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Restoring a 1965 MGB Roadster

29/5/2025

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Anthony shares the story of restoring his 1965 MGB Roadster "Egbert' from a near-wreck to the fabulous car we see today including complete bodyshell replacement in 1995. Anthony has owned Egbert since 1979 and ongoing ownership of four decades continues - Egbert is not only part of Anthony and wife Pat's fleet of classic cars, he's also an integral part of their family.
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Video: Cruising near Austin's Longbridge site in my 1938 Austin 12!

2/8/2024

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The latest video published on our group YouTube Channel is titled "Cruising near Austin's Longbridge site in my 1938 Austin 12!" and it just went live today. The video features proud owner Anthony treating us to a drive to the Cofton Park Manor Care Home to take part in a display of classic cars there which included several Triumph Stags, Morris Minors, MGs and a number of classic British motorcycles. En route, Anthony and Herbert the Austin 12 encountered a group of classic motor scooters and after the car display at the care home, took a few moments to pay their respects at the grave of the later Lord Herbert Austin and his wife.
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Lord Austin's Office, Longbridge

27/5/2024

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Written and presented by Anthony Osborne.
​Herbert Austin founded the Austin Motor Company in the summer of 1905.  On 4th November that year he discovered the former White & Pike printing works at Longbridge, situated beside the Bristol Road, the River Rea and the joint Midland and Great Western Railway line from Longbridge to Halesowen.
 
The Austin Motor Company moved into the Longbridge premises, which had been unoccupied for some four years.  Herbert Austin moved his effects into one of the offices, which was to remain his personal office throughout the rest of his life.
 
Austin's office was located at the front of the factory, adjacent to the front door, overlooking the main factory entrance of the time (known for many years as 'K' Gate).  Through the office window Austin would have looked down the Bristol Road South towards the village of Rubery.  His office window is circled in red in the photograph below. ​Austin used his office until his death in May 1941.  Subsequently Leonard Lord (Lord Lambrey) and Bill Davis (Deputy Managing Director of BMC) both used the office, briefly. ​
K Gate Longbridge
Figure 1: ‘K’ Gate in the 1930s with Austin’s Office window circled
​In the 1950's, when the Austin Motor Company was part of the British Motor Corporation and Longbridge held the head office, there was money for development.  Much of this investment can be seen in the form of the Conference Centre (previously know as the Exhibition Hall), Assembly A (Car Assembly Building 1), the Sales and Marketing building, the Product Development Centre (Designs block), South Engineering Block and International Headquarters building (also known as the Kremlin).
 
In order to build the South Engineering Block, the old Showroom had to be demolished.  Bill Davis, then a B.M.C. board member, asked Leonard Lord where he should work, as his office was to be relocated.  He was told to move into 'The Old Man's' Office, which he did for some months until his new office was built.
 
Bill was the last user of the office.  It was on his instruction, when the front of No.1 shop including the Old Man's Office had to be demolished in the late 1950's, that provision be made in the new South Engineering Block to relocate 'The Office'.  It remained until the spring of 2003, when it was incorporated into the Conference Centre, as part of the archive centre.
 
For a guided video tour of the office as it was located in the Longbridge Exhibition Hall (also known as the Conference Centre) click below.
​Sited to the right-hand-side of the Conference facility, it is possible to switch the lights on from the outside and peer through the windows as if you were walking by.  Access to the room remains through a door in the museum, which houses a small collection of cars associated with Longbridge.
 
Austin, MG and Rover cars are represented and include a 1935 Austin 16/6 still fitted with its Austin Hayes automatic transmission (at one time owned by the late Bob Wyatt the Austin Historian and writer, and kindly loaned to the museum by GKN Technology) and a 1959 Austin Se7en (one of the original Mini’s for those baffled by the date).
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Figure 4: 1935 Austin 16/6 and Austin Se7en (AKA a real Austin Mini)
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Figure 5: Austin’s Dream
​Once in the office, the period atmosphere is protected in time, indeed as 1930’s photographs prove.  The office is comfortable, but not lavish.
 
Inside the room through the left-hand wall is a small door.  This used to lead to the most important room in the factory - the Chairman's throne room (toilet)!  Along side this door is a framed drawing of a railway locomotive and carriage, with the words above: 'Most everything worthwhile is born of some dreamers dream'.  It was Austin's dream to make motorcars and that belief continued in the cars built here at Longbridge for almost 100 years.
​The fireplace occupies the centre of this wall.  The mantelpiece has a dip towards the right-hand end.  This was probably caused by Austin leaning on it over many years whilst talking to visitors to his office.  In the centre of the mantelpiece is a picture of St. George slaying the dragon.  On the shelf above is an Onyx ashtray, a souvenir from the World's first purpose-built motor racing track at Brooklands. Austin's son in law, Colonel Arthur Waite, led the Austin Seven racing team against many other manufacturers' products, including MG (ironic because the last British built MGs were built at Longbridge!).
 
Also of interest on the mantelpiece are two shells, produced by the Austin Motor Company during World War 1.  Austin expanded his factory between 1914 and 1918 in order to help supply the military needs of the country during that conflict.  In 1913 about 2,000 employees were producing 1,500 commercial and pleasure vehicles a year.  In 1918 there were 20,000 employees and the factory had expanded.  The North Works had been built the other side of the railway and the West Works on the other side of the Bristol Road. 
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Figure 6: Lord Austin’s Office, the Fire Place
​The South Works, which included the original White and Pike factory, was extended back to the Birmingham-Gloucester railway line.  Products leaving the factory during this period included vehicles, armoured cars, ambulances, trucks, generators, searchlights, fighter aircraft and munitions. The most voluminous product manufactured was the 18lb shell of which over 6,500,000 left for the Royal Ordinance factories to be filled with explosives before dispatch to the front.
 
As soon as the Armistice was signed all Government Contracts were cancelled.  This left Austin with 20,000 employees and little work.  The Austin 20 was put into production designed for the world market.  This fine car suffered the imposition of taxation in the home market based on the bore of the engine whilst ignoring the stroke.  This led to the introduction of long stroke engines unsuitable for the rest of the world and in 1921 Austin was forced to rush the Austin 12 into production.
The sales of these two models did not raise sufficient cash flow to maintain the factory and the administrators were called in to help Austin turn the Company round.  Sadly, the day came when Austin had to decide if the factory gates should be closed for the last time, or if he should put his alternative plan to the workforce.
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One story tells us that in order to make the decision, as any Chairman would, he took a coin from his pocket and tossed it.  Heads to stay, tails to close.  It landed heads up, so Austin went and spoke to the workforce himself.  He explained that the Company finances were not healthy, but that the problems could be overcome.  He required help from the workers though.  If they were prepared to work for one month without pay, the Austin Motor Company could survive.

 
Austin appreciated that he could not ask this of the workers without giving something in return and he offered those making the sacrifice, a job for life as long as the Company was there.  In the 1970's there were still a few of these workers, past retirement age in their 70s, working their 'Job for Life'. 

​That coin, a half crown (two shillings and six pence which is now twelve and a half pence to those who don't remember real money) is mounted in the wooden panelling behind Austin's desk.
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Figure 7: The Half Crown
​Behind the desk, above the famous half crown, is a plaque commemorating Austin exhibiting his cars at a motor show in Turin in 1911.  Just six years after opening his factory, Austin was exhibiting his cars across Europe. ​
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Figure 8: Behind the desk there is a plaque celebrating the Austin cars exhibited in Turin in 1911
​Along side the fireplace is a photograph of a white-haired gentleman and is signed by the subject 'From your friend, Henry Ford'.  Ford would visit his factory at Trafford Park, Manchester, and stay with the Austins at Lickey Grange, no doubt spending time comparing notes and exchanging ideas.  ​Below Henry Ford's photograph, there is a period air conditioning unit made by Carrier in the United States.  Most visitors to the office, when asked, suggest that it looks like a stereo or a radiogram.  With the looks of a fine piece of cabinet making, it is in fact pressed steel painted to great effect. ​

​Below the window opposite the door into the office, on a delightful cabinet, is a clay bust of the 'Old Man' in his latter years.  This is the artwork for the bronze bust that is also on display in the British Motor Museum. 
​On the Old Man's desk are three inkwells.  The one, presented to him by Rudge Whitworth, is made from the wheel nut for a wire wheel.  In the red-topped ink well of the other pair is an old fifty pence piece placed there on a visit by Sir Michael Edwardes, when he was the Chairman of British Leyland in the 1970s. 

Another bust of Austin is on top of a cabinet to the right of his desk.  This bronze bust shows Austin in his younger years.
​To the right of the door into the room is a bench where, it is believed, shop stewards sat on visits to the ‘Old Man’.  Above it is a beautiful barometer and thermometer on an intricately carved mounting.  This was presented to Austin by his senior staffs for Christmas in 1933.  They clearly thought much of him.
 
Within the room all the fixtures and fittings are original, from the light in the ceiling to the carpet on the floor.  Whilst in the Exhibition Hall at Longbridge going out through the doors returned visitors to the modern world, leaving behind the history encapsulated in the single room that was the office of Lord Austin, 1st Baron of Longbridge. 
​With the demise of MG Rover Group, the Office remained in the Exhibition Hall until MG Motor withdrew from most of the Longbridge site and it was removed to the British Motor Museum where, once reassembled, it was officially unveiled in March 2024.  It has been reassembled next to the recreated Lord Nuffield’s office.  Do go along to the museum to see them both. 
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Development history of the MGB GT

31/10/2023

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Written by John O'Cean and Anthony Osborne.
This iconic model was introduced in 1965 as a coupé version of the popular MGB roadster, and it quickly became a hit among enthusiasts and critics alike. But do you know the story behind its development? How did this car come to be, and what challenges did it face along the way? In this blog post, we will explore the history of the MGB GT, from its inception to its legacy.
​The MGB GT was born out of a desire to create a more practical and comfortable variant of the MGB roadster, which had been launched in 1962. The roadster was a successful and popular car, but it had some limitations, such as a lack of luggage space, poor weather protection, and noisy ride. The idea was to add a fixed roof and a hatchback to the roadster, creating a 2 + 2 car that could accommodate two adults and two (smallish) children and their belongings, while still retaining the sporty character and performance of the MGB.
 
As early as January 1962 the Abingdon design team, under the direction of John Thornely, had been working on the MGB GT as EX277. The GT was firstly drawn up at Abingdon by Jim Stimson at the request of the MGB lead designer, Syd Enever. These drawings were shown to Longbridge who would have the final sign-off of the model and insisted that the rounded appearance of the roof lacked something.

Instructing that the design be sent to Pininfarina who had a contract to do design work for the company (hence the Farina Austin A40, Farina Austin Cambridge, Morris Oxford, Wolseley 16/60, Riley 4/72, MG Magnette), Pininfarina incorporated the feature line (crease) around the roof and made a protype which was not that much different from the original Abingdon designs. However even Jim Stimson admitted that this improved the looks of the car no end, resulting in a sleek and elegant design that blended harmoniously with the existing MGB chassis and mechanicals. The new car looked like a miniature Aston Martin DB5, with a sloping roofline, a large rear window, and distinctive B-pillars.

The MGB GT made its debut at the London Motor Show in October 1965, and it was an instant success. The car received rave reviews from the press and the public, who praised its looks, practicality, handling, and performance. The MGB GT offered many advantages over the roadster, such as better visibility thanks to an enlarged (deeper) windscreen compared to the roadster, more headroom  - although some say, like the TR7 adverts "the MGB Roadster has 93 million miles of headroom" (roof down of course)!, more boot space and better insulation from noise and vibration. The car also had improved aerodynamics, which increased its top speed by about 5 mph. The MGB GT was also in some markets cheaper than the roadster to insure, as it was classified as a saloon rather than a sports car.
 
The MGB GT was powered by the same 1.8-litre four-cylinder engine as the roadster, producing 95 horsepower and 110 lb-ft of torque. The engine was mated to a four-speed manual gearbox, with an optional overdrive unit. The overdrive operates on both 3rd and 4th gear giving it a 3rd+ and 5th gear or 6 forward ratios overall. The car had independent front suspension, leaf-spring rear suspension, rack-and-pinion steering, and disc brakes at the front and drums at the rear. The car weighed about 2,200 lbs, and could accelerate from 0 to 60 mph in about 13 seconds. The car had a top speed of about 105 mph.
 
The MGB GT was produced until 1980, with some changes and improvements over the years. Some of the most notable ones were:

  • In 1967, the car received a revised dashboard with rocker switches instead of toggle switches.
  • The MK2 had a recessed grille imposed on Abingdon by Longbridge. The MK3 had the MK1 grille surround with an 'eggbox' grille in black which Abingdon designed to replace the recessed grille. The MK4 had rubber bumpers - see images below for comparison.
  • The internal door handles were changed with the MK2 incorporating the Morris Marina internal door handles being used on many of the BL cars of the day and replacing the lever handles used on the MK1, which were also used in the MK1 Austin 1100 and UK-built Minis from MK2 on to the end of production.
  • In 1971, the car received a new engine with larger valves and improved cylinder head, increasing the power output to 98 horsepower.
  • In 1972, the car received a new gearbox with synchromesh on all gears instead of just three.
  • In 1974, the car received rubber bumpers instead of chrome ones, to comply with US safety regulations. All MGB GTs use 165-14 tyres. The roadsters sent out with radial shoes were 155-14. The increased ground clearance on the rubber bumper models (roadster & GT) was achieved by raising the suspension which was a Californian legislative requirement to achieve a minimum bumper height..
  • In 1975, the car received an electric cooling fan instead of a belt-driven one.
MK1 grille
MK2 Grille
MK3 Grille
MK4 Grille

The MGB GT was discontinued in 1980, along with the roadster. 4 cylinder Roadster & GT production totalled 512,243 cars, making it one of the most successful British sports cars ever made. The car is still highly regarded by collectors and enthusiasts today, who appreciate its timeless design, lively performance, and everyday usability. The MGB GT is a true classic that deserves its place in automotive history.
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Video: Classic Cars Tour the Cotswolds (with Glos MG Owners Club)

25/8/2023

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Classic Cars Tour the Cotswolds is a joint affair - group member Anthony Osborne joined the Gloucestershire MG Owner's Club on their annual "Cotswold Caper" - a club drive raising money for charity - in the beautiful Cotswold District of England. Almost all of the 80-odd cars taking part were MGs, with of course many MGBs, some MG BGTs, the odd MGF, several modern classic MG TFs and even a stunning MG TA seen getting it's boots wet in a ford!
In all, more than 80 cars took part and whilst they didn't all manage to get on camera, we did catch quite a few of them as well as the beautiful towns and villages set in stunning countryside. Photography and commentary is provided by Anthony.
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GRAND TOUR OF THE SCOTTISH COAST NC500. PART 9.

3/12/2022

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By Anthony Osborne
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Saturday 24th To the Kelpies, the Falkirk Wheel and the end of our holiday.
The six cars were scattered over the area around Edinburgh and its vicinities on Friday night with four of them staying at the Dalton’s Mansion, thank you Eric and Fiona, and the two MGs staying in separate hotels on the outskirts of Dunfermline.
In the morning the MGs met up and drove down to the Kelpies, picking up some much needed E5 Petrol on the way there. The first order of the day was to visit the coffee shop and partake of their liquid refreshment (No it was too early for alcohol and we were driving anyway) and, of course, to check the plumbing of the facilities!
It was not long before the rest of the group were spotted walking towards these massive sculptures and we spent some time exploring them.
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The Kelpies are the largest equine sculptures in the world, standing at 100ft tall and weighing more than 300 tonnes each. They were modelled on two working Clydesdale horses called Duke and Baron who were at the official opening ceremony. The name ‘Kelpies’ is derived from mythical water spirits from Scottish folklore typically taking the form of horses which take delight at the drowning of travellers. Kelpies appear to their victims as horses who entice humans to ride on their backs, then carry them down to a watery grave.
Once we had enjoyed a look at these huge creations the convoy drove the short distance to the Falkirk Wheel. The Wheel is a boat lift linking the Forth & Clyde and the Union Canal that had been linked by 11 conventional locks, which were decommissioned and dismantled in 1933.
Concepts were drawn up to replace the 11 locks and the final design is claimed to have been inspired by a Celtic double headed spear, a vast turning propeller of a Clydebank built ship, the ribcage of a whale and the spine of a fish! Work started on the Millennium Link project to once again link the two canals with the Wheel in 1998 and the project was to cost £84.5m. The Wheel itself was manufactured in Derbyshire, assembled to prove it fitted together and dismantled then transported to Falkirk in 35 lorry loads where it was unloaded and, with the use of cranes, bolted back together again. 1,200 tonnes of steel and 15,000 bolts pushed through 45,000 bolt holes were used in construction. All the bolts were tightened by hand! There were 1,000 staff working on the project. In 2002 our late Queen officially opened the lift which is the World’s first and only rotating boat lift. The lift is 35m tall and the 600 tonne gondolas hold 500,000 litres of water, equivalent to the volume of water in an Olympic swimming pool. Incredibly, because of the way it is designed, the Wheel only used 1.5 kWh of electricity to rotate from bottom to top, enough electricity to run a 3 kW electric fire for half an hour!
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wo vessels, in this instance, are moored in the lower gondola waiting to be lifted. (
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The Wheel is rotated clockwise on this occasion, looking from the lower pool.
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The two moored vessels are now in the top gondola.
Again, we have to thank Gar for bringing us to see this impressive piece of engineering which most of us could probably have stood watching all day.
This final visit brought the end of our Scottish tour for Bill and Daphne, the two MGs, and Henry, the J C Midge, who headed back to England for a night’s stay in Hawes, whilst the rest returned to the Dalton’s mansion for an extra day in Scotland.
We travelled in convoy to Cumbria and refuelled with precious E5 petrol at G&E Murgatroyd’s Spa/Shell garage at Kirkby Stephen, not far from the Fat Lamb Country Inn which has been used twice now by the Group on its Cumbria trips. As we pulled away it was noticed that Henry was smoking well, which was not normal. A couple of miles up the road there was a convenient layby that Gus pulled into where we were able to establish the reason for the smoke. Unfortunately, a tired and windswept Gus had mistaken the Shell V-Power B7 pump for the E5 pump.
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Figure : The offending petrol pump.
We rallied round Gus with John and Kevin, in the red MGB GT, taking an empty jerrycan back to Murgatroyd’s for to collect 22.73046 litres (5 gallons) of fresh E5. By the time they arrived back at Henry Gus had pumped about 5 gallons of dietrol (E5/B7 mix) into another jerrycan. The fresh fuel was added but Henry did not want to start. He was pushed back out onto the road and ran down the hill towards Kirkby Stephen in an attempt to bump start him, without success. The two MGs caught up with Henry parked in the gateway to the preserved Kirkby Stephen East railway station with a frustrated Gus wondering what to do next. It was our turn to return to Murgatroyd’s to see if they had any Easy Start and returned with a can to find that Henry had actually tried to fire up but would not run. With Gus squirting the East Start into the air intake Henry perked up a bit and started to fire continuously although he did emulate a Royal Navy destroyer making smoke! This was a success and Gus, followed by Pat and Anthony successfully made it to the Fountains Hotel in Hawes, whilst John and Kevin were up the road in a guest house.
Having settled Henry and Bill for the night and checked in we endeavoured to find some food. We were late and the Fountain Hotel’s kitchen had closed for the night but there was an Indian restaurant next door. Unfortunately, they were fully booked. However, a starving Gus smelled frying and we followed his nose down the road to a fish and chip shop with restaurant. The three of us enjoyed a meal there which certainly revived and de-stressed Gus.
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Fortunately, Henry expired in a cloud of smoke in a safe resting place
On Sunday morning, after a good night’s sleep and breakfast the cars were loaded up and John and Kevin appeared. Henry fired up without hesitation (but still emitting a load of smoke much to the amazement of the locals), goodbyes were said and the three cars headed in their sperate directions homeward.
Gar, Ian, Sarah, and Brian had a restful day taking a coach into in Edinburgh, Gar even falling asleep on the coach! Whilst there they went on a Hielan Coo hunt. Sarah was very brave but the Coo would just not show his face (he was more interested in his lunch than looking at a lovely young lady!).
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Sarah tries to get up close to a Heilan Coo.
On Monday Ian and Gar set off from Eric’s mansion and headed south to the Midlands and a little later Brian departed in his Jaguar for the journey back to Eire.
We are pleased to report that all safely arrived at their destinations. All in all we had ten days of fantastic motoring and in spite of all the cars dating back to the last century we had remarkably few issues.

You Tube video of the final days of the tour
​We all owe Gar a huge thank you for organising, herding, marshalling and leading us through some of the most fantastic scenery in the British Isles. It is to be driven again, in the other direction, in 2025. Are you going to join us?
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GRAND TOUR OF THE SCOTTISH COAST NC500. PART 8.

3/12/2022

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By Anthony Osborne
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Friday 23rd To North Queensferry.
Having checked out of the Spayside Hotel, already full of a generous Scottish breakfast, we were loading up the cars when we noticed we had an addition to the convoy. Eric Dalton had joined us again, having last met us at the museum in Glasgow. It was great to see him again, and his Rover 200 VdP in the car park.
In convoy we set off for our trip over the Cairngorms to Falkirk via Balmoral and the Royal Lochnager Distillery outlet there.
Due to roadworks closing one of the roads we were to drive down there was a slight diversion that added some 21 miles to the route! We arrived at a car park opposite Crathie Church, the church that the Royal Family use when at the Castle. The attraction for the brief visit to the car park was the facilities that were provided, which almost all of us visited for a comfort break (is that too much information?). A short drive and we were at the distillery outlet. We were amazed at the number of whiskeys that were available there, and the cost of some of the rarer ones (I would have had to take out a mortgage to buy many of them!).  ​
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A few of the flowers outside the entrance to Balmoral Castle.
We had passed the entrance to Balmoral Castle on the way and, being the week of the Queen’s funeral, there was a large sea of flowers left by mourners outside the gate.
For the onward journey Pat wanted to go through Ballatar so we separated from the convoy who headed into the Cairngorms. However, as we resumed our route through the mountains we drove past the convoy that had visited a lay-by, presumably to put the kettle on. We waited a mile or so further on in another lay-by for the convoy to set off and re-joined them for the rest of the journey.
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Betty, the Granada and Henry can be seen in the lay-by whilst brewing up.
​Once again the scenery was fantastic, even if it was spoiled by the ski lifts that crossed the area (we hope that they have good snow in the winter to attract visitors to the area).
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Ski lifts in the Cairngorms looking out of place without the snow!
Once again the scenery was fantastic, even if it was spoiled by the ski lifts that crossed the area (we hope that they have good snow in the winter to attract visitors to the area).
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The convoy, now of seven cars, drove on across the magnificent countryside of the Cairngorms.
he onward journey took us from the edge of the Cairngorms, with it’s magnificent mountains and hills, to the low lands and outskirts of Edinburgh and the magnificent piece of Victorian engineering which is the Forth Rail Bridge which was completed and opened on 4th March 1890 (and no, I was not at the official opening, were you Brian?). We gathered at North Queensferry for a photoshoot with the rail bridge in the background. The bridge is considered a symbol of Scotland, even though it was designed by English engineers Sir John Fowler and Sir Benjamin Baker (don’t tell Nicola Sturgeon!), and is a UNESCO World Heritage Site
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Some of the cars pose in front of the Forth Rail Bridge, opened in 1890.
After a brief photo opportunity, there were double yellow lines round the turning area, the group separated and we then set off to our various accommodations for the night.

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GRAND TOUR OF THE SCOTTISH COAST NC500. PART 7.

1/12/2022

1 Comment

 
By Anthony Osborne
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​Thursday 22nd To the Spayside Hotel, Grantown on Spay.
After another hearty breakfast, for those whose waist lines had not stretched their trousers past the limit, we headed down to the John O’Groats visitor centre where 5 cars gathered for photoshoots to prove we had been there. 

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The sixth car, Henry, was, of course, at Thurso waiting for Gus to rub his hands on the prop shaft. Photographs taken, Betty took off for Turso carrying Gar and Gus. Gus put his overalls on and in no time he had the cover off the gearbox (the J C Midge being based upon a Triumph Harold the access to the front end of the prop shaft is very similar on Gus’s car). With the prop shaft out, much to his annoyance, Gus noticed that the front UJ was, in fact, in good order and that the issue was a few bolts at the back of the prop shaft that were loose. He could have tightened those up whilst the car was on the ramps four days ago! Annoyed, but relieved that he did not have so much work to do Henry was put back together and proven to be in good order. Vincent was thanked for his help and provision of a dry workshop and Gus headed off to catch up with us.
Whilst there Gar had noticed that his front tyres were not looking as healthy as he would have liked them with the mountain roads taking their toll. He visited a tyre supplier in Turso but they didn’t have the right size. He visited a second supplier and they had the tyres but could not fit them as their machine had failed. He bought the tyres and headed back to the first tyre fitters he had visited. Presenting them with the tyres Betty was up in the air without any front wheels in no time. The fitter asked what Gar was doing so far up North and it was explained that we were doing the NC500 and that he had come up from Birmingham with others from different parts of the country. We were also raising money for the ‘Children with Cancer’ charity. Gar was delighted when the tyre fitter checked Betty’s tracking for free as we were helping with a good cause. Afterwards Betty was very well behaved, driving almost like a new car!
Meanwhile the rest of us had set off South, down the A99, and arrived at Wick Harbour where the RNLI Severn Class lifeboat was stationed. 14-20, RNLB Roy Barker II looked very splendid at its moorings.
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​Not far from the lifeboat was an oil industry service catamaran and Ian and I had an interesting conversation with an enthusiastic young crew member, a maintenance engineer, who appeared to be making himself rich serving on it.
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A catamaran used to service oil and gas equipment in the North Sea.
Gar found us just as someone pointed to the harbourside café and off we went for a coffee and cake. During discussion it was decided that we would go and find the Sutor’s Gin distillery near Tain. Once we had enjoyed refreshments and visited the little rooms we set off as a convoy of 5 cars (Betty was no longer towing Henry’s trailer) towards Sutors Gin, almost 75 miles to the south.
On arrival at the location of the Gin Distillery we were confused as there was no sign of it. The building was there but it was all locked up and didn’t look very active. So to Plan B, a Whiskey
distillery in Dornoch, which meant retracing our steps by 14 miles. Driving North again on the A9 we spotted a funny looking car heading towards us with huge headlamps. As it drew closer we realised that it was Henry with trailer. Gus spotted us and turned round as soon as he could so that by the time that we arrived at the distillery the convoy was back up to its full complement. Some disappointment when we arrived though as we were hoping to see a distillery but it was only the Dornoch Distillery Bottle Shop that was open to customers. Some made purchases and once back in our cars we were retracing our steps to the south on the A9.
Next stop was Inverness where we all managed to park in the same car park, by the bus station. It was time a for a walk and we found our way down to the river and enjoyed a little very fresh air on the foot suspension bridge there but not before we have found a house named perfectly for Ian.
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Windy Woodward at Windy Corner!
​Gus then advised that when he checked in he was told of a Whiskey Tasting that was taking place at 6:00pm. The Osbornes signed up for that as well which meant that we had less than 15 minutes to get our cases up to our room and present ourselves in the Conservatory. The tasting was most interesting with four different local whiskeys presented to us. We were amazed how the flavours changed with just a drop of water from a pipette added. Sometimes this improved the flavour whilst in others the taste was not so good. Remarkably, an improvement tasted by some was not appreciated by others. By the time we had emptied our samples of whiskey it was time for dinner and the rest of the party were ordering from the menu in the dining room. Another well-presented meal was enjoyed expanding waistlines further. The beer was good again as well.
You Tube video of Day 6 & 7
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GRAND TOUR OF THE SCOTTISH COAST NC500. PART 6.

25/11/2022

4 Comments

 
By Anthony Osborne.
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Wednesday 21st To Sea View Hotel at John O’Groats.
Having been disappointed with the evening meal at the Arch Inn I was pleased to find that breakfast was up to the standards that we had been enjoying. I didn’t spot any croissants!
We set off for the loch Broom Filling Station where copious litres of E5 petrol were taken on board the convoy, replenishing the tanks after the previous day’s run.
We had a brief stop at Loch Kirkaig to admire the view and stretch the legs. An Aston Martin coming the other way stopped and I had a chat with the occupants comparing notes as they were driving the NC500 in the anti-clockwise direction. ​
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A nice way to travel on the NC500, if you can afford it!
On leaving Loch Kirkaig we joined a flock of Scottish sheep who thought Ian’s Granada was one of their flock.
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Our first planned destination was Achmelvich Beach, another visit organised by Gar. This very sandy but small beach must have been wonderful on a hot sunny day but the two young ladies in their bathing suits were turning blue after they had braved the sea water. They suggested that it was a little cool but their changing colour suggested that it was very cold indeed!
We gathered on the beach and Gus brought his drone out to film the message carved into the sand ‘EBMVBB1985 21-9-22 was here’.
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​After some bracing fresh air, we were off again through some more fantastic scenery, both at sea level and in the hills and mountains, on substantial roads and on single track lanes between stone walls. The driving was certainly fun again although it did require a lot of concentration at times.
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The Kylesku Bridge over the connection between Loch a’ Chàirn Bhàin and Loch Gleann Dubh.
Our next stop was alongside the Kylesk Bridge where a break was taken for cake! Gus opened up his trailer and produced the goodies which went down very well!
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Brian enjoys cake from Gus’s trailer.
​Whilst we were enjoying cake Henry managed to get a new driver, although he struggled to reach the pedals with any of his four feet so gave the car back to Gus.
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Anyway, after refreshment alongside the magnificent bridge we hit the road again with just a further 125 miles to go!
As we headed up to Durness, which was about as far North as we could go on the West Coast, before turning East the roads varied from single carriageway with street lighting to narrow single track with passing places. The scenery remained fantastic.  ​
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(Picture 66) The roads in North West Scotland were very good as was the scenery. Sadly, the rain not so good.
​At Durness we took a left turn down a lane to the Balnakeil Craft Village where we had a look around in damp, dull and windy conditions. The Meet and Eat Café served excellent coffee and cakes which many of us enjoyed, taking over much of the café in the process. We also visited a craft shop and the Coco Mountain outlet there as well. Refreshed we returned to the road on our journey across the North of Scotland in an Easterly direction. For most of us the next stop was the Sea View Hotel at John O’Groats.
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At Hope we were, apparently, only 77 miles from John O’Groats
​However, for the last four days Betty had been towing Henry’s trailer because Gus was concerned about a knocking noise which was believed to be coming from the front UJ on the prop shaft. Gus had put an appeal out on the Group Facebook area for assistance and Vincent from Turso responded offering garage accommodation and he even obtained an UJ for the job. The plan was for Henry and his trailer to be left with Vincent overnight with Gar bringing Gus on to the hotel. The following morning Gar would take Gus back to sort Henry out. Thus Gus and Gar ventured into Thurso whilst the rest of us headed on to the Seaview Hotel in the rain.
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If we were at sea level or up in the mountains the scenery was so different to that seen in England.
​On our left, to the North, suddenly looming out of the gloom was a large spherical building with many other buildings around it. Of course, this was the former Dounreay Nuclear Power Station. The plant was opened in 1955 and three reactors – the Dounreay fast reactor, prototype fast reactor and the Dounreay materials test reactor – were built over the next 20 years. It was fully shut down in 1994, but a massive and complex clean-up operation remains ongoing.
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​We all safely arrived at the Seaview Hotel in torrential rain, most of us being soaked as we took our cases into the hotel to check in, Gar and Gus catching up with us a little later. Some of the team took a walk down to the Visitor Centre, in the dark, to see the John O’Groats sign post there. On their return we all congregated at a large table that had been reserved for us in the restaurant, a similar sized group of cyclists occupying another large table. The beer and food were good as well as the excellent company.
After somewhere in the region of 185 miles during the day it is probably fair to say that a good night’s sleep was had by all!
To be continued ...
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GRAND TOUR OF THE SCOTTISH COAST NC500. PART 5

25/11/2022

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By Anthony Osborne.
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Tuesday 20th To The Arch Inn on the banks of Lock Broom at Ullapool.
Again, we had a heartly Scottish breakfast, or at least those who wanted one did and others were more sensible and had a rest having something lighter. Many of us were overeating and suffering from all of the food proffered to us. The pounds were starting to increase our waist lines. Had we gone for two weeks many of us would have joined the ranks of the group’s fat blokes by the end of the holiday!
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Over the bridge from Skye
Having left Skye over the bridge to the mainland our first call, to satisfy the wishes of Fat Controller, Gar, was to Eilean Donan Castle on its own island in Loch Duich.  ​
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Eilean Donan Castle.
There has been a castle on this small island since the 13th Century and since then it has been rebuilt 4 times. Whilst its full involvement with the Jacobean rebellion in 1715 is not known. In 1719 the castle, occupied by 46 Spanish soldiers, who supported the Jacobites, was bombarded by three heavily armed Royal Navy Frigates for three days. English soldiers were sent ashore and captured the castle. In the magazine they discovered 343 barrels of gunpowder which they used to destroy the remains of the castle rendering it uninhabitable for almost 200 years. In 1911 the ruins were bought by John and Isabella MacRae who spent 20 years restoring the ruins to their current condition. It has been used in films including Highlander (1986), Loch Ness (1996), Entrapment (1999) and James Bond - The World is Not Enough (1999). Ian and Gar endeavoured to recreate a scene from the film Highlander on the bridge to the castle. One has to admit that they would not get an Oscar for their performance, you will have to see the YouTube video of Day 5 to see the performance! There is a link to the video at the end of this blog.
As we departed from the Castle we started to see more and more rugged countryside passing by lochs and mountains. Some stretches of road had covers built over them, a bit like tunnels, to stop rockfalls and avalanches, particularly in winter, blocking the road. We passed through small communities, some even having petrol pumps with E5 fuel, which we obviously had to visit on occasion!
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Henry follows his trailer behind Betty past the rockfall defences and towards the artificial tunnels
We soon arrived at the start of the Applecross Pass where the roads became narrower and narrower with regular passing places. Traffic was light and most of the drivers we came across were polite and courteous. It was good to see quite a few motorcyclists out and about. When they came up behind it was easy pull into a passing place to let them by.
After filling Bill, the black MGB GT, with fresh E5 we caught up with the rest of the convoy parked by a cattle grid only to find that Betty the trans Mondeo was without driver. Gar soon appeared from some bushes muttering about too many tins of Tango, and we were off again.
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Climbing towards the summit.
As we climbed towards the 2,053 ft view point up gradients sometimes achieving 1:5 the temperatures of the car cooling systems were also climbing. We were going up the side of a valley with near vertical drops on one side of the road.  

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Not quite at the top but Ardarroch, the other side of Loch Kishorn, is a very long way down!
Passing places were visited often to allow traffic coming in the other direction to pass. Near the top of the pass we encountered a series of hairpin bends and then the road levelled out with a car parking area at the highest point of the road, the Bealach Na Ba (Pass of the Cattle) view point.  ​
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Magnificent views and people in ‘T’ Shirts in the cold wind at the viewpoint.
It was a little cool outside the cars but some brave souls braved it in their ‘T’ Shirts! It was a magnificent view point but lacked any amenities, just a level area with a Triangulation Point at one edge.  ​
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We moved on and enjoyed the sweeping road down to sea level at the small village of Applecross. Our leader set off southwards out of the village but then decided that we should be going north! We all did an about turn, avoiding traffic which was surprisingly heavy all of a sudden for a village in the middle of nowhere. On the way back a car park was spotted with a brick building in it. I think most of us explored the interior of the building and were much relieved for finding it!
Having lightened the load, we proceeded northwards out of Applecross and on across country to Ullapool. We still had almost 120 miles to drive before arriving at our next hotel, the Arch Inn. The total day’s route was 172 miles.
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The Arch Inn on the Ullapool sea front.
We arrived at the Arch Inn, eventually, and checked in, each being allocated a room. Guess what? Yes Brian was on the upper floor again although he did decline a change to the ground floor. We had booked tables in the restaurant and met there occupying two tables. Sadly, as I don’t eat fish, the mainly fish-based menu was not too exciting for me. The only meat I could find, without having to suffer fish with it, was a steak burger. I have to admit that this was the least enjoyable meal I had during the tour.
To be continued ...
You Tube video day 5.
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