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Graham Robson

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About Graham Robson

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    Hon. Pres.

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  1. Oh wow !. Three big clubs, with big memberships, and big personalities running them, all getting together to be involved in one mega-event. Soon someone will have to be appointed as the Top Man to knock all the heads together, and to produce a seamless weekend. So who should that be ? And no, I'm not looking for a prestige job .... Hon. Pres.
  2. A pity Joe Root and Johnny Bairstow don't play rugby union too .... but I would say that, I'm a Yorkshireman ....
  3. The 'works' Triumph team used the Bristol freighters regularly in my time in the early 1960s - usually Lydd - Le Touquet, which took about 20 minutes. They also did Southend to Rotterdam, etc. They carried three cars and up to 20 passengers. During the 1960s they were superseded by four-engined Carvairs, larger aircraft which were Douglas DC4s re-engineered for nose-loading by Freddie Laker's company. The longest journeys we regularly took were from Southend to Geneva. Journeys were surprisingly cost-effetive for us - and they saved a lot of time compared with ferries from Dover.
  4. Number plate swapping was never carried out by us. But if you want to see where that was practiced as an Olympic-standard art, look at my friend Robert Young's new book about 'works' Mini-Coopers ! I bet he had a real headache sorting them out Hon. Pres.
  5. All four cars were ordered with the optional 2.0-litre engine, all were delivered with the 2.0-litre engines, and all of course were assembly-line-manufactured TR4s. 'Are they all known' ? Of course - all are currently in the UK, with owners known to us in the TR Register. Move along please .... nothing to see here.... Hon. Pres.
  6. Here is the definitive answer : January 1962 : I asked our Fleet Managers to get me four distinctive numbers - they came back from the licencing office with 3VC, 4VC, 5VC and 6VC. March 1962 : As was their usual 'system', they made up the plates and sent them across to us to fit to the cars. When I told them that we would use plastic stick-on plates instead, they were not best pleased. The redundant plates went into storage in their (not our) workshops. April 1962 ; We correctly applied the stick-on plates to the 'works' TR4 cars, as and when they were compl
  7. I'll guess at an Allard M-Type of the late 1940s - complete with a side-valve Ford V8 engine. Your call .... Hon. Pres.
  8. Morgan builds about 15 cars a week, I understand.
  9. As a senile old Hon. President, I can't recall ever ruling out Stafford. However, I can recall working (as a commentator) at TSCC events there in the 1990s, and it was the TSSC, rather than the TRR, which originally decided to withdraw because of a lack of some facilities (and no, I have quite forgotten what they were ....). But that was then, and this is now. For all I know, Stafford is a much more capable place than it was - and like Malvern, it is handily close to the road systems in the Midlands, and therefore acceptable to most TRR and TSSC members.. Let me close by insisti
  10. A further comment on Maurice Gatsonides. As something of a 'superstar', he always insisted on picking up his 'works' TR ahead of the team's departure to an event, so that he could then add his own 'extras' to the specification before the start. Which explains the oddities seen on WVC 247 in the picture above. (Note - alternators were not yet available, so running with all those extra lamps illuminated must have been a very draining experience .... Incidentally, we know that Lucas, to whom the factory was contracted, were not amused .... The other WVC team cars were differently equipped
  11. Gatsonides was quirky to say the least. I think that 'letterbox' was actually connected to the body panel, is clearly hinged at the top, and looks as if it could be folded down to close off the cooling air towards the radiator. Second thoughts, by the way - was this, in fact the 1959 Monte Carlo rally ? I cannot discern the rally plate detail on the bonnet though it's overall shape is Monte-like. Gatso started No. 360 .... ....,
  12. That's Maurice Gatsonides on the 1959 Tulip Rally - a picture in THE WORKS TRIUMPHS (page 85) confirms the car and its unique lighting arrangement. The Tulip ran in Holland, Germany and France in May, so those scoops ahead of the screen were probably to encourage more cooling air into the cabin, and to keep the engine bay well vented.. By the end of that rally, the central 'Cyclops' driving lamp had been discarded. Hon. Pres.
  13. That four-headlamp Spitire is certainly not an ex-works car - for by the end of their career all of them had the GT6-shape fastback roof. To me (and I think I count as an 'expert' on those cars), that looks like a good replica/homage bonnet on a very ordinary Spitfire.
  14. Anorak's alert : Yes, that particular Big Healey won the 1962 Alpine Rally in June . The fact that the Big Healey rally car has that particular driving lamp arrangement, while carrying Competition No. 5, dated the Hayes event as July 1962, for it was re-prepared for the Liege-Sofia-Liege event almost immediately afterwards, and carried a different competition number.
  15. Like every one else, I was sorry to hear of the death of Sir Stirling Moss, though I'm afraid that some of us had been expecting this sad news for some time. Over the years I managed to interview him several times for magazine pieces, or even live, on commentary, at major shows. He was always totally professional, totally involved, and totally prepared. As far as the commentaries were concerned, if he was expected at - say - 3.00PM, Lady Susan would often appear five minutes early, tell me that he would be there in five minutes - and he always was. Before we started, he would wa
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