Club History 1980 to 1984
The Crier's new editor, Jack Bauer, in his first issue, reintroduced using Q & A
interviews with chapter members, or people of interest to members. Craig
Sherwood was the first to be featured, and be supplied a review, for recent
members, of the beginning of the Ohio Chapter. Craig also responded tr
questions on his first TC, bought following his sophomore year at Miami, his
break from teaching industrial arts, and the decision to expand his carpentry side
work into a full-time shop.
An editorial by Jack had been inspired by a photo of an impromptu hill climb that
tested the mettle of the participating cars. Considering their performance, Jack
There is a lesson to this photo and it is something to remember in these
days of escalating car prices and the attraction that holds for dre
'investor.' These cars are not not museum pieces. They do not
disintegrate when in competition, on a long tout, or on a quick trip
through the countryside. Jack's reminder was that participating in local
sports car club events was more than enjoyable, it was important to the
authentic 'maintenance of the breed.'
Dave Zyp had joined in Editor Bauer's pledge to broaden the scope d
notification of MG activities. Dave had compiled an April to October events
column listing 15 events nationwide, from Daytona to Lake Tahoe and Nashville
to Peterborough, Ontario. [r Ohio there were ralleys in Cincinnati and
Cleveland, a covered bridge tour near Lancaster, area events in Cincinnati,
Cleveland, Coshocton and Ohio GOFs in Ashland and Piqua.
Dan Glow in his technical column reported on the growing popularity of the
mid-winter tech sessions that had begun in 1974 with a Saturday-only event. 'At
11 a.m. we started to tear down and rebuild a TD-TF transmission. I knew then,
based on the response that we had started something worth continuing. Many
inquiries followed as many of you picked up on doing it yourself." Dan listed the
tech topics for the past seven years and those who gave the demonstrations,
concluding with plaudits for the 1980 session's main feature on coachwork and
bodywork. 'The learning experiences made available by people like Fred and
Craig are absolutely invaluable, besides being free. I'm sure there are few, if any,
organizations today, either professional or amateur, that are presenting seminars
such as our at any price!"
Signs of the time appeared in the "spares Column." Homer Ward listed a'47 TC,
90 percent complete, for best offer over $4,000, and Ed Bowman listed his 1937
VA Tourer (4seat convertible) in "fantastic condition," including leather side
curtains, for $10,000.
The June Crier brought an account of the impromptu hill climb that topped off dre
tour of five cars from Cincinnati to Edinboro the previous fall. Dave Jackman
wrote of a trip begun in rain, the inevitable en route mechanical problems - a
leak over a wind screen for Dutch Lange, no electricity for Dave Zyp, fog and the
death of a battery for J.R. Brehm. The hill climb, inspired by a black cinder road
winding up two miles on Tunnel Hill in Jefferson County, was run by Dutch and
Dave Jackman and Zyp, withZyp having the record time. Jackman wrote,
"Needless to say, it was quite a sight to see the funny little cars throwing cinders
as they climbed the hill at speed."
The Dan Glow technical column for the issue was on Potential Internal
Coolant/Oil Mixing at Rocker Shaft Oil Feed. A Bauer editorial offered a
"reasonable proposition" that rationality and moderation did not exist when
attending the rollicking Rites of Spring weekend put on by the Mid-Tennessee
By September, Crier readers had a Jim Yaussy report of the June trip of 10 Ohio
Chapter members to England for the Silverstone Tour. On their second day, a
Saturday, they had seen 11 short races. 'MG's of all ages raced, from early thirties
M and ] models up to late model MGB V-8s. It was amazing to us to see these T
series and other vintage MG's being raced to their absolute limits." The following
day at Silverstone was Concours day with "so many interesting MG models that
it would have been difficult to choose a best of show." There was a Thursday
tour of the MG factory in Abingdon with a walk along the assembly line to talk
with the workers, then making the last MGBs, and lunch at the Magic Midget
Pub. In between MG events there was time to explore London and, on the last
evening, an Elizabethan dinner at the Beefeater Pub. '
A report on the June Ashland GOF congratulated Tom Metcalf for
"singlehandedly organizing a fine meet" for 38 MGs, 33 of themT cars. The
results of the rallye "were very dose and ultimately decided by some impossible
tie breakers which left Dick and Phyllis Hall with the only perfect score."
In the technical column came a view of the future. Dan and Rita Glow had taken
a7,085 mile B.M.W. motorcycle trip to Victoria, British Columbia, and Dan
reported their experiences in the Midwest with "leaded" fuel having a maximum
of only &5 octane. "The moral of the story is," Dan concluded, "high octane with
lead is a thing of the past. Before the whole 'fuel thing' is sorted out, octane
numbers will probably fall to about 80." In light of this future, Dan
recommended "not milling any real amount off your cylinder head to get more
horsepower, and to "thoroughly polish the complete combustion chamber and
exhaust valve, and/or have the exhaust valve stellite welded if a supercharger is
The December Crier beg* with a Q & A story with Jack Breen who provided
some memorable quotes. "The first time I saw a T-car it was in front of a saloon,
a TC. I was still in school. I thought,'Oh boy this is it.'...and just climbed in the
guy's car and sat there and cherished it." Other selected comments by Jack:
"there weren't really that many sports cars in a range that anybody could
afford....That's the advantage of the MG, it was very inexpensive...like an MG
was $2000 and maybe a Triumph in those days was $2,500 [and] in those days
$500 was a chunk of money...The people who bought them really felt that were
doing something pretty neat... everybody waved then. It was ridiculous, but it
was fun....I suppose we felt that we had superior taste. We laughed at Detroit
iron although they were comfortable and we envied their dependability.
"In some sense we thought of them as funny cars. You had to have some sense d
humor....I remember people pulling up along side of me, Do you want to drag
me?' Sports cars were rare enough that...they thought you had a race car.
Another part of the myth was only wealthy people could afford them....A
clapped-out, beat up, old TC meant wealthy eccentric." hr response to a question
on whether Jack would restore his car, he answered "Absolutely not. There are
things that need fixing...and it needs paint, but I don't like the restored look. I
think it looks better when you can see it has been driven."
A short Associated Press story, headlined "Finally!" and datelined Abingdon
England, was reprinted in the December issue.
'The last MG rolled off the assembly line and into a museum Friday,
giving the aerodynamic little sports car an instant touch of the classic
status enjoyed by its square-grilled predecessors. The MG, long a favorite
of car buffs on each side of the Atlantic, folded after years of financial
losses despite rescue efforts. Workers picked up their last pay checks at
British Leyland factory at Abingdon near Oxford, where 1,155,032 MGs
have been made since 1929. After efforts to save the factory and the jobs
of its 800 workers, including a bid three months ago by an Aston-Martin
led consortium, government-owned British Layland shut the plant, saying
it was losing $48 million a year....British Leyland has promised spare
parts will be available for at least 10 years."
].R. Brehm offered "Membership Observations" gleaned from the 1980 Ohio
Chapter Directory. There were 158 members who listed a total of 228 MGs.
Among the T series there were 45 TCs,109 TDs included six TD Mk IIs, and 43
TFs. There also were 4 PBs,s TAs, 7 MGAs, and two VAs and Amold Coupes.
AIso listed was one each of the J1, N4 TB, SA, Yf, YB, MG Lester and Cooper
The fall gathering in Piqua was, to no one's surprise, well organized and
executed by Dutch and Niki Lang and J.R. and Gertrude Brehm. The rallye
competition's first prize went to Susan ]Jackman and her father Dave.
Birdie Nichols was the subject of the March 1981 Q & A story of her love affair
with MGs. It had begun in 1959 when husband Jay bought her her first car, a
cherry red Sprite. The couple quickly moved into the area of competition with
Jay getting certified for scoring and timing school at Watkins Glen. There was
then three years of racing and volunteer registration work that began with the
very first races sponsored by the MG Car Club and SCCA at Mid-Ohio. Birdie
was a driver in her own right and remembered winning a trophy in competition
with another woman who was a national race driver. Birdie had won by four
Jack Bauer, Dave Bunse and Paul Johnson had attended the February NEMGTR
at Mt Holyoke and Jack and Meier were unanimously "awarded the opportunity
to host the Fall Register gathering at Kings Island in 1984." The Bauers were also
the recipients of the Gardner Mulvaney Trophy for the Lord Nuffuld Crier. the
meeting also brought the resignation of several of the top officers of NEMGTR,
including Dick Knudson as Register chairman and as editor of TSO. The
upheaval, Bauer reported, was unfortunate but "all these positions involve hard
work and lots of time and it is unreasonable to expect people to give all of the
time, spare and otherwise, to a volunteer club year after year."
The Crier ran a registration form for the July Ohio GOF Mark XXIII at Oglebay in
Wheeling July 17-19 and an events calendar listed 32 events between March 20
and October ll, including the Oglebay GOF and an Ohio fall GOF at Mohican
State Park. Dan Glow in his tech column focused on trouble shooting the
By June, a Q & A feature was on Jack and Maxine Smittle, charter and active
members of the Ohio Chapter, who also had initiated the mid-summer Central
Ohio MG picnics. They also reported on the Columbus area British Car Club
Counsel that included clubs of different English marques, such as the Jaguar and
Austin Healy Clubs, and a cooperative show once are year. Jack further
announced the 5th Annual August Picnic for Central Ohio MG-T Owners, to be
joined by the area MG-A owners.
There was also a report on the first Bluegrass Bash in Lexington, Kentucky held
in early June. It had been a weekend arranged around "those things for which
Kentucky is famous - horses and spirits - and entertained about 100
enthusiasts in a style which appears wherever MGs gather but was truly
mastered in Lexington." The Kentucky hosts also managed a tour of Spendthrift
Farm "which included standing within arms reach of some of the most expensive
and famous race horses in the world, including Affirmed, Nashua and Seattle
In the September issue, the Crier featured an article reprinted from the Columbus
Dispatch in which reporter Robin Yokum interviewed Dave Jackman. The
reported set up the rest of the article with the lead: 'To say Dave Jackman has an
obsession with cars may be an understatement. To say he 'likes MGs' would be
absurd." The article reported a collection of 19 cars, including every model of MG
made since the 1950s, plus a Model T, a 1924 Ford touring car, and a pair d
vintage Dodges. "What makes the collection even more unusual is that Jackman
rebuilt all his MGs from the remains of what he calls basket cases.' Taking c
long as two years and thousands of dollars on each model, he rebuilds them
from the ground up." Jackman, an attorney, explained "That's my relaxation."
The issue's tech column was a reprint from the newsletter of the Oakland,
California-based Sorry Safari Touring Society, a Chapter of the NEMGTR. The
column covered Vehicle Wiring complete with directions, Starting System Quick
Checks and a chart of Tests for the Voltmeter Connections.
The year wound down with a December issue devoted mostly to a Q & A with
Dave Zyp on a July trip with Bill Forbess to the GOF-West in Spokane, Wash.
Despite advance AAA routings, plans changed by Indianapolis; they would
detour to Colorado Springs and climb Pikes Peak. They arrived late morning
ready to go only to be barred because of "catastrophic conditions." This, they
later learned, meant there was ice and snow and 34 degrees.
Describing the climb, Dave reported "It was slow fun. We did not play Pikes
Peak Hill Climb. We never overheated, we did not experience any vapor lock,
the car ran perfectly all the way." Being one of the first cars to reach the top,
Dave said, paid off because the up bound lane deteriorated with traffic. Passing
upbound cars thoroughly muddied the TD, which Dave "considered a badge of
something, so, I refused to wash my car." Next was a stop at Yellowstone for a
raft trip on the Snake River. Once at the GOB his dirty car earned him a display
slot next to "the infamous dirty Sally from the west coast " (who/whatever that
was). The Spokane hosts had put on "a super, super meet " and Dave and Bill
took the distance award.
Pat and Victoria Zyp and Jackie Forbess flew out for the GOF and after some
vacationing, all flew home, except Dave. Driving back by himself "definitely left
me with feelings of adventure and there were times when I felt quite alone,
particularly coming across Nevada and Wyoming where the off ramp goes 50
yards and then disappears into a field." Was there a feeling of accomplishment?
"Most definitely. My car performed well, I didn't get as tired as I had expected
and I genuinely enjoyed myself. The experiences - such as coming through a
draw out of Salt Lake City and having my car slow down because the wind was
blowing too hard, just like a big venturi -were something to remember." But
the high point of the trip had been "climbing Pikes Peak."
The December Crier listed two new officers, Phyllis Hall and Tom Baumgarbrer:
other officers were unchanged.
Chairman - Paul Johnson
Membership -David Bly
Regalia -Tom Baumgardner
Editor - Jack Bauer
Spares -Larry Wilson
Secretary - Phyllis Hall
Treasurer - Rita Glow
Technical - Dan Glow
Publicity - Dave Zyp
A few announcements were added, a tech column titled Centre Lock Knock Off
Wheel Maintenance, and the names of 14new member couples.
Crier editor Bauer began the March issue, the first of the year, with the
observation that "The more I see of Register people, the more apparent is the
diversity in our ranks. That diversity is, however, a function of something
shared by the vast majority - an absence of passivity. We do things." This
launched an atypical Q & A feature with Scott and Elaine Rasey who while
restoring their TD had also restored their residence, a farm house nearly 170
years old. The house was apparently a far more interesting project than the TD,
which was barely mentioned.
The enthusiasm of those attending the winter Tech Session had been "what
makes it all worthwhile," Dan Glow wrote in his tech column, but he gave no
mention to the topic. Will and Jeri Kennard had handled the arrangements for
the session and Natter'N Noggin. Dan limited his advice in the column of
recommendations on the T Series Handbook by Dick Knudson and Chip Old, a
"truly excellent publication." Dick had composed "a terrific T-Series history,
documented with sales brochures, and invaluable for the true enthusiast." Chip's
tech articles, reproduced from TSO were a "down to earth presentation d
technical material, the content of which is not found elsewhere, is easy to
understand, very accurate and of genuine value."
Dan also gave "the very highest marks for quality" to Rhode Island Wiring
Service in Kingston, R.I.. The people make the finest cloth bound wiring
harnesses that Ive ever seen. They provide tags on the ends of the wires giving
their exact location. This makes wiring a T-series a breeze for anyone. They even
tin the ends of all the wires."
Chapter chairman Paul Johnson wrote of the Natter'N Noggin as one of the best
ever, with 62 at the banquet, including so many new faces he didn't get to speak
to them all. He had attended the national natter at Sturbridge, Mass. and
reported, happily, that Dick Knudson had been convinced to stay as number one
by promising that many of the more routine and time consuming functions of the
job be assigned to an as yet unnamed general secretary. Dick would also stay on
as editor of The Sacred Octagon.
At Sturbridge, Paul had also been challenged by Michigan Chapter members
who "have regrouped and informed me they are going to take back the
Ohio-Michigan Beaulieu Cup and at the same time take back from Ontario the
national Beaulieu Cup." Competition had lapsed the year before but "the
challenge has been made." Those driving to GOF MK XXXIV at North Conway,
N.H. were urged to keep keep track of their mileage. "The usual rules apply. Two
or more cars must travel together from a common starting point." Paul
concluded with a special note. 'I heard that the reason they drink warm beer in
England is because they use LUCAS refrigerators."
For the June, 1982 Crier, Editor Bauer returned to his Q & A format with an
interview with Dick and Phyllis Hall, beginning with the national prizes they
collected in the national big bore drag racing scene prior to their interest in MGs.
Dick had started in drag racing, began racing a '6.3 Steel car-after driving it
140,000 miles on the street, and moved on to the Hemi car, a factory built 1965
426 Plymouth, built --only 100 of them-- and sold for racing only. It was fast,
"134 MPH in 10.2 seconds in a quarter mile. That is Pretty fast. Count to 10
seconds and that is a quarter mile from a standing start."
The move from big bore racing to "obsolete short track club racers" came when
Dick "could not keep up timewise. The kids were getting bigger and I could not
keep the maintenance up om the car. I couldn't keep up all the weekends."
The move to MGs came when Dick "just stumbled on the TD....If you appreciate
cars, you see a decent car and you appreciate it. I sort of lean toward specialty
products [and] each car was particularly different." He bypassed track racing
because 'how that I have the TD in the shape it is, I really don't want to tear it
up. When I race, I want to be competitive, I mean very competitive." From the
TD Di& next bought an SA, "more of a family car," and he "needed a project "
which took two winters. "When I got it, eight valves needed to be replaced."
Then came an M-type. Phyllis was not left out of the interview: "His race cars
always had really nice work and nice paint jobs. Nobody was allowed to touch
them....I think once you see a pretty TD you get the same value out of it."
Editor Bauer reported seven cars had gone to North Conway and their
aggregate mileage per the Beaulieu Cup rules, was just over 6,000 miles,
sufficient to secure for the Ohio Chapter a victory in the 1982 Ohio-Michigan
Beaulieu Cup competition and the third in a row. There was reference to
Michigan's prior domination of the contest, "second only in sport to the National
League domination of the all star series."
Jack Smittle offered his own challenge a "BRAT" rallye, the reference being to the
Bucyrus Rallye and Tour with the brats to be roasted by "Doc" Yaussy. Dan Glow
in his tech column offered a list of spares he would carry while touring in a
T-series, and why. The list ran to23 items. Under "Spares," Larry Wilson listed a
"1932 MG K-1 Magnette, body wood salvageable, balance OK for patterns," and a
1927 Franklin Series 1LB Victoria Coupe for $13,500. Listed under "New
Members" were the names of 17 individuals or couples.
In the September Crier,1982, came an interview with Howard Goldman, who
had bought Moss Motors from Al Moss five years earlier. Editor Bauer had
interviewed Goldman and his principal competitor, Gerry Goguan, at the
GOF-West in Santa Barbara in August, and promised the Goguan interview in the
next Crier. Excerpted comments by Goldman explain his expansion of the
I have had a T-series since 1949 so it is not new to me." [He had bought it
from Al Moss.] Sometimes in management, after 27 years in one business,
you get stale....The opportunity came along. I knew the potentials as a
businessman. Also, I believe strongly that you can enjoy a business even
more it it can give you back something in return besides money, in this
case, [my] hobby....I have other interests, but at the same time they relate
to hobbies. I fly and collect airplanes, collect antique cars and boats, I
have done some work on all of them. I am building an experimental
But the challenge of Moss was not difficult....It is an extremely vital
company. [Regarding substantial changes at Moss,] We have a lot of good
young men that wanted to grow [so we went into Triumphs, Healys, B's
and A's]. I cannot take credit for that. The men saw the opportunity to
expand....[and] we got into upholstery. [Regarding expanded computer
capacity and an East Coast warehouse], We had to expand to get closer to
our market and we have to respond faster. An MGB might be the only
means of transportation and you're not going to wait 10 days for a part
to come from California. [Acknowledging the motivation behind his
Jaguar dealership was to get the part wire from BL], Seeing the Jaguar
facility and the attitude of their management one cannot help but
become a little excited and realize the potential of the Jaguar to become
the new in-car. Mercedes and BMW will have run their course.
The complete Goldman interview took up half of the September issue, leaving
room for a February 1983 Natter N' Noggin registration form, a tech column Dan
Glow interview with Fred Kuntz on the basics and fine points of painting, plus an
account of the Ohio Chapter GOF XXVI in Bucyrus (the BRAT meet) that drew
121 people and 37 MGs.
The first Crier of 1983 carried the dateline, December 1982/March 1983 and
opened with the promised interview with Gerry Goguan. He was introduced by
Bauer as "having been operating Abingdon Spares for a considerable time,
during most of which he was primarily engaged as a player with the Boston
Symphony Orchestra, selling pistons and spark plugs on the side. However, the
parts business grew and now represents Gerry's principal vocation." Goguan
played trumpet and had been in both the Boston Symphony and the Pops.
I bought a brand new TD in '53. It was, at that time, the most popular
foreign car sold in this country. In my apartment building, a guy in a TD
used to wake me up every morning [driving down]a long driveway and
a dirt road full of bumps....I just could not believe the sound that this guy
was making....One day I talked with him in the yard and right after that I
went to a dealer and tried one and bought it. I got so excited driving it I
wanted to become a dealer....I used to go to Inskip [in New York City] to
talk about cars....So I became a dealer [in 1955]. I picked up a TF 1500, the
first to get one, for a local motor show. The next year I was the first to get
an MGA, again for the February show."
In the late '50s I started buying T-types. We used to have double rehearsal
in a day and I had about three hours to kill [at Foreign Motors in Boston].
While chatting, these cars would be coming in and I started buying them.
Once, there was this one for about $750. He said it needed an engine job.
It was black with red leather, so I bought it, took it home, took the head
off - a blown head gasket. I put a new gasket on and the thing just sung.
Then I started buying these cars, restoring and selling them and soon I
started collecting parts....People who knew I had extra parts would
call....I decided that if there is a demand in it, maybe I should start looking
for parts instead of cars.
One day Foreign Motors called to say [they were dropping parts] and to
come get theirs. It took days to carry this stuff home....Traveling with the
orchestra I was going to dealers combing out their parts. I bought out
Inskip in New York [and] Manhattan Motors in Washington D.C. [when
they moved into Maryland]. There were a lot of new and used parts, but
nice, clean and everything tagged.
I used to spend my four week holiday in England, a knapsack on my
back. I went to Birmingham, highly industrialized.... and realized 'That's
it!' I started walking around and knocking on doors, 'Can you do this?'
'Sure, how many?' What is the price?' Every year I would do that and to
this day I have the same people...I have 186 suppliers. [Regarding
pre-war stock] I have had them for a long time [but] I have mostly
electrical and brakes....I [plan to stay with the T-series.] Ten years ago, my
wife told me the age of restoration of the T-type is over, and this year was
the first that it let up. Is it the times or the economy? Will there be a point
where these cars are all restored? In England I was warned years ago that
I should go into the MGAs.
I have 36 different models of MG. I have some cars that I have had for
years, some running chassis, and enough used parts that I can bring them
back to life and I want to. I bought a building in Vermont [with a
restoration shop in the back] and hope to have my museum there. I have
25 cars that are good enough for a museum. I can put them in without
Goguan had left the orchestra four years before the interview but had taken on
his town's 'big band era group" that performed six times a year to raise money
for music scholarships.
The remainder of the December/March issue had a center section registration for
the July 1983 XXVII summer GOF at Quaker Square in Akron, checks payable to
Dick Hall, and a short story on the meet by the Halls.
In the June 1983 issue Editor Bauer opened with an interview with George and
Doris Dorris, then of Jackson, Texas. They had had "one of the more disastrous
events that can happen in the lives of old car enthusiasts, a garage fire." The
interview reviewed in detail what Bauer had reported briefly in the preceding
"George had parked in his garage a newly acquired TC to occupy the space
beside the green premier TC (the second place premier car at Jekyll Island) and
the Morgan....Apparently, a trickle of gasoline coming from the TC made contact
with a kerosene heater and the resulting explosion and fire wrote off the green
TC, severely damaged the new TC (an original low mileage car), a Morgan and
most of his pars and tools....The house was badly smoke damaged."
In the in-person interview, more damage was reported. Also lost was the hood tr
a TD, though it was parked outside, and fire damage to the front of an MGA'
George was planning to restore "what's left" of the two TCs, a '46 and a'49,but
said only of the Morgan, "it's bad news." The report also gave evidence d
support and sharing of parts from fellow MG owners.
Chairman Johnson urged attendance at the upcoming GOF in Baltimore to retain
the Michigan/Ohio chapter Beaulieu Cup Challenge noting the determination
voiced by the Michigan Chapter to recapture the cup. Dan Glow wrote d
burned valves and Manley Ford contributed a short report on the MS Safety Fast
Championship, a part of the Southern Vintage Racing Association's fall event in
Atlanta. Ohio's only entrant, Tom Scott, had finished second in the street class
race. The events calendar listed 1,0 more events before a fall GOF in Perrysburg.
By September the Crier had a report of the NEMGTR GOF in Baltimore, which
had been attended by 19 families and 12 cars. The Ohio Chapter had won the
Ohio/Michigan Beaulieu Cup for the second consecutive year with 6,489
aggregate miles. And Ohioans took other awards: 1st Vintage - Dick Hall 1st,
Post War Variant - Tom Baumgardner; and Honorable Mention TC - Paul
]Johnson. Ken and Kathy Kubick had come in first in the rallye.
Editor Bauer's report on the mid-July Ohio GOF, number XXVII, was headlined,
"Lordy, Lordy, What a Party!" The meet had been "within the typical framework
of the July GOF, nothing really typical ever happens." ft was host Dick Hall's
birthday, members slept in the a converted grain elevator (the Quaker Square
Hilton), and there had been the surprise appearance of "the dancing girl and her
related equipment-I mean the bells and balloons." Bauer also had attended the
fall NEMGTR in Cooperstown to promote the Register's national meet that the
Bauers would host at King's Island in September. Of interest on his 750 mile run
home was that he had averaged 56.5 mph, "and I never drove faster than 58!"
The Q & A feature for the issue was an interview with Dan Glow. It covered his
partnership in a motorcycle business, his ongoing affair with MGs from age 15,
and numerous trips, including racing with Bob Satava in the latter's car at Lime
Rock. But the essence of the interview was the relationship Dan and Rita had
with other MG owners; the people were of more value than the cars. Excerpted
comments from Dan reflect his fondness for and admiration of MG people.
What really keeps you coming back all the time is the people involved.
The guy who calls you up on the phone and says, 'Hey Dan, I have a
problem with this,' and you say 'Well, I will be over in a little while and
we will see if we can't work it out.' Likewise, if you are in trouble and
you say, 'Hey, how about loaning me a rear end or loaning me an axle,' or
whatever the case may be, the guy comes right over with it. And it isn't
just the par! it's the thought behind it that counts and the fact that he's
doing it for you. I don't think there is another group in the world like
I used to carry the master Register listing of members by zip
codes...because it gave you people by geographical location. In one case
in Alabama...Rita and I rapped on this guy's door and he said 'come right
on in' and we were there until midnight. I think there has got to be some
sort of attraction between a certain type personality, a certain composure,
who tend to get along with each other and who like the cars.
Once I was too late on a hotel reservation so we spent the night with
Birdie and Fay Nickols in their room. It's the kind of thing tr
do....Somebody in the Register comes up to your place and knocks on
your door and you say, 'Yeah,sure come on in. Have a beer. Have coffee.
You want to stay over night? We have a room. Here's the key to the joint.'
That is the fellowship of the club.
Of the future, Dan said he expected to see more professional restorations, though
his pleasure came from doing his own work, as did "most of the hard core of the
Register." Looking at the Register membership, the recent growth had been
"phenomenal" with a current membership of six or seven thousand. Other MG
groups in the west were having the same growth. "So the question becomes, do
we reach a plateau and fractionalize, or does it keep going? I think we will see a
lot more local chapters." He thought there would be some segments such as
racing, which was getting more popular with "more guys in the competition end
of it." And he thought "the trend of the show car is diminishing. People are
driving them more now because they were restored more mechanically sound
The December Crier 1983 brought a report by Walt Foster who with his wife,
Rhea Mae, concluded a tour through England with a visit to "the MG Holyland,
Abingdon." There was a report titled "Toledo Was Terrific" with plaudits to Bob
and Christie Bellaire, chairs of the Ohio fall GOF. And there was on "Open
insurance Letter" from Will Kennard, CPCU, discussing the policies members
had on their T-cars. The focus was on homeowners policies and auto coverage,
and the basic coverage he recommended. It was an example of what Dan Glow
had spoken of, members helping members. Dan's tech column spoke to "quality
driving techniques that would increase the life of any and all components in
There were two Crier issues for 1984, the consequence, undoubtedly, of the editor
Jack Bauer's responsibility, with Meier, for the upcoming NEMGTR GOF at
Kings Island September 20-23. The June issue stories explained the many events
and were impressive as an indication of the work the Bauers and others had put
into the national gathering. Addie Johnson would be responsible for registration
and the hospitality room Al Moss would oversee an event called "The Wizard
Mechanic's Contest " and there would be the traditional art display where
balloting would judge photographs, models and are and crafts. Special events
would include "The Great Steamboat Adventure," a "Valley Vineyards Steak Fry"
and a trip to the Cincinnati Zoo. And there would be technical seminars
organized by Dan Glow and offered by him, Craig Seabrook, Al Moss and Fred
To get members out of their cars there would be 'The Great Volleyball
Challenge," and to get them back in there would be a funkhana. The schedule
included a "Meet the Board" reception, a "First Timers Car Display," and a dinner
at the National College Football Foundation's Hall of Fame. A rally was planned,
with an explanation of the spelling - without a final "e".
Normally Register rallys are designated by that word spelled in the
British fashion, with the final "e". Not so in this instance, and for a very
good reason. British rallyes are direct descendants of the Mille Miglia and
Ulster Trials - at which MGs established their racing heritage - but
which are essentially open end road races on public streets. The object is
to cover the course according to the route instructions in the shortest
possible time. They are most closely related in this country to the SCCA
Ito Rally series, i.e. staged events for which the insurance and equipment
destruction costs are not comprehensible to people of ordinary means.
To avoid the astronomical cost and to permit larger participatory the
sports car dubs formed when the T-Series cars were new created a new
form of precision driving event called the Time-Speed-Distance $SD)
Rally. Therefore, this type of contest is really more appropriate for the
T-cars than 'Rallye' and it is of this type that our rally has been
constructed. The event...will lead you through the neighboring
countryside a distance of about 30 miles. If you are unfamiliar with this
sort of competition, fear not. This is a short, low speed event in which
there are no course-following problems (traps)....The unequipped and
inexperienced may be reassured to know that this writer and spouse have
competed in and won rallys of this type with no working odometer in the
TD. But,win or not, they have always been enjoyable.
Paul ]Johnson was to be the rally master and the Miami Valley Sports Car Club
(formed in 1955by MG owners) would provide the control workers and time
equipment. On Saturday evening, a traditional final event was scheduled -
cocktail party,dinner and silent auction, and the after-banquet announcement d
"award winners." jack ended the issue saying "Meier and I see this gathering as
having a party for our friends. It is a large party. We hope to entertain you as a
guest. And to part as friends."
The next Crier issue was dated December and brought some new contributors to
the publication. It opened with a Tom Metcalf brief travelog of his and Diane's
four-day trip to the NEMGTR Register 20th Anniversary GOF at North Conway,
N.H. July 4-8. They did not drive an MG, but Diane's new Jetta GLI. "Everytime
we saw an MG of any sort we wished we had driven one -as we were cruising
along 65-70 mph and listening to the Beatles in air conditioned comfort." But a
Tom analogy on the sunny-bright to wet and dreary weather was pure MG: "It
was like the difference between the outside and inside of a freshly plated TC
radiator shell." The GOF offered "goodies from England" sold by John Marks d
Vintage Restorations and Barry Walker and more MG wares peddled by Dave
Zyp. A Friday night steak fry was capped with Dick Knudsen's "famous Trust
The NEMGTR directors, Tom reported, had "added class to the 20th Anniversary
banquet by donning black tuxes." But the real class, Tom wrote, was the business
side of the evening "when the Ohio Chapter stood tall. Of the 98 MGs displayed,
Ohio Chapter cars totaled the most miles to snare the coveted Beaulieu Cup."
George and Doris Dorris were there in their black TC, "one of those that got
fried" in their 1983 fire, and they took the distance award for 1,550 miles from
their new residence in Jackson, Tenn. And the 'biggie, the award for premier
class," went to Dick and Phyllis Hall for "their perfect SA." A note on the trip
home was that "Fred Kuntz and Bob Satava did the Mt Washington hill climb in
their slick twin BRG TCs, two former premier winners."
Sharon Hasek reported on the mid-July meet at Denison University in Granville
hosted by Dave and Nancy Gaston. Twenty-five T-cars were there plus two Bs
and 3 As and "some newcomers." Back were George and Doris Dorris, who won
the Distance Award for 2,719 miles. The funkhana was won by Dick Hall, and
the photo contest, for the second season, went to Jack and Eileen Hall. A new
award that year, The Crushed Car Award, "went unfortunately to Josh
Jm Yaussy contributed a report about a reliability run around Iake Michigan as
a navigator for Paul |Johnson The event had been organized by the Chicago MG
group and was run on a handicap basis, like the marathons of the early seventies.
The run began in Libertyville, Ill. and went counter-clockwise around the lake to
end in Milwaukee for the GOF Central. With temperatures in the forties, Jim
subscribed to 'Jack Breen's theory that the amount of fun at an MG meet is
directly proportional to how miserable you are." After 14 hours and 41 minutes
and 84O miles, they were the third car in. Eight of the nine starters finished.
Paul's TC had run perfectly the whole time.
The chairman's column was by Will Kennard, successor to Paul Johnson, who
had led the chapter for six years. Will reported that under Paul "our
memberships, treasury and spirit were the strongest they have ever been." Paul's
"crowning glory' came at Kings Island when he was presented the Founders
Award by the New England MGT Register. This is not an annual award; it is
given sparingly to persons who have contributed a great deal to the furtherance
of the MGT on a national as well as local level." There followed a notice, with
names, of 48 new members.
New officers for 1985 had been elected and were reported.
Chairman -Will Kennard
Publicity - Dale Schuster
Spares -Dave Zyp
Editor - Jack Bauer
Secretary - Rita Glow
Technical - Dan Glow
At Large - Paul Johnson