles these two members contribute each issue and I
sincerely thank them both for their contributions. I also thank John for the many photos he
Through my good friend in the UK, Andy Knott, we have two articles around the launch of the
MG BGT fifty years ago, including one by the legendary motoring journalist Bill Boddy. From his
mechanical engineering studies at university many years ago Murray Meyer has the first of a two
part article on the A Series engine. Some of the sketches are not of the greatest quality, even
after we tried to enhance them, but if you would like an electronic version of any of them to
enable you to enlarge them, please contact me.
MG club stalwarts and two of the nicest people you will meet, Crystal & Stuart Munro, are the
feature of our member interview this issue and I am sure you will be fascinated by their MG
story. Stuart is a former president of our club. I thank Crystal and Stuart for the time they put into
the article and searching their archives for photos.
I also thank those who have supplied articles and photographs from our various events and
happenings, with special mention to the president’s personal assistant and husband, David, for
sending me photographs from almost every event the club runs.
I again thank Val and Judith Bain, the other members of the editorial team, for their very
valuable behind the scenes input into each issue of the Canterbury MaG.
I look forward to catching up with you at a MG event soon.
David Blackwell
Page 4
Wednesday April 20
By Wilma & Ossie Bulman
Alpacas, Alpacas. You have never seen so
many of these lovely animals in all your life.
There was one hiccup though as we did not
see any!
The alternative plan was to travel to the
Bentwood Winery where we had some lovely
wines to taste with the label ‘Red Leaf Winery’.
For a very small sum we managed to taste
some lovely wines over the early afternoon.
We relaxed beside a huge concrete pool and
listened to Scott Grant describing the history of
the cultures of all the wines we tasted.
All very informative, especially Syrah types
and a very tasty Gewurztraminer 2013 (which
Wilma picked up for $6).
This little boutique winery is well hidden and
set in the bush behind Tai Tapu, so to find it
you will need to use a computer, cell-phone or
GPS, but the trouble was all very worth while.
Sixteen MGs plus members and a strange
blue car( Maserati) turned up for an enjoyable
Organisers, David and Margaret Provan did a
fine job and David gave a rousing speech
towards the end, giving thanks to Scott.
The weather was perfect with not a puff of
wind, so a good time was had by all.
Two lovely German girls did a good job of
bringing us all the wines to taste over an hour
or so. A life fit for a King or Queen.
To top the afternoon off Leonid had a surprise
for us to taste some of his caviar, which some
of us shared with gusto !!!
Scott Grant delivering the winemakers
Kevin & Shona Clarkson.
Page 5
Originally A.35 and Morris Minor and later Minis, 1100s, 1300s, MG Midgets and many
other developments.
This paper was written by W.V. (Bill) Appelby who was the Chief Designer – Power Units, British
Motor Corporation in 1964 and presented to a symposium on small mass produced engines.
This engine was first introduced in 803 cc form in 1952, and the paper traces its subsequent
design history, culminating (at the time the paper was written) in the 1098 cc version for
transverse installation. The 1275cc size engine (both Mini Cooper S and ‘production’ versions)
came after the paper was written (although possibly the 1275cc Cooper S engine did exist at
least in prototype form by this time?).
Originally designed for the post-war Austin 7 saloon, this engine was reclassified as the ‘A’
series unit at the time of the formation of the British Motor Corporation. It was then decided that
this unit and its derivatives would power all the smaller range of B.M.C. cars. Of particular
relevance to MGCC members are the MG Midgets (other than the last Midget 1500’s with the
Triumph origin engine) and
the MG1100 and MG1300
saloons with ‘A’ series
engines. Later on also MG
Metros had a further
developed ‘A Plus’ engine.
Murray Meyer was prompted to search out this article
because he is hoping to
shortly get an Australian
Morris Mini K with an
1100cc ‘A’ Series engine
that originally belonged to
his mother back on the
road after being in storage
since 2005. Murray could
remember the article from his mechanical engineering studies in the 1960s (when things like
digitally controlled fuel injection etc were years in the future and the SU carburetor was
considered to be a precision instrument not able to be improved and that the efficiency of the
‘modern’ engine at that time was about as good that it would ever be) but has learned/
remembered quite a bit about ‘A’ series engines from the Mini K project to date. In particular it
seems that the Australian engines were assembled in Australia from UK sourced components
but also with a degree of local manufacture and with differences that make life interesting when
trying to obtain the right parts. The story of BMC Australia given that some MGs were
assembled, there could be another story sometime.
Murray realizes of course that his MG Midget 1500 with its Triumph engine rather than the ‘A’
series is not a ‘proper’ Midget and also that this year’s budget may require provision for work on
its Triumph engine, but the weaknesses of the Triumph engine is also another story.
Ed.—Apologies for the quality of the drawings and graphs. We have enhanced them the best we
Page 6
Originally A.35 and Morris Minor and later Minis, 1100s, 1300s, MG Midgets and many other
The immediate post-war demand for the medium-size car had been substantially filled when the
directors of the Austin Motor Company decided, in 1950, to introduce a modern version of the
Austin 7-hp car, the original of which, introduced in 1923, had contributed so much, both nationally and internationally, to the reputation of the Company.
It was decided to build a four-seater saloon car weighing approximately 13cwt, the engine to be a
push rod overhead-valve type of 800 cc (actually 803 cc) capacity, to develop 30 bhp at 4800 rev/
min (Fig 1.1). This car was called the Austin A30.
When Austin
Nuffield merged to
form the British Motor
Corporation in 1952,
this engine was also
fitted to the Morris
Minor which, however,
weighed 15 ½ cwt.
The first decision to be
made when designing
a new engine is the
stroke/bore ratio. The
engine designed prior
to the proposed new
one was the 1200 cc
four cylinder engine,
which had a bore and
stroke of 65.6 mm x
89 mm, a ratio of
1.3:1. This engine had
been a great success,
over half a million cars having been sold. We could see no point, therefore, in changing this ratio
which was maintained on the new engine with a bore of 58 mm and a stroke of 76 mm. In any
case, since the stroke was shorter, piston speed would be reduced by about 14 per cent for the
same number of revolutions, and it is really the actual piston speed which matters, not the stroke/
bore ratio, providing the latter is not extreme.
As this paper forms part of a symposium on small mass-produced engines, the author proposes
to dwell on those features of construction which are different to those of our competitors and to
give the reasons for these differences.
In the first place, the camshaft and push rods are on the right-hand side of the engine looking
from the front, and are on the same side as the inlet and exhaust ports. Thus construction was
adopted to avoid the fitting of tubes in the cylinder head to enable the push rods to pass the spark
plugs, which would have been necessary if the camshaft had been on the other side of the
It was considered that the tubes could be a source of oil and water leaks, and as production of the
Page 7
engine was likely to be several thousand per week, a small percentage of leaks could create a
serious service problem.
This construction does, however, compel one to use siamezed inlet ports and a centre siamezed
exhaust port. We have never found any disadvantage from using a siamezed inlet port; in fact it
appears to have an advantage in that the volume of the induction system is less than that of
separate ports and therefore there can be a quicker response to any demand from the
accelerator. A siamezed exhaust port, however, is not desirable, and its disadvantages can only
be overcome by using first-class exhaust valve materials. We now use 21-4N as our standard
exhaust valve material.
Another feature of B.M.C. engine design is to put all the electrical equipment on the side of the
engine away from the carburetor and the inlet and exhaust manifold. This is done to prevent any
petrol drip from the carburetor or heat from the exhaust manifold affecting the electrical
This meant that the drive from the camshaft to the distributer had to be taken across the engine.
To eliminate another gear and to reduce cost the oil pump was driven from the rear end of the
camshaft. This meant that the pump was comparatively high up, above the oil level in the sump,
and that means for priming the pump would have to be provided.
The inlet and outlet ports were arranged so that, when once primed, the pump would be at least
half full of oil so that priming would not be
required again unless the engine was
stripped and rebuilt.
Another feature which we insist on is
engine flexibility over a wide speed
range, including good pulling power at
low rev/min. This we secure by using
large valves, a low valve lift, a
conservative valve timing and a
comparatively heavy flywheel. Our
standard valve timing is: inlet opens 5
deg BTDC, inlet closes 45 deg PBDC,
exhaust opens 40 deg BBDC, exhaust
closed 10 deg PTDC, the valve opening
period being only 230 deg. A study of the
power curve (Fig 1.2) shows that
maximum torque is developed at 2200
rev/min, which is just over 30 mph and
that the torque curve is fairly flat.
Another B.M.C. feature that is different is that we employ four rings per piston, whereas it is more
usual to fit three. We do this to ensure consistently good oil consumption from one engine to
another. We find also that our blow-by figures are lower than those of most other engines, and as
air pollution is coming much more to the fore, it is a feature we are likely to retain.
The radial depth of the piston rings was D/26, a plain parallel sided top ring being used with two
taper-faced rings and a slotted oil control ring, all to B.S.S. 5004 Material Specification. The
maximum blow-by figure on this particular engine was 15 ft^3/h under full load running, which is
Page 8
less than ½ per cent of the displaced volume.
All our crankshafts and connecting-rods are made from 55-ton alloy steel stampings, whereas a 40ton steel is more generally used. This, of course means, that our die life is shorter. Although this
costs the Company a great deal of money, it means that these moving parts can be lighter and the
length of the engine can be kept to a minimum. We also use a hardened-steel camshaft with chilled
-iron tappets, and this combination has been exceptionally free from trouble.
The combustion chamber design is covered by Weslake patents and is unusual in that it is heart
shaped in plan view, with the spark plug at the apex. The combustion chamber wall is brought in
between the valves to form a peak, which acts as a deflector to direct the incoming charge towards
the plug, this having being found effective in reducing ignition advance, particularly on part loads.
Altogether the combustion chamber is very compact.
As only Pool petrol was available in Great Britain, 7.2:1 was the highest compression ratio we
could use.
The engine was built in two forms; one using a Zenith down-draught carburetor for the Austin A30
and the other using an SU carburetor for the Morris Minor. The opinion of the road test drivers was
that the use of the constant-vacuum as opposed to the fixed-jet carburetor smoothed out many of
the induction troubles.
Another B.M.C. feature is the use of a gudgeon pin clamped in the connecting-rod. Although this
construction is condemned by piston suppliers and racing enthusiasts, it has a lot to commend it
from the manufacturer’s point of view. It can be smaller in diameter than the full-floating pin, thus
reducing the reciprocating weight and the big-end loading. Any grade size of gudgeon pin will fit the
small-eng bore, thus easing the servicing
There are no circlips to cause trouble and
there is complete freedom from small-end
knocks. It is not surprising that the
Americans have turned away from the fullfloating pin to pursue the pressed-in pin.
A.35, A.40 and Morris Minor 1000
After building 556000 of the 803 cc engine
it was decided to increase the cubic
capacity in order to increase the demand
for the cars into which they were fitted.
The bore was therefore increased to 62.9
mm, the stroke remaining at 76 mm to
give a capacity of 950 cc (948cc).
As Premium petrol had become available
it was possible to raise the compression ratio to 8.3:1. This had the effect of raising the power to 34
bhp in the Austin version and 37 bhp in the Morris Minor 1000. The torque was also raised from 40
to 50 lb.ft (Fig 1.3).
The diameter of the big-end journals was increased from 1-7/16 to 1-5/8 inches and the material of
the big-end bearings changed to lead-indium.
With lead-indium bearings it was necessary to fit a full-flow oil filter in place of a by-pass filter and
this was done.
Page 9
One of the disadvantages, as we then
thought, of increasing the bore and
retaining the same cylinder centres was
that the cylinders had to be siamezed in
pairs. When we built the first engines we
were dismayed to find we had excessive
bore distortion which we, at first,
ascribed to the siamezing. We eventually
traced the cause of this to a thick copper
and asbestos cylinder head gasket which
had replaced a thin steel gasket used on
the 803 cc engine and which was not
entirely trouble free. We then adopted a
copper-asbestos gasket 1/32 inch thick
and we eventually finished up with a
maximum bore distortion of 0.0009 inch.
During the life of this engine we wanted
to increase the bore life by fitting a chromium-plated top ring, but when we tried it out we found our
oil consumption increased very considerably. After many experiments we increased the radial
depth of the rings to D/24, making the top and bottom rings of D.T.D. 485 material. These rings
gave very good results on oil consumption, and service complaints in this respect virtually ceased.
Our method of machining our cylinder bores is also different from those of our competitors. We
prefer a surface finish of from 25 to 60
micro-inches, which we obtain by first
boring with a single point tool, wirebrushing and then rolling.
Austin-Healey Sprite and MG Midget
In May 1958 the Austin-Healey Sprite
was introduced as a completely new and
inexpensive sports car. The engine used
was the 948 cc and using twin
carburetors and a compression ratio of
8.3:1. This engine developed 42.5 bhp at
5500 rpm with a maximum torque of 52
lb.ft at 3300 rpm (Fig 1.4).
In June 1961 the Sprite Mark II, with
various body improvements, and the MG
Midget were introduced, and it was felt
that an increase of engine power would help to increase demand. A new cylinder head with a compression-ratio increase to 9:1 and with larger valves was accordingly designed and the power
increased to 46.6 bhp at 5500 rpm (Fig 1.5).
Austin and Morris Mini Car
During the life of the 948 cc engine, Alec Issigonis had his great inspiration for the Mini Cars, fitted
with a transverse power unit driving the front wheels.
Some consideration was given to the use of two-stroke, air-cooled and water-cooled four stroke
Page 10
twin-cylinder engines, but all were
discarded in favour of the fourcylinder, four-stroke, water-cooled
engine which we considered had the
minimum degree of refinement
acceptable to the greatest number
of motorists. This decision was
precisely the same as the one arrived at by Sir Herbert Austin in
The Mini Car weighed only 11 ½ cwt
and it was felt that, if the 948cc
engine was fitted, the car would be
too fast for many people. For the
Mini, therefore, the stroke was
reduced to 68.26 mm, but the same
cylinder block, cylinder head,
valve gear and timing gear as for
the 948 cc engine were used (Fig
In consequence, the engine
developed the same power as the
single carburetor 948 cc engine,
but at higher revolutions and with
a reduced torque of 44 lb.ft.
When we were well on the way to
production we discovered that Dr
Giacosa of Fiat had patented a
similar layout of transverse power
unit in 1947 but had abandoned it
two years later.
For the first time we used the
same compression ratio engine
(8.3:1) for use with both Regular
and Premium petrol, varying only
the distributor characteristics and
the ignition timing. This was a great help in production, since it was possible to change an engine
from one type to the other at the last moment, after installation in a vehicle, merely by making an
external alteration.
The transverse engine has a primary gear and the clutch between the rear main bearing and the
flywheel. This means that the torsional frequency of the crankshaft is much lower than that of a
similar crankshaft in a fore and aft engine. The figures are 24300 c/min for the mini and 29400 c/
min for the 948cc. Fortunately the amplitudes of vibration were too low to justify the use of a
damper, being of the order of +/- 0.4 deg (sixth order) at 4000 rpm (Fig 1.7).
Part two of this article continues in the next issue of the Canterbury MaG.
Page 11
When did you first get involved with MGs?
Stuart The ‘MG seed’ was sown when my father was away at WWII, my mother was in hospital
with TB and my sister and I were being cared for by extended family. We lived in Fairlie, I was
just three and my sister and I took great delight at being driven around Canterbury in an MG TA
by my cousin and her boyfriend Ian Jones. My cousin went on to marry Ian and I served my
apprenticeship under him to become a motor mechanic. During this time the TD which Tony Hart
later owned was restored, so my exposure to MGs continued and my interest in them grew. Also
during my apprenticeship I was required to complete block courses at Christchurch Polytechnic
where I frequently crossed
paths with a fellow apprentice
from Blenheim who owned a
J2 which had been fitted with
an Austin A40 motor. We had
enormous fun in that motorcar, and the love of these
vehicles was well and truly
Crystal When I met Stuart in
1966, it very quickly became
evident that he had a great
love for MGs. We used to go
to Wigram and Ruapuna to
watch motor racing and Stuart
The TF arrives at Wigram courtesy of the Air Force.
Page 12
would point out the various
models of MGs. There was no
going back, the MG spell was
cast. At the time, Stuart owned
a 1962 997cc Mini Cooper. We
loved that car, but like many
young people who wanted to
get married and buy a house we
needed to sell the lovely little
Cooper. It would be some years
before we actually owned an
What MGs have you owned?
1954 TF 1500, 1974 BGT,
1989 Metro, 1977 BGT. We
currently own the 1954 TF and
the 1974 BGT.
Motorkhana at Nelson Pre’56 rally.
Tell us about them
Stuart When I was made redundant from MotorCorp in 1990, I came home with my final pay
(including some redundancy money) and Crystal said “you should go out and find your much
longed for MG”. (All good husbands do what their wives tell them, don’t they?) In 1992 I located
the car in Auckland and while Crystal was in that city attending a Library Conference, she went
and looked at the car and reported back that all the things she had been told to look at passed
muster. I later flew to Auckland, met up with Ernie Martin who also approved of the car and I
purchased it. It was later flown to Christchurch in an Airforce Andover. After much searching,
the harvest gold MGB GT was purchased in 1996. Its original owner was Doris Kay, the shopping reporter from 3XC Timaru, and it had only travelled 57,000 kms in its 22 years. The 1989
MG Metro was purchased as a drive car for Crystal for a period and sold to Paul Wallbran in
2004. It was a fun car in motorkhanas and could keep up with a standard MGB at track events at
Ruapuna. I only bought the 1977 MGB GT because the car salesman wanted rid of it and the
price was irresistible. After
some tidying it was on sold.
How long have you been a
member of the MG Car Club?
We have been members since
June 1992 and our first outing
with the club was a Winter
Woollies run to the Sign of the
Can you recall your most
MG trips or events?
Stuart While in the UK in
2006 we attended the MG
The Munro fleet.
Page 13
International Meeting at
15,000 MGs gathered
together? It was panic
time, there was so much to
see, so much to do, so
many tempting things to
buy and the time simply
flew. The Pre’56 meeting
in Masterton I also really
enjoyed even if I did get
beaten by Crystal in the
hill climb! A lovely memory
from this rally was driving
back to Wellington under a
full moon around 1am. We
A real snow run to Terrace Downs.
were catching the 5am
ferry to Picton in order to make it back to Christchurch in time for a wedding that same day.
Crystal In 1995 a contingent of 29 Kiwis travelled to Plymouth, USA, to attend an MG GOF
(Gathering of the Faithful). Following the rally Stuart and I were taken to Maine for a week by
Dave and Joanne Raymond to their holiday home at Sebec Lake. On arrival our hosts gave us
the use of a MG B roadster with the rego MGSRUS. We had a wonderful time travelling far and
wide in the MG and I started to think how much I would like to own one myself. We flew home to
NZ via the UK and on paying a visit to Abingdon, where we attended an anniversary rally for MG
TCs, I purchased an MG key ring stating at the time that I was going home to save up for an MG
BGT. On arriving home, I also rang personalised plates and purchased the number plate
MGSRUS which surprisingly was still available in New Zealand. The number plate graced a
couple of our MGs
before we sold it to Jenny
and Lawrie Steere.
If you had space in your
garage for one more car
what would it be?
Stuart How I would love
to have my 997 Mini
Cooper back. I believe it
ended up buried in the
Ashburton rubbish dump.
Crystal In the past, it
would have been an MG
TA Tickford. I fell in love
with one in the UK in
Lake Hayes.
Page 14
favourite place to
Central Otago and
the West Coast. It’s
also wonderful to be
able to holiday in the
UK, Italy and France.
We are drawn to that
part of the world with
living in London.
favourite meal?
Lamb or whitebait.
followed by fresh fruit.
Stuart on the hill climb at the Blenheim Pre’56.
What music would you have playing in the workshop/garden (and the sewing room for
Easy listening music that doesn’t intrude – but also including Dr John, Fats Waller, Stephane
Grappelli, Django Reinhardt, Manhattan Transfer, Penguin Café Orchestra, Tom Waites,
Passenger and many
others, perhaps too
many to mention.
Any thing else?
changed our lives and
opened many doors.
We’ve attended some
great events, visited
many new places and
met a lot of wonderful
people that surely
happened had it not
been for the MG
family. Buying the
cheapest part, but it
has all been really
worth it.
Crystal on the grid at a Ruapuna sprint meet.
Page 15
By Trevor Ingham
Good Friday 25 March
It turned out to be just as well that it was a very small trip: in the previous week both MGs
involved dropped out with serviceability problems, the Peter's & Gillian's MGF with a back window
issue and Trevor's ZB with a dead dynamo. After a spectacularly short planning meeting, all 4 of
us went in Peter's and Gillian's Toyota Estima. This made it very easy to coordinate the lunch
stop and tea breaks on the way down and all the usual places on that route were visited.
Considering the date and the destination, the traffic was quite light too. Twizel was reached good
time before dinner at Poppies (which was full, the booking was essential).
Saturday 26 March (air show day)
At Twizel the day started with
a low overcast, but crossing
the Lindis the sky cleared to
a perfect day. The journey
from Twizel to the air show
car park took about an hour
and 20 minutes, with very
little traffic until the car park
was reached (and even then
it kept moving). The journey
seemed much easier than the
trip from Queenstown that I
have done previously. The
roving ticket-scanners at the
show entrance meant there
was no queuing there either.
There is always something
new (or very rarely seen) at
all of these air shows. On this occasion they were the NASA helium research balloon (viewable
in a hangar), the newly-restored Catalina (exactly the same engines as a DC-3, so the Catalina
and 2 DC-3s in formation made a certain amount of sense), a (Merlin-engined) Messerschmitt
Bf109, the RNZAF's new A109 and NH-90 helicopters and the RNZAF's new Hawker Beechcraft
T-6C Texan II (tandem, turboprop) trainer.
There was also a Short Take-off and Landing competition held in front of the main stand with a
variety of small sport aircraft entering. The shortest take-off run was 28 metres!
Back in Twizel (and departing from the car park was as straightforward as arriving), dinner at the
pub was perfectly satisfactory.
Sunday 27 March
The entire party spent the day in and around Mt Cook Village in another day of sunshine: coffee
admiring the view from the Hermitage, a quiet walk up the lower Hooker Valley, lunch at The Old
Mountaineers Café, a visit to the Visitor Centre. DOC (or DOC & Hermitage) has changed and
extended the Hooker Valley Track, adding a third swingbridge across the Hooker River and finishing at a point on the east side of the Hooker Glacier terminal lake. (This might make access to
Page 16
the upper Hooker Valley easier
but with Hooker Hut and
Gardiner Hut both gone now
you might have to
contemplate sleeping out somewhere
on the way to Empress Hut;
I've never managed the whole
distance in one day. Empress
Hut is still free for Canterbury
Mountaineering Club members
though, just in case anyone
needs to know that.)
Back in Twizel again, we all ate
Easter Monday 28 March
Yet another sunny day for the trip back, with a detour in Tekapo to cross the new footbridge
and visit the Church Of The Good Shepherd, and another one after Fairlie to visit Opuha Dam
because none of us had ever been there before. Staveley Store was open, too, which was a
nice bonus.
Page 17
From time to time there is a need to change the date, time, and some other aspect of an event
due to weather or some other unforeseen circumstance.
Please check our website for any changes.
Internet banking details page 1
Friday June 3
Club night
Cashmere Club 7.30pm
Our regular monthly meeting at the Cashmere Club, 50 Colombo Street, Beckenham. Dinner is just
$15 for a two course meal and the drinks are certainly not downtown prices. Sometimes a speaker
but normally just a great time to catch up with other like-minded MGers.
Jenny Steere 365 0151
Sat June 4—Sun Jun 6
Queens Birthday weekend
Dunsandel Store 10.30am
Trip to Timmers (Timaru). It’s going to be great! We’ll drive in MaGnificant MGs, with wonderful,
witty companions, through superb countryside and eat far too much delicious food. Talk to Di
about booking accommodation.
Di Errington 942 0251/ 020409 03510
Wednesday June 15
Triple M run
The Peg (Belfast Tavern) 10.30am
This run is especially for those who are free on weekdays. A different organiser each time (a
volunteer from a previous run) will take us on a ramble to a suitable picnic spot, with an occasional
visit to a place of interest on route. BYO lunch or pick up refreshments on route.
Tessa & Stuart Castle. 358 2095 / 021 341 250
Sunday June 19
Mid-Winter Brekkie & simple car trial
Meet at White House Black 265 Halswell Road at 9.00am for breakfast at a special price for us:
$29 for full breakfast including coffee upstairs in a room to ourselves. Then David & Margaret
Provan will head us off for a fun, simple car trial finishing back at White House Black. Another cup
of coffee may be required. Names on the list at club night or ring.
David & Margaret Provan339 0222 or Di Errington 942 0251
Friday July 1
Club night
Cashmere Club 7.30pm
Our regular monthly meeting at the Cashmere Club, 50 Colombo Street, Beckenham. Dinner is just
$15 for a two course meal and the drinks are certainly not downtown prices. Sometimes a speaker
but normally just a great time to catch up with other like-minded MGers.
Jenny Steere 365 0151
Page 18
Sunday July 3
Winter Woollies
Cashmere Club 10.30am
Tradition demands your presence. A long standing annual event that defies logic in the middle of
winter, but after 30+ years we still persist. Hood down, sausages and salads packed, bring what
you want to cook for brunch on the BBQ, a gold coin to purchase the traditional hot mulled wine.
This year we’ll be changing location (the historic Bellbird is unfortunately not usable due to fire
damage) and going by a short run to Ferrymead Heritage Park where the whole railway station
will be ours. There will be chairs and tables available, as well as kitchen facilities. We will park/
display our cars on the square, and will enjoy free admittance to all historic museums and
attractions, including steam train rides. It may be a good idea to take children with you.
Leonid and Elena Itskovich 3585990
Wednesday July 20
Triple M run
Cashmere Club 10.30am
This run is especially for those who are free on weekdays. A different organiser each time (a
volunteer from a previous run) will take us on a ramble to a suitable picnic spot, with an occasional
visit to a place of interest on route. BYO lunch or pick up refreshments on route.
Tessa & Stuart Castle. 358 2095 / 021 341 250
Friday August 5
Club night
Cashmere Club 7.30pm
Our regular monthly meeting at the Cashmere Club, 50 Colombo Street, Beckenham. Dinner is just
$15 for a two course meal and the drinks are certainly not downtown prices. Sometimes a speaker
but normally just a great time to catch up with other like-minded MGers.
Jenny Steere 365 0151
Sunday August 14
Snow run
Yaldhurst Tavern 10.30am
We are off for a pleasant drive to Terrace Downs for lunch. They have a Sunday buffet for $45 ($40
if we get 50 + people ). You need to advise Stuart if you are attending or fill in the sheet on club
night. Payment required prior to the day.
Stuart & Tessa Castle 358 2095/021 341 250
Wednesday August 17
Triple M run
Yaldhurst Tavern 10.30am
This run is especially for those who are free on weekdays. A different organiser each time (a
volunteer from a previous run) will take us on a ramble to a suitable picnic spot, with an
occasional visit to a place of interest on route. BYO lunch or pick up refreshments on route.
Tessa & Stuart Castle. 358 2095 / 021 341 250
Some further dates for your diary
September 2 Club night & AGM
September 11 Daffodil run
September 17 Spring dinner
October 22—24 Labour weekend away
December 2 Christmas dinner—getting closer by the day!!!
Page 19
Page 20
Page 21
Page 22
Page 23
October 2015 marked the 50th Anniversary of the MGB GT. Launched at the London Motor
Show on October 20 1965, the MGB GT was to become an instant success. Safety Fast! carried
a review of the car in the November 1965 issue, which is reprinted here, followed by the
respected motoring journalist Bill Boddy’s thoughts on the car when he managed to road test
one a while later.
A sleek new fastback version of Abingdon’s most popular sports car
Here she is at last – the long awaited GT version of the ‘MGB’! For a long time now sports car
enthusiasts, both at home and overseas, have been asking for a closed coupe version of the
‘MGB’ that offers real saloon car amenities, has lots of luggage space, and can accommodate at
least one rear seat passenger or a couple of children in reasonable comfort. The ‘MGB’ GT,
announced at the London Motor Show last month, does just this.
The GT is not just a hard top version of the two-seater ‘MGB’; it is an entirely new body style –
albeit based on the very successful and now established lines of the ‘MGB’. And, by the way, the
GT is an additional model to the MG range; the best-selling two-seater ‘MGB’ remains in full
production for those who prefer fresh air with their motoring.
Page 24
The new fastback body, as well as
being extremely attractive, really does
provide spacious and luxurious
comfort for driver and passenger
while the luggage carrying capabilities
must be the best of any sports MG
ever built.
With the windscreen 4 in. deeper (and
wind-up windows 1 1/2 in. deeper)
than the two-seater ‘MGB’, forward
visibility is exceptionally good. Rear
vision is splendid via the large rear
window and the two rear quarter
windows. These are hinged at the
forward edges and, along with the
efficient ‘MGB’ heater and fresh-air
unit, cockpit heating and ventilation
Instrumentation and front seating are
identical to the two-seater ‘MGB’, the
interior being upholstered in leather
with washable plastic-covered door
trim panels. The roof lining is also
washable; twin sun visors are
At the rear is a folding bench seat and the large flat luggage platform accessible through the lift
-up rear trunk lid which incorporates the rear window. The lid, by the way, has concealed
hinges and spring-loaded
supports which
opening a one-handed job
and obviate the need for a
stay to hold it open.
The rear seat can be used
children or one adult in
reasonable comfort. With
moved well forward there
is adequate foot and head
room for all but tallest rear
completely flat, the spare
wheel being mounted in a
Page 25
beneath (accessible through a panel in the floor). With the spare wheel there is ample room for
tools, jack, and foot pump.
Additional luggage-carrying space can be provided by folding the cushion of the rear seat
forward and the squab downwards. To provide even more luggage space the rear seat cushion
can be removed entirely to leave the space between the rear of the front seats and the folded
rear seat squab available as stowage space.
Mechanically, the GT shares the same specifications as the two-seater ‘MGB’, the power unit
being the 1798-c.c. five-bearing engine developing 95 b.h.p. Suspension details remain
unchanged except that a front anti-roll bar is fitted as standard equipment and there are stronger
front and rear springs designed to cope with the heavier loads which the GT may be called upon
to carry. The customary ‘MGB’ optional extras, heater, overdrive, radial-ply tyres and wire
wheels, apply to the GT also.
The GT is a little heavier than the two-seater ‘MGB’ but improved aerodynamics mean that the
performance of the two models is almost identical. However, extensive sound deadening
material (and again the improved aerodynamics) make the GT the quietest sports MG ever built.
The U.K. price of the ‘MGB’ GT, with disc wheels and with oil cooler, anti-roll bar and headlamp
flasher switch as standard equipment, is £825, or £998 8s. 9d. including Purchase Tax.
Page 26
What of this newest MGB on the road? It is a sporting car in the old tradition, by which I mean
that it is not scientific like a Porsche or Lotus Elan. Many customers, Americans particularly,
enjoy it that way and wouldn't have the MG otherwise. It is a car which does most things well,
nothing outstandingly. Engine torque is such that you have to use the gearbox to really go
motoring. Even then, acceleration, at 0-60 m.p.h. in 13.1 sec., a s.s. 1/4-mile in 19.6 sec., is not
outstanding for a 1.7-litre so-called GT "2 + 1." The legal top pace of 70 comes up in 18 sec. and
leaves the engine well out of the red in top gear; indeed, 79 m.p.h. is obtainable in 3rd gear.
The steering itself, fairly heavy, positive, transmitting shake, accurate and sensibly geared at 2.9
turns, lock-to-lock, is well suited to the sporting demeanour of the MGB, the wheel fairly thickrimmed, with three sprung wire spokes, set a trifle high for the low seating.
The handling is good, with no appreciable roll, mild understeer, and easily-corrected final oversteer, the anti-roll stiffening bar and the Dunlop SP4s tyres obviously suiting the suspension
The GT aspect is not overdone, the back window but not the roof being at an acute angle, while
there is lavish padding behind the rear-seat occupant's head. Even so, head room is fairly limited
and the well-upholstered seat, if used, is more suitable for a small labrador than a human.
However, its too vertical back-rest folds down easily and then the body reveals its true GT aspect,
for the rear compartment becomes an upholstered shelf for luggage, prevented from sliding
forward, and easily loaded through the lift-up back window, which stays up unaided, held by clock
-springs incorporated in the struts. Spare wheel and tool kit live under the floor.
The engine likes 100-plus octane fuels, and, as has been hinted at, has to be turning over at
3,000 r.p.m. to give maximum torque. Its tachometer has an orange band between 5,500 and
6,000 r.p.m., the red band from there to 7,000 r.p.m. Oil pressure is normally 60 lb./sq. in., the
coolant heat 180 deg. F., some richening of the twin HS4 S.U. carburetters was needed for cold
starts, and in very varied running conditions the consumption of Esso Golden came out at 26.3
m.p.g. I used the MG for 600 miles and, having been brought up on vintage-type cars, greatly
enjoyed it and I can understand why many discerning drivers are ordering the new GT.
This is, in short, a car which
those who like it will like very
much indeed. It feels durable,
captures the spirit of pre-war
motoring, and is a good
proposition in this context at the
price, only the absurd 70-m.p.h.
speed limit making me wonder
whether the MG 1100 saloon
isn't, for the time being; just as
pleasing to drive on British
Bill Boddy
Page 27
10 MGB GT Facts
1. Launched in October 1965 and announced at the London Motor Show.
2. Fitted with a larger fuel tank (12 gals) over the MGB (10 gals).
3. Fitted with heaver ‘Police’ rear springs, as used on the Police MGBs.
4. Anti-roll bar fitted as standard, optional on MGB.
5. Paddy Hopkirk, Rauno Aaltonen and Timo Mackinen all owned MGB GTs.
6. The MGB GT was styled in part by Pininfarina.
7. Windscreen was 4in deeper and the wind-up windows were 1 1/2in deeper than the MGB.
8. Had the Salisbury type rear axle which was later fitted to the ‘B’.
9. Was sometimes called ‘the poor man’s Aston Martin’.
10. 125,282 MGB GTs were produced over its production period.
Page 28
The club has a variety of regalia for sale, prices are reasonable, and they can be
viewed and purchased at our monthly club nights.
New Members.
David & Christine Marks. MG BGT 1974 Demask Red
MG RV8 1994 Night fire Red
A very warm welcome to the club.
We hope to see you often, enjoying the Marque of Friendship
Page 29
By Colin Poynton
A bi annual event alternating between north and south islands, this year was held in Taupo. A
small contingent from the South Island attended, leaving Christchurch Thursday, arriving
Saturday, 9 April, with overnight stops in Picton and Bulls. The drive from Wellington took me 2
hours longer than normal due to a petrol pump getting tired every 10km. Fortunately our White
Knight in the form of Pat O’Connell had a petrol pump for emergencies, he also noticed that while
we were limping along a stone had put a hole in a
head lamp.
Saturday registration and scrutineering, where a fire
extinguisher was secured to our cars. (Workplace
Engineering providing a free fire extinguisher for
every vehicle registered for the rally). In the evening
there was an excellent welcome dinner, great start
for an event.
Sunday morning was Concours d’etat and People’s
Choice at Tongariro Domain with 69 cars on
display. As it had a mention on national radio there
were a lot of people showing an interest.
After lunch the time trial started from this location.
Everyone enjoyed a fabulous drive in the country
along some great MG roads.
Three good Canterbury men, John
Hunter, Colin Poynton & Trevor
Ingham, prepare for the track.
Monday, Track day at Bruce McLaren Motorsport
Park. It is some time since I had been on the track,
along with a number of others. First we had a track
familiarisation going round 5 times in convoy. We
then each had a timed run, so that we could be
grouped into fives of similar time doing 3 more laps,
then grouped again each time on the track. I think
everyone had sufficient track time!
Tuesday, Motorkhana at Bruce McLaren Park, 6 tests
were set up. This was restricted to 2 runs for each.
The evening dinner was held at the Great Lake
Centre. We were there in 2013 and they must have
new caterers. Some were not looking forward to
going, well what a surprise such a high standard of
The rally finished with a farewell breakfast
Wednesday morning. It was good to see Gordon
Vogtherr who had just celebrated his 90th birthday,
also Gay Baxter whose husband Bill died not long
We returned home the same route although John
Hunter, who had brought his MG and motor home,
was spending time travelling in the North Island.
Track day.
Page 30
By Jane Provan and Paul Arnold
Every year MG Car Clubs around
the world celebrate the birthday of
Cecil Kimber, designer of the first
MGs, with an annual Kimber Run.
This year Shirley and David
Johnson organised a Kimber Run
which took us along the Summit
Road to Godley Head. In the sunny
weather the views out across the
estuary and beyond were stunning.
As we drove along the narrow
Godley Head road we were
distracted by the incredible sight of
paraponters hovering overhead.
We had never visited Godley Head
before and found it fascinating both
for the landscape and the history.
Luckily David Johnson and Graham
Inwood had both been posted there
as part of their Compulsory Military
Service and were able to tell us
what it had been like in its heyday.
After a picnic lunch, followed by a
delicious birthday cake in honour of
Cecil Kimber, some of us walked
around the Head looking at the gun
Thank you to the organisers, we'll certainly be
going back to check out more of the walks.
Jane Provan cuts the cake.
Page 31
By Dren Errington
As June approaches motorsport thoughts return to the ‘Le 24 Heures du Mans‘, the oldest
European sports car event in the international motor racing calendar. Once again we can expect
Porsche and Audi to dominate and with a couple of Kiwis driving for the 2 car Porsche team we
just might see Earl Bamber and or Brendon Hartley on the podium. That would surely be most
appropriate, after all it is the 50th anniversary of one of the great moments in Kiwi motorsport.
The Shelby Team cars finish 1,2,3.
1966 Le Mans and finally, three decades of European dominance of the race, mostly by Ferrari
and Jaguar, are ended by a New World usurper. Few New Zealand sports car enthusiasts, of an
age, will forget that famous victory by the Ford GT40s and their three Kiwi regular F1 drivers, so
often referred to as the ‘Trio at the Top’. For publicity and no doubt to ‘rub a bit of salt into the
Ferrari wounds’ the Shelby Team running 1,2,3 on Sunday were instructed by the Dearborn
head office to orchestrate a ‘dead heat’ but it rather back fired when the black car of Bruce
McLaren and Chris Amon was classified first. Throughout that afternoon the Blue GT40 of
Denny Hulme and Ken Miles had had a significant lead over the second place McLaren/Amon
car so when the head office instruction came for the ‘dead heat’, Ken Miles in the blue car, had
to hang back until Bruce caught up. After the chequered flag fell the French officials decided as
the black car had started further down the grid than the silver and finished few metres ahead, it
had travelled further – official result - Black first, Blue second. Denny apparently took this with
comparative equanimity but Ken Miles was very upset on receiving the ‘dead heat’ instruction
and had deliberately hung back slightly at the line. His anger was justified, he was a very
successful endurance racer and test driver who had been heavily involved in the development
and racing programme for the GT40. Good for the Team, but a win at Le Mans would have
given him a grand slam, all three major sports car championship races for the year.
Page 32
What’s all this got to do with MGs anyway? Well as most will be aware, two of the Kiwi Trio, like
so many international
drivers of the time,
started their careers in
Denny’s first
competition was a hill
climb in his brand new TF
1500. His first two
seasons of motorsport
were in the TF and a new
MGA before he moved to
Chris Amon
was much the same
although his stay with
Bruce skipped MGs in
favour of his Austin 7 and
1953 Ken Miles & MG R1.
his dad’s Healy 100/4.
Ken Miles was even more
committed to MGs. Born in the UK in 1918, he served in a tank regiment during WW2, then post
war, raced a variety of thirties sports cars in Britain before moving to California at the beginning of
the fifties. A skilled mechanic, he built a TC/TD based MG special which he called MG R1 and in
1953 set about demolishing the opposition in the SCCA 1500 cc class with 14 straight victories.
His exploits were noted by the MG Car Company and in 1954 he joined the record breaking team
at Bonneville to share driving duties in EX179 with George Eyston, setting a number of US and
international records.
Still committed to MGs
he then built an even
more successful TF1500
based special for the
1955 season, officially
MG R2 but known as the
‘Flying Shingle’. He was
also one of the 6 MG
works drivers for the 3
car EX182 1955 Le
Mans team (the MGA
prototype). By the early
sixties he had graduated to the Shelby/Cobra
race team and achieved
considerable success in
endurance racing at
MG R2 ‘Flying Shingle’ restored and on show at Pebble
Sebring and Daytona
paired with top line
drivers such as Bruce
McLaren, Lloyd Ruby and Phil Hill. After Le Mans 1966 Ken Miles continued with Ford as chief
test driver but was killed just three months later while testing the GT Mk lV, successor to the GT
40. Ken Miles was a remarkable development, test and race driver with Kiwi connections, who for
much of his life was a keen and very active MG enthusiast.
Page 33
By John McDonald
The last issue of the Canterbury MaG contained text and a colour photo taken by Geoff Owen of
an early MG 14/28. Looking rather forlorn and bent it peered from the darkness of a garage.
Clearly it needed serious work to become roadworthy.
And as usual the article closed with the standard plea “where is it now?”
Surprisingly we now know, with confirmation that Geoff’s colour photo was taken when the MG
was in the ownership of the late Bert Tonks in Wanganui. Bert was a well known lover of old cars,
entering his 1913 Daimler in the 1965 International Rally starting in Christchurch. Today this
once sorry MG is in the final throes of restoration by Bert’s nephew in Havelock North.
The good news continues, with the receipt of some photos taken while in Bert’s ownership,
showing just how much work needed doing. There was little left of the body behind the front
seats, suggesting it became a crude ute, as was common when a car became well worn. This
one was understood to have served a period in taxi use at some stage. The same car appeared
in a lovely period photo taken in the mid thirties before falling into disrepair.
Bert owned another MG 14/28, which went to Australia many years ago, the one registered
FV1925 was last known to be in a UK museum, and another was written off pre war when it hit a
bridge somewhere south of Levin.
So it appears NZ has just one of these early cars left of approximately 400 built.
The whereabouts of more are welcomed.
MG 14/28 taken in the mid-thirties, other
details unknown.
Recent photo nearing the end of a
long restoration.
Check wheel alignment. Looking sad but
Bert Tonks with the MG 14/28 as found.
Page 34
This lovely scene was poached from the internet last week, looking down Colombo St, with
Minsons glass and china emporium on the left, and Christchurch Cathedral looking clean and
erect further on.
On the right there’s a head down cyclist sans helmet trying to catch up to a PB Velox, with a
SWB Land Rover behind. Further to the right a Triumph Herald Estate lurks in company with a
couple of unidentified cars.
But what about the purple car in the fore ground you cry, it looks like a MGB GT!
Indeed, and it is. And it still exists, in the hands of club members Erroll and Patricia Blatchford.
The 1967 model Blatchford car
is of course red, and has never
been the magenta shade shown.
That’s because photographs of
the mid ‘70s frequently changed
colour over time, becoming
almost over-ridden with red
and /or purple hues. From which
one assumes this was taken in
perhaps the early 1980s.
What is certain is it was before
the United Service Hotel in the
background was demolished,
which was Jan 1990.
So who owned it then?
Page 35
For sale: 1951 TD ex Sybil Lupp.
This would arguably have to be the most desirable TD in New
Zealand. First owner Sybil Lupp. Registered brand new in
Dunedin 19th January 1951.
Car drives well, engine reconditioned 2005, but done very few
miles since. Mechanically all seems good. Nice paint but the odd
small chip. Interior needs refurbish. Hood very nice.$ 40,000.
Contact Helen. Ph. 347 3322 evenings,
or Stu Moore. Ph. 332 4421 almost anytime !!!
For Sale: MGB GT, 1980.
78000 miles, 2 owners, overdrive, CD player. Very sound
condition and excellent tyres. Original documents and owners
manual, plus parts and workshop manuals. $12,000
Contact Stuart Munro,
Ph 03 332 3813 or 022 164 1004
For Sale: 1994 MGR V8 build number 828.
Colour is Oxford blue (only 258 built in this colour). 37,000 kms
original, car is in beautiful condition all round, has air conditioning
and original radio, cream leather upholstery with woodgrain.
$38,500 ono.
Contact Greg Thompson Ph. 0274-324-354
For Sale: MG TD2 1953.
One owner since 1973. Wire wheels fitted in the past. I still have
the original disc wheels and drums/hubs. Well maintained and
always garaged. Resprayed BRG (Jaguar) and many items
re-chromed in 2010. Hood and side screens in good condition.
Odometer reading 57017. Log book available. Reg and WoF until
June. Recent professional valuation $40,000.
Contact Jeremy Peet Ph. 033570939 or
For Sale: 1937 MG VA, 4 seater tourer.
Reluctant sale due for health reasons. After a complete 6 year
restoration to the highest standards this car has been a regular
concours winner and is a great car to drive on the open road.
$90,000 ono.
Contact George Walter on 0274 389 133 or
Page 36
Current market value for your
insurance policy
Pre accident valuations
Matrimonial - relationship property
Company Valuation - GST/FBT
WINZ - asset testing
Deceased estates
Borrowing money using your car as equity
Customs - vehicle importation
Private motor vehicles
Modified vehicles
Classic & collectable vehicles
vi n t
ew he
ou QR
r w co
eb de
sit to
Laurie Payne Motors Ltd
Cnr Moorhouse Ave &
Montreal Street
Christchurch 8011
027 432 4325
(03) 365 4537
(03) 366 3404
+ 16”‘Diamond’ Alloy Wheel
++ Reverse Parking Sensors
+ Cruise Control
+ Automatic headlights & Windscreen Wipers
+ Easy Electric Air Conditioning
+ LED Daytime Running Lights
Digital Radio
+ Bluetooth Audio Streaming
+ Bluetooth Telephone integration
+ Smartphone and iPod integration
$19,990 + ORC
Cars for Sale
2013 MG 6 GT-TSE Demo, Regal Red, Top of the range, Full Leather Trim.......................$27,990
2003 Mercedes Benz ML 350 Facelift Version, Factory Alloy Wheels, ................................$14,990
2004 Fiat Punto Abarth 1800cc 5 speed only 47,000 kms Black .........................................$12,990
2005 Volkswagen Golf GTi, DSG Turbo, Hell Red, 18” Alloy Wheels......................................$19,990
2005 Mercedes Benz A170 5 Door facelift model only 30,000 kms, Immac........................$14,990
2005 Holden Adventra CX6 4WD Wagon, Full Leather. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . $15,990
2005 Land Rover Discovery 3 SE Silver, Seven Seater....................................................................$35,990
2006 Audi Q7 4.2 Fsi Quattro, NZ New, full service history, 20 inch Alloys..................$42,990
2007 Mercedes Benz GL500 NZ New, One Owner, FSH, Fully Optioned..........................$69,990
2007 Range Rover Vogue TDV8 Facelift, NZ New, One Owner, Black on Black . . . . . . . . . . . . . . . . SOLD
2007 Range Rover Sport TDV8 NZ New, One Owner, Full History, Black.....................$59,990
2008 Alfa Romeo 159 2.2 JTS 6 Speed, NZ New, Service History, 18 inch Alloy wheels ....$18,990
2008 Volkswagen Golf TSi 5 door, Black, Only 39,000 kms.....................................................$15,990
2013 MG 6 Magnette SE 15,000kms, Union Blue, Immaculate...............................................$21,990
16”‘Diamond’ Alloy Wheel
Reverse Parking Sensors
Cruise Control
Automatic headlights & Windscreen Wipers
Easy Electric Air Conditioning
LED Daytime Running Lights
DAB Digital Radio
Bluetooth Audio Streaming
Bluetooth Telephone integration
Smartphone and iPod integration
$19,990 + ORC
Saturday, July 5, 2014 E3
Ranked in NZ’s best 5 family cars 2014 under $30,000*
Best handling 2014 - MG6 wins Auto Express Driver Power Award
*Voted Fairfax Meda’s Drivetimes 5 ratings.
MG6 now from $24,990 + ORC
Saturday, July 5, 2014 E3
2003 Mercedes Benz C180 Kompressor Evolution NZ New, FSH, Full Leather. . . . . . . . . . $12,990
Paul Wallace European MG
and Montreal,
Phone 379 3465 Anytime
2013 M
2013 M
2008 V
2008 A
2007 R
2007 R
2007 M
2006 A
2005 L
2005 H
2005 M
2005 V
2004 F
2003 M
2003 M
To find out more about the MG3 and MG6 visit us at
Was this manual useful for you? yes no
Thank you for your participation!

* Your assessment is very important for improving the work of artificial intelligence, which forms the content of this project

Download PDF