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ONE OF A KIND, HAND BUILT TETHER CAR.

This is a new car. Not a replica, but rather a representation—a representation of what in my opinion was the GOLDEN AGE OF TETHER CARS—the 1930s and 40s when the cars were still intended to resemble full sized race cars of the day, as well as being speed competitive.

Other than manufactured items such as the engine and gearbox, this car is hand built utilizing only a drill-press and hand tools. The body is hand formed of .065, 3003 aluminium, torch welded. The frame is built up of 6061 corrosion resistant aluminium. The closed fuel system is patterned after the Dooling F design. The front suspension is adjustable tension, rubber mounted.

The car is powered by a Hornet engine, the first purpose-built complete racing engine designed specifically for tether cars. The Hornet probably holds more local and national tether car records than any other engine despite being superseded eventually by more powerful designs.

This is a running car, restricted however by tyres considered unsafe to run over 60 MPH. One tyre was ruined in testing and replaced.

The exhaust pipe is steel with triple chrome plating. The car is finished with automotive urethane paint, colour sanded and buffed. The engine is a Woody Bartelt Hornet replica, a beautiful engine with casting quality superior to the original. Never run prior to testing in this car. The gearbox is a Gary Barns unit.

The flywheel is brass with a steel drive insert. It was farmed out to a machinist, but designed specifically for this car. This is, however, a hand built car and nothing is perfect.  THERE’S ONLY ONE OF THESE

Don Dickinson July 2015


The Cruickshank Designed MG Magic Midget

Building A Pioneer

As outlined on the History page, there was no commercial activity involved with tether cars in the UK until after the end of the Second War, although there were published designs. The only way to realise these though was to make all the parts yourself. Having recreated several commercial cars using original parts I decided to have a go at one of the original seven ‘Pioneer’ cars from the Drysdale Press plans. The decision on which model to chose was made when Peter Hill of the Retro Racing Club found me an original plan for the Cruickshank MG.

The model was based on a full sized racing car, the MG Magic Midget, EX 127. There is a deal of confusion over the MG record-breaking cars however. There were two quite distinct cars built and developed from 1930 onward. The more famous was the streamlined record breaker EX 135, which was based on the 6 cylinder Magnette chassis and is closely associated with Goldie Gardner. This was the car modelled and raced so successfully by Jack and Lucy Gascoigne and Ian Moore. The other car used the smaller 4 cylinder Midget chassis as a base and was originally built in 1931 to be raced by George Eyston. It was the smaller car that Cruickshank’s design was to represent.

The design as originally published bears only a passing resemblance to the prototype, which was a very small car with a simple, almost slab sided body.

Cruickshank specified a much more streamlined and less angular shape, more reminiscent of the large Brooklands cars. It gave the model the proportions of a much larger prototype.

Armed with the plan, a supply of 9mm plywood and a band saw, the chassis was no problem at all but there it sat on the shelf to taunt me for several months.  Every time I looked at the chassis I had doubts. Could I get a suitable Kestrel with the correct radial finned head? The worm drive gearbox also looked very suspect and there seemed to be no sensible or robust way to install the engine mount. The suspension looked a bit iffy as well.

Just could not see my way to continuing with the car until I had resolved these issues. In the course of looking for information on a particular hydroplane, Peter Hill discovered that in Model Engineers during December 1944 Cruickshank had described a MKII version of the car. The worm drive gearbox had been abandoned  as it had self-destructed in short order. He had also got rid of the separate engine mount and bolted the motor straight on to the chassis former, altering the suspension to suit. Cruickshank obviously had the same reservations as I did.

It was another 5 months before I obtained the relevant magazines and then I was away. One new solid former replacing the suspect two in the existing chassis, and there was a built in engine mount for the correct Kestrel, found on eBay. The spares box provided a bevel gearbox almost identical to the drawing and enough clutch pieces to create a useable unit. 1066 long flywheel collets fit a Kestrel perfectly, not just a happy coincidence methinks. The cush drive was not necessary, but it looked so good that I made up one of those as well. I did divert from the plan as I went for a live rear axle to simplify the wheel design. Leaf springs and axle bushes quickly followed and there was a complete chassis.

Wooden wheels were retained, but with 1066 type tyres from Bill Bannister instead of rubber rings which were standard at the time. Four very tasty hand made (and handed) ‘knock off’ spinners hold aluminium covers on to the wheels as per plan. Battery box and switch made exactly as the drawing and there was a presentable car.

Only a body to build. Aaagh, the worst bit of all. How I love tin bashing, or aluminium in this case. Firstly I had to decide whether to go with the streamlined shape, or the more scale like one with the slab sided built up tail. Having seen the superb version built by the late Dave Moir I decided to go for the longer one-piece tail with the extra work and swearing involved. 24 swg was the thickness of sheet specified and luckily this was available from B&Q so there was no room for any excuses. My wife staggered home from school with a bag of stakes and a dinging hammer that I had ‘borrowed’ and I spent a happy week cutting, annealing, bashing and planishing.

On of the most useful bits of equipment I have is a Mini Folder, designed by Mike Broadbent of Aviation Modeller. Sheet metalwork is a lot easier with this tool, check it out. Fuel tanks are a cinch.

For the sheet metal virgins there are two ways of creating a 3D shape. Sinking, which involves bashing the metal into a bag or block, and raising that stretches the material either with a hammer or an ‘English Wheel’. This is a much more subtle process and the one specified by Cruickshank for the nose of the car. Mind you, I can now agree with Ian Moore about it being ‘an anti-social way of making a body’. I still have ringing in the ears.

Either I must be learning, or had a bit of luck as the resulting panels fitted better than I ever dared hope. A trial fit showed need for a little ‘gentle persuasion’ on the cockpit cover and that was all.

At this stage I cut and drilled all the holes that would be needed before the rubbing down and painting process began. 24 swg is thin and great care was needed when handling the formed nose, especially marking and cutting out the octagon.

I was amazed that after a rub down with 400 wet and dry and a spray with etching primer only the headrest needed any filling. Another coat of primer and frightening it with 1000 w&d and it was topcoat time. The original car had a variety of colour schemes in its life but Cruickshank had used British Racing Green, so that was the colour that went on.

One coat all over and it looked super, until a rogue gust flipped a piece of paper on to the wet surface of one panel, so that had to come back to the bare metal. The radiator mesh and logo looked to be difficult, and so it proved.

Cutting the letters was easy enough, but getting the mesh to the double curve and then getting the letters on was a very frustrating process. Eventually I got there and all that was left was 6 very fiddly body clips to be made from a watch spring.

Suddenly the car was finished, well almost as Cruickshank had specified a wooden penholder as the stalk on the knock off switch. Could I find one, just to be ridiculous? The copy shop supplied a beech mapping penholder and I had a completed Cruickshank MG Magic Midget.

Completed Cruickshank MG Magic Midget


Dave Cunliffe

From 1950 through to the end of tethered car racing in this country, and for even longer abroad, the Oliver motor reigned supreme in both the 2.5cc and 1.5cc classes, initially with the MkI and MkII twinshaft motors. When the state of tune of these direct drive engines dictated ever smaller tyres, competitors moved over to the single ended motor geared to the drive axle so that larger tyres and different gear ratios could be used. Apart from a couple of experiments with bevel drive, virtually all were spur driven in either cast or beaten pans, almost reverting to the original concept of Harry Howlett's Alfa Romeo. This style of car, along with the Oliver motors, was used by Jack Cook, Ken Procter, Roland Salomon and many others, to great effect and several versions were described in Model Maker in the 1950s. This lovely replica is based on Ken Procter's Beretta Rosso (Red Top) featured in a 1957 edition.

Pan and engine mount patterns Raw castings Machined mount

Dave regularly casts up pans and parts for his builds and with no commercial castings available for this type of car, this is the route he took, starting with making the patterns for the pan and engine mount. It is the mount for this car that is the most interesting as Dave explains: 'As with the original, the idea is to reduce the cross sectional area but the original motor had its mounting lugs cut off.......!' It became customary to take a hacksaw to the lugs of motor in the 1950s, whether Olivers, Doolings or anything else, not a consideration 60 years ago, but hardly appropriate now, given market values.

Rather than an original Oliver, the motor Dave chose was one of Tom Ridley's modern production items, but again as Dave points out:  'I wasn't about to start doing that to a new motor so slots in the pan and body were cut to accommodate them. I don't think it detracts from the appearance of the car.'
 
Various methods of mounting motors were tried, even as far as the prototype unit seen below with the mount and bearing housings part of the crankcase casting. The method Dave used was to locate the motor on the front bearing housing and hold it in place with a plug in the rear crankcase cover as seen below.

Checking the mesh of gears Prototype Oliver Lugless mounting system

'The cylinder head is also one I made as, again, I didn't want to cut up my Ridley motor. The original had its
 head cut away to fit a bent metal bracket but I milled the top to accept an aluminium version.'

Tight fit all round, Oliver style fuel cut-off Spring steel front axles, body mount, tank
Superbly built replica of a car seen on tracks throughout Britain and Europe in the mid to late 1950s
Thanks to Dave for sharing the details of this car and the wonderful photos.

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