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After delivery and some more detailed photos, its identity was revealed in double quick time. As soon as Peter Hill saw the car he recognised it as a FRC, made in Swindon, Wiltshire. Coincidently, he also had a number of original prints from a past member of the North Wilts Model Car Club, which showed others of the same make with the same distinctive radiator casting. What the prints also showed was that with the exception of this feature, they were all significantly different to the car that had turned up.

Left: Car as delivered in 2008

There was something strange here that needed further investigation, but in the meantime it was back to the ‘mystery motor’. What was clear was that it was not a large hydro motor, and from the various features that it definitely was a Hallam, but not one in any of the usual reference books. It was not a ‘Hallam 10’ as it had conventional mounting lugs. It looked similar to a Series III Nipper in many respects, but was too big, as a vernier dropped down the plug hole confirmed. The only clue was a note that the Nipper Series III had been produced in a larger version called the Super Nine. Here we were stuck until the late Mike Beech came to the rescue. Mike was incredibly knowledgeable about the products of the company from Poole and recognised the motor as a Super Nine, which was only produced for about a year around 1947, and only available as a factory produced unit. This was somewhat unusual, as much of Hallam’s production was castings and kits for home building.

This then left the matter of the car. There was no doubt that it was a FRC, but why was it so different to the versions in Peter’s photos? This was the start of what turned out to be a long an illuminating period of research for OTW. 'Model Cars' is always a good starting point and the issue for July 1947 provided a possible explanation. ‘Simple Simon’ in his ‘Trends of the Trade’ feature announced that the first model race car in kit form for the English market ‘has now made its bow’. The makers were F.R.C Miniatures of 124 Victoria Road Swindon, and the man behind the venture, Mr F.W. Francillon.

The photographs show the bare chassis, presumably held by Mr Francillon, and a three quarter view of the complete car. The author states, " Considerable time, thought and hard work would seem to have gone to planning of the FRC model, the prototype of which is seen in the accompanying illustrations. He describes it as the ‘first off’ and that its appearance ‘somewhat resembles one of those Brooklands cars of the outer circuit days.’ It goes on to say that later versions have a modified tail based on a grand prix Maserati.

The next issue of 'Model Cars' mentions the FRC again, but this time with a photograph that showed the bottom of the car and Mr Francillon wielding a screwdriver on the cockpit area. These articles explain the difference in looks between the cars, but closer examination of the photos revealed even more features that were present on the existing car, but not on the production versions. From details of the castings, transmission and axles it was clear that the car that had been bought was what was illustrated and described in Model Cars as the prototype FRC, an incredibly exciting discovery.

Left: Tail and pan on chassis, scuttle and radiator castings on bench

Why then was the car so similar in design to a Dooling and using Dooling parts, and how did it come into being? The answer lies in Francillon’s wartime experiences. Francis William (Bill) Francillon was born at Weymouth Dorset in 1908, although the family lived at West Allington, part of Bridport, just to the west of Weymouth. It was something of a tradition in the family that the name Francis was used regularly for the first-born child, including the girls, although with the es ending. His father was Francis Arthur Francillon, a marine engineer, later to become a master mariner. Following a spell at Dorchester Grammar School, Francis William, aged 14, started a five year apprenticeship at Paragon Engineering of Bridport in 1923, training to be a mechanical engineer.

Right: Francillon's apprenticeship agreement with Paragon Engineering. 13th march 1923

The car that would eventually become the FRC was largely complete by 1943 and based very closely on the Dooling Mercury Deluxe, and if the body is ignored could easily be mistaken for a Dooling product. The car was built round a cast aluminium X braced chassis with twin, pivoted axles with eccentric adjusters at the front and bevel gearbox axle at the rear. Axles were located with adjustable radius rods and suspension via four coil springs between spigotted pads.

Right: Dooling Mercury gearbox

The production FRC however was to be entirely his own design, apart from the Dooling axles that is, which were replaced by very similar items produced by Francillon.

These were illustrated in the Model Car Manual, but not until 1949 and credited to F.W. Francillon of Swindon. They differ from the Dooling originals only marginally. The rear axle has the gearcase open at the top rather than the bottom and is slightly larger, while the front half axles have a cast in lug for the rudimentary roll control. On his original car, this is just a piece of rod running in holes in each axle.  

The North Wilts Model Car Club and Mr Francillon seemed to have some direct connection with Steel’s Garage in Drove Road Swindon as the Club had a secure track situated next to the garage. Also, Francillon as Secretary had given his name and the garage’s address as the contact point for the Car Club. The ‘On The Track’ article in the December edition of Model Cars in 1948 featured the North Wilts Club. Photos show the member’s cars lined up, including three production FRCs, the members with their cars in which Francillon and his daughter can be identified and then a pit scene, again with Miss Francillon clearly in evidence.

The Club does not appear to have affiliated to the Model Car Association until much later and all mention of the FRC seems to vanish until Hobbies Corner started advertising in Model Car News in April 1949. The advert ran for two months and then stopped again, which seems to coincide with the Club loosing the use of their track through subsidence. There seems to be no further mention of FRC Miniatures in any Journal. A somewhat critical note appeared in the November issue of Model Car News in 1949 indicating that the lack of running activity and lack of cars had resulted in ‘interest and membership suffering’. A further note in December stated that Mr Francillon was no longer Secretary of the Club.

Left: Pits scene with Miss Francillon and FRC car in foreground. Dooling Mercury behind.

From his comments that ‘it takes around 18 months spare time to build a complete model, including engine’, and that ‘one has to be an expert at panel beating’, then it is reasonable to assume that he had built his own car. The car recorded speeds of 100mph, but these do not seem to have been at official meetings, so no records of Francillon’s racing exploits have so far been found. The only mention of him in competition was from his newspaper interview where it stated that on of his models finished fourth in an open speed contest at Bath at 81.18mph, featuring in a BBC recording of the event. Right: Francillon working on his competition car.

It is estimated that no more than twelve FRC cars were ever produced, with most probably being sold to club members from Swindon, Bath and Bristol. As far as is known, only one production example has survived, which was fitted with wheels and tyres from a direct competitor, E&M of Coventry. Mr Francillon continued racing into the early 50s, when the North Wilts Club seemed likely to lose its track again. Tethered car racing was in steep decline and most of the established companies providing cars and components had closed down as the market contracted.

                                                Right: The only other FRC known to survive

In August 1953, Francillon and his wife flew out from London to New York to join their daughter and son-in-law and start a new life in the USA. The hottest summer for many years did not suit Mrs Francillon who always said that if she had the money she would have returned to England.

Francis Francillon did not pursue his interest in tethered cars in the States, preferring full sized boats as he lived near a large lake and the Ohio River. He worked as a trouble-shooter in a local factory until his retirement, continuing to live at his home in Maceo, Kentucky until his death in 1988. Mrs Francillon died in 2008 at the grand age of 95. Happily, Cindy, the wife of one of Francillon’s grandchildren who lives in Indiana saw an appeal for information and made contact, which is what has made much of this article possible.

The Hallam motor was fitted with an aluminium flywheel that incorporated a starting ring with a dog clutch arrangement to disengage it. With the drive shaft being at such an angle to the motor there is a flexible coupling as well as a ball joint and telescopic section to allow the rear suspension to work. Ignition coil and condenser were mounted on a piece of Paxolin board that can only be removed if the bodywork is taken off, which is a major job in itself. Although there are screw holes in the chassis, there is no evidence that a belly pan was ever fitted, and with the way the engine mounts were arranged it would be impossible to fit the one as shown in 'Model Cars'. The bonnet gained an air intake, but this was simply to give headroom for the sparking plug.

What is not known is whether it was Francillon that finished the car or a fellow club member. At some stage, all the aluminium body sections were chrome plated and the chassis parts painted beige. What followed is purely conjecture, but it seems that the chrome flaked off over the years and relatively recently someone set about restoring the car, if that is the correct term? The screws that held the body onto the chassis were tighter than tight, so rather than remove them, red paint was applied everywhere that was visible. Some parts that were easily removed were re-chromed and the ignition wiring had gained some modern crimped fittings. The restoration was never completed however, so the car was sold with flaking chrome, partially disassembled, roughly painted, a bare and rusty metal bonnet and looking very sad and sorry. This though was where the whole story started.

All the old paint was removed, as were the remaining flakes of chrome. Rather than re-chroming, which would have looked rather garish, or polishing within an inch of its life, all the aluminium was left natural to reflect its age. The steel bonnet was sprayed black, as there was no evidence of any other colour. Re-assembly was something of an adventure as there was a heady mix of UN, BS, and BA thread sizes, but not enough nuts to go round, especially as each wheel required a domed nut and a plain lock nut. With a bit of re-threading, the job was almost done.
Left: Re-chromed tether brackets and radius arms

The only bit missing was the belly pan, and with just one photo to work from, this required dredging up some old geometric drawing techniques. The pan tapers both in width and depth, which means starting with a conical development and then rolling with a tighter curve at the front than the back, not easy. A further complication was the draw angle on the sides of the chassis, which called for the pan to have a parallel section along each edge angled inwards to lie flush with the chassis. Numerous cut-outs were then required to accommodate the nuts, mounts and fittings inside the chassis.                       Right: Finished belly pan

What started out as an interesting but relatively expensive tethered car has turned out to be something much more exciting with being able to establish its history and provenance. It was built during the very earliest days of tethered car racing in this country, making it one of the oldest British cars still in existence. As a prototype it is almost certainly unique and the only production FRC known to survive is believed to be in a collection in California. The only other tangible evidence of the FRC operation is a rear axle/gearbox casting owned by an enthusiast in Bristol. (Photo right)

Little did we realise when the car first came to light over three years ago that such a fascinating story would unfold. This is due entirely to a great deal of research, some happy coincidences and a lot of luck along the way.