Hilton Head Motoring Festival - October 2015
The last weekend of Oct was a picture-perfect autumn backdrop for the Hilton Head Motoring Festival. Situated at the Port Royal Golf, the festival included the Car Club Showcase on Saturday and the Concours de Elegance on Sunday. This was the BCCC’s fourth invitation to the Saturday event and as a club we did not disappoint. Thirteen cars made the trip and were displayed on the first fairway. Upon entering the festival our club was the first one on the left and everyone naturally migrated over to our cars. The Car Club Showcase has several award parts; one is the Crescent Award, where the participants chose their top five cars from the entire field which are then refined into the Top Twenty Five. The other is a judged award where cars are picked from a “Best …” category. The winner is a “Top…” and the runner up is awarded a Palmetto Award. A new award was created this year called the “Port Royal Award” and is given by a committee to the car that exemplifies elegance.
As usual we had a strong showing. Harry Cramer received his 4th Crescent Award with his XK120, which is probably a record. Joining him were Irene Breland in her TR4 and Paul Palmer in his Superperformance Cobra. Millie Horton was awarded the Port Royal Award for her Bentley. Wray and Susanne were gobsmacked to be awarded “Top English, Small” with their newly finished Magnette. All the Top Twenty Five awardees participated in a parade across the checkered square where the Master of Ceremonies spoke about their cars as they were presented their award. The judged awardees went across the checkerboard, received their awards, then formed a chevron display in the middle of the show field for a half hour.
Saturday night found us at the Longhorn Steakhouse for a good meal and good fellowship.
Sunday was the Concours de Elegance and our Club was represented our very own Kevin Kalman with his rare Berkeley. Kevin’s rare car, which is only one of six made, by mere coincidence, was judged by Bill King, a member of the BCCC. Kevin was awarded “Most Significant Microcar” and drove across the checkered square to be presented with his award.
The concours show field was a delight for the eyes with more fantastic cars than could be taken in at one time. Three of my favorites were there, two Desoto Airflows and a Chrysler Airflow. There was just too much to see and not enough time.
With seven awardees out of fifteen cars, the British Car Club of Charleston acquitted itself very well and represented the essence of British Car ownership. Congratulations to the Club!BCCC.
The BCCC members who enjoyed Hilton Head
Harry Cramer – Jag XK120
Jane Schmitt and Jim Dove – MG TC EXU
Millie Horton – Bentley R-Type
Wray and Susanne Lemke – MG Magnette
Lewis Hay – Healey 100BN
Steve and Jana Edgington – AH Sprite
Paul Palmer – Superperformance Cobra
Dennis Wunch – Triumph Stag
Irene Breland – Triumph TR4
Bill and Lisa Unger- Jag E-Type
Phil and Rosemary Odom – Jag XJS
Richie and Michelle Hartley – Austin Mini
Gordon Hill – Lotus
Mike Carnell – Vanden Plas Princess
Kevin Kalman – Berkeley
Lemkes and the Queen Mum @ HH 2015a
© 2020 British Car Club of Charleston. All Rights Reserved.
This page is dedicated to the building of a Devin fiberglass vehicle on a custom built Morgan frame.
Here are the promised build photos for my primitive Devin-bodied Special. I've selected a few and will describe each photo separately, after they're posted. Thanks for your comments and suggestions.
Here's the basis of the Morgan chassis -- two Z-shaped side members of folded 12 gage steel, with dips cut for the axle above the underslung chassis, and the front crosshead that was patented by HFS Morgan in 1910.
Here I've added the other typical Morgan suspension pieces, with rear springs shortened, cross members moved to shorten the WB to 84 inches and modified to lower the engine. The engine is a 1600cc Morgan 4/4 engine, ie Ford Cortina GT, modified with side draft Webers and cast aluminum sump, aluminum radiator is from Caterham. The hoops are to mount the aluminum paneling and the body.
This is the Devin body shell. Bill Devin made about 27 sizes and this one is the D size, with WB of 84 inches and track of 48 inches. The seats and tunnel of the cockpit are molded in but the body shell is in 2 sections that overlap under the door. Devin made 3 different length doors to alter the WB by changing the amount of overlap.
Here you can see the two sections and the area that will be panel bonded -- I used bolts to clamp the sections together while bonding.
I had to cut out the molded seats, tunnel, cockpit under the doors, and the rear rim of the cockpit and reshape those to match the Morgan chassis. First I made molds of the areas that I wanted to relocate. I used West System epoxy and fabric -- after other less successful attempts.
Another area that I wanted to relocate. This is the mold making, again.
This is the rolling machine that I made to make the mold for connecting the threshold of the door to the Morgan chassis side members.
And this is the mold that I made with that rolling machine..
The RHS door was unusable. Apparently, the door that came with the body shell was from a different body -- it was twisted with respect to my Devin body. I made a mold of the skin and a mold of the inner of that door, and then I twisted them and reconnected them to get a door that would fit. This is the door that I made.
Here you see the parts that I had made out of West System epoxy and fabric, added to the original Devin body.
This is one of the hinges that Bill Devin sold me at $250/pair. It's a real trick to install -- I molded shims and added an internal gusset.
The rear deck lid had shrunk into a hump and was not usable, and the head fairing Bill Devin sold me for $250 was too large for the small sized body. I made these plugs out of West System epoxy to make a new rear deck lid and new head fairing.
Here is the making of the mold for the rear deck, using the plug of the previous photo.
Here, the rear deck lid that I made is sitting in the mold (as a convenient stand) while I formed ribs and rim pieces out of end grain balsa with epoxy fiberglass over the top of the balsa.
Here is the completed rear deck. The hood latches that I made out of stainless steel and the fuel filler still need some work in this photo. This is still just the plug for the head fairing.
Bill Devin made his original molds by using an Ermini 357 race car designed and fabricated by Scaglietti, who was fabricating similarly shaped but larger Ferraris at the same time. To make the Devin bodies easier to ship, he flattened the bottom of the nose and nested the two halves of the body for shipping.
To restore the original shape of the mouth, I made a mold of the upper lip so that I could duplicate the upper lip and use it as the lower lip, thereby forming an oval shape.
Here is the new lower lip that was formed by copying the upper lip. You can also get a good view of the modifications that I made to the door thresholds so they would sit on the Morgan side members.
This shows much of the modification that I did to make the body sit on the Morgan side members and to form a rear cockpit rim that would wrap around behind the Morgan Super Sport bucket seats. And you can see where I removed the RHS instrument binnacle.
I also modified the LHS instrument binnacle so that it would fit the one-main-gage Ferrari style instrument cluster that I wanted to make. This is some early experimental shaping.
The bonnet was warped badly. I clamped it to a table and made compression ribs of end-grain balsa covered with epoxy fiberglass.
I molded in stainless steel threaded inserts and adapted MGA deck lid hinges to hinge the bonnet at the front.
This is my attempt to make the Ferrari style instrument cluster that I like so much. I had a friend make a 3D print of the shape I wanted, as much as he could. I sent that to a foundry and did the final shaping and cutting of the openings myself.
A backing plate of stainless steel connects the panel to the steering column via the split aluminum block, so the body can be removed with the instruments still operable and mounted.
The vintage aero screen is temporary until i can find someone who can make the aluminum strip that holds the proper full-width racing windscreen.
This is the stone guard that I made for the aluminum radiator to protect the delicate fins.
This is the abbreviated tunnel that I made. I wanted it to be solid so that I could lean on it, so that it could serve as the seat belt mounts, and so that it would provide protection if the U-joints failed.
I made another rolling machine to roll the aluminum into a curve, and I reinforced the curved aluminum with sections of 1/8 inch thick aluminum 4-inch tube and strips of 1/8 steel bar.
This is the completed tunnel. It is bolted to the cross members with 5/16-inch grade 8 bolts.
I wanted the driver's seat to be adjustable, and I modified and adapted Lotus Europa seat sliders.
And the Morgan Super Sport seat needed to be modified for the Europa sliders.