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"Sixty
years in the family" by Doug Castle
It is easy enough to
buy a ‘Seven’ but so often there is little, or no, history
with it, nor any record of work done.Any ‘Seven’ with
a known history over a long period is comparatively rare, and
one with complete provenance is exceptional; having one handed
down in the family is also unusual.
I am often greeted at shows with 'My grandfather had one of these.'
I can respond 'So did mine, and I am driving it', because sixty
years ago, in September 1947, my maternal grandfather took me
with him when he went to buy the car. I have the original handwritten
receipt showing that he paid £280 for a second-hand Austin
that had cost £138 when new in May 1938; the higher price
being due to the shortage of cars after WWII. I also have his
first cover note, the 1947 tax disc and the second buff registration
book issued as the first had been retained. My ‘Big Seven
Forlite’ will be
70 yrs old next May and is the youngest car in the club, having
a later chassis/engine number than Trevor Sharp’s ‘Sixlite’.
Grandfather was one of very few men who, in that era, needed a
car for his work and used it six days a week around south London
and Surrey, often taking me with him for a day out during school
holidays. I had to sit on a cushion in the front passenger seat,
reaching forward to hold the glove compartment with my left hand
so that he could see that I was not likely to pull the door chain
to
open the door, and so would not fall out.
My grandmother was from Mawgan-in-Meneage, so for many years,
as with their previous cars in pre-war years, they travelled from
Bexleyheath, Kent to Helston to visit her family. Always leaving
home about 4.00 am the journey was across south London to stop
near Guildford for breakfast, then via Basingstoke and the A30
to stop at Shaftesbury for lunch, on to Okehampton to stop for
tea, arriving at The Angel Hotel, Helston about 10.00 pm. It was
a journey of about 335 miles taking 18 hours, the first 50 miles
in 2½ hours, then three 90 to 95 mile stints each of 3½
to 4 hours. Stops for up to 1½ hours were necessary, not
only for driver and passenger comfort, but to allow the engine
to cool, then check the engine oil and water, and refuel. Overall,
he probably achieved an average speed of about 25 mph. They returned
home a week later as men only had two weeks annual holiday at
that time, and they would also travel to Staffordshire along the
old A5 to visit grandfather’s
family for a week.
That was motoring in the 1950's and earlier, no motorways to speed
along, just a long tiring, arduous, uncomfortable, seemingly endless,
journey which many families endured in similar overloaded, and
cramped, cars travelling to the west country for their summer
holiday. It was gratifying to get a salute from the AA or RAC
motor-cycle patrolman, and on you went. If you broke down other
motorists stopped to help, no mobile phones only the distant AA
or RAC telephone box to walk to, but you got to your destination!
My mother used
the car from 1955 until 1971, and from 1979 it was stored, and
deteriorated, until restoration work to the bodywork, engine and
upholstery in 2002/3. Not having the skills I had the restoration
done professionally, keeping it to the original specifications
as far as possible, even restoring the coachline.
Having met the costs of restoration it was essential to use the
car, and although Tony Barfield of CVVS had been my first contact
with A7’s in Cornwall I wasn’t too keen on the wide
interests, and few A7s, of that club. The week before the car
was due back on the road, Janet came home from work with several
pages listing ‘Austin Seven’ sites after a search on
the internet. One was a contact for CA7C which seemed ideal and
so an e-mail to ‘Jarmins’, with a mention that as we
would be on the GWR Helston – Lizard Run the next week that
would be an opportunity to find out about this club and its activities.
No sooner had we parked than Andrew was standing in front of us
and speaking to Janet, whilst I chatted to a friend parked alongside.
With a ‘New member’s’ package in hand we got to
the Lizard, only to be talking to Andrew once more, and already
being introduced to a few others who spoke highly of the club.
At 4pm Andrew was back yet again; were we going to join? Janet
produced the £20 from her purse and we had signed up. On
the way home the ignition light stayed on; I couldn’t find
out why so by the ednesday I was on the phone to Andrew to seek
help. The next day I was at HPF with the regulator dismantled
and gizmo’s attached, something was done and it worked as
it should. That was my ‘second breakdown’ in the week
since being on the road, but at least I now had a contact for
help, and already had had full value for the year’s subscription!
Whilst I am pleased to be driving my grandfather’s car, it
does have its downsides. The ‘Big Seven’ is a heavy
car, about 730kg (over 15cwt), with difficult steering and requires
a lot of push on the pedals, which is not good for arthritic joints.
Hence we cannot consider any long runs up country and club holidays.
On club runs we do not like speeding along the narrow lanes to
keep up in convoys; Janet is uneasy with no seatbelt and the uncomfortable
seat, feeling better with a route sheet and so
having something to do as we go along. But then we have the pleasure
of meeting, and being mongst, a great group of like minded folk.
That is the benefit of a one-make club, the shared knowledge,
practical help and friendship.
‘Big Seven’ spares are not so easy to obtain although
Robin Taylor, Austin Big Seven Register, does source and supply
the most needed parts. I can manage the regular servicing and
a few minor jobs but being a mechanical no-know and without the
tools, equipment and skills, as well as lacking hand strength
and grip to use them, I have relied on Andrew, and occasionally
others, to keep the car going so I have made countless trips to
HPF and even had to get home help. I am totally grateful for Andrew’s
willing help and expertise for otherwise my ‘Seven’
would again be locked away unused. My input to CA7C is very small
compared to his.
Even though
I have many documents and original items with the car, I do not
have any photographs of my grandparents or my mother with it.
I have a lot of sentiment and nostalgia for it and shall keep
it and drive it for as long as I can. Perhaps our grandson will
be interested and inherit it; he already enjoys occasional outings
in what was his great-great grandfather’s car. The 'Big Seven'
was the last of the 'Sevens' produced and about 8000 of the 2-door
model were built at Longbridge between March 1938 and January
1939, of which 128 are known to survive.
© D A Castle, Cornwall Austin Seven Club, 2007.
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