A somewhat busy yet highly enjoyable season for us, including twenty two days at Buckminster alone, but something of a sombre and cautionary  saga to conclude the year. Many moons ago we were asked by a long time friend, collector and competitor if we would help his wife to dispose of his entire assemblage of model related items should anything befall him. He, as are we, were very conscious of certain, less than scrupulous, dealers with a history of offering what appeared to be a significant amount of money to 'take it all away', when in reality it was a fraction of the real worth. We had previous experience where a family was offered just £3,500 for approximately 100 engines and fifteen tethered cars. Most of the engines were NIB collectors items, as were the cars, including real rarities all round. Luckily, having received this offer, the family got in touch with OTW and we able to provide a route to a much more equitable result.

Well, at the start of 2025 the long-term agreement became a sad reality, and the very practical problem of transporting, sorting, identifying and cataloguing a lifetime of acquisitions? Those that have been in a similar position will know just how much and how many carloads that can be. A more immediate consideration was that the engine market is currently saturated with items for sale or auction, and two auctions of tethered cars were already programmed at SAS and Goodwood. Gildings, along with three other auction houses, also had engine sales, so not the best time to be faced with the task. What was also not helping the market is the eye watering seller's and buyer's commission and lotting fees now being demanded by some. 18% seller's commission + lotting fee + cataloguing + photographing and VAT takes a large chunk out of what the seller gets, and then 32%-45% buyer's commission can mean a hammer price way below the value of the item. Luckily, the BMFA is much more reasonable with these charges.

However, with the volume of items to be cleared, auctions were the only realistic route, and here a lifeline after contacting one of the major model auction companies located conveniently close to us. They knew nothing about tethered cars, so if we would identify and catalogue them, then they would knock down the seller's commission to a very basic level, sorted. Then of course comes the problem of figuring out exactly what each item is, relatively easy, and coming up with a short description, much more difficult as 'sold as seen' is no longer an option, so each had to be examined, photographed and described, warts and all. Here comes the cautionary bit, was the car original or built from related or even non related bits? Is the car and engine complete in all respects, or are various parts missing, is there any provenance? All have to be noted as most bidding is now done online. Then the thorny subject of how does this all effect the potential value, and where should a realistic reserve be set? Even this can cause an upset as some vendors expect the reserve to be what they want for the item, rather than the lowest they are prepared to accept, far from the same thing. A wonderful example, not from this collection, but the previous one was a standard Dooling 61 with a magneto in a gash cardboard box but with an invoice for over £1800. Inevitably, the expectation of the family was a figure somewhere around this. The reality would be around half of if they were very lucky and the final price, just £450. Remember Vectis auction's mantra. 'Estimate high, see it die, estimate low, see it go', and how true that is.

So, by the time you read this, fifty tethered cars have been sold at auction or privately, around 70 engines privately, 250 via the BMFA (with excellent results), and several tables of assorted at the swapmeet. The sting in the tail though from bitter experience. If there is history or provenance, write it down and keep it with the items as you may know what it is and where it came from, but does anyone else? Keep boxes and paperwork, especially for items considered 'new'. A slight diversion here by way of a couple of stories. The large collection that included the Dooling also included around fifty, NIB reproduction engines with paperwork receipts etc, yet when sold on, two had become originals with boxes and all reference to their true origins missing. The second was an even more blatant misrepresentation when what was described as a very rare and valuable Carter Dooling turned out to be a bog standard Dooling 29 worth less than 15% of what a Carter would have been. We all do it during workshop sessions, but if it is taken apart for any reason, put it back together, nothing worse or less valuable that a 'roundtuit' in a box. Do the best you can to ensure that any item is complete. Worst of all, be prepared to accept that current value now may well be way less than was paid, especially if bought within the last twenty years like with the Doolings mentioned above.

To help illustrate what is happening currently, the first three day engine auction at Buckminster last month featured over 1,000 lots, an incredible amount of work for all the team there and a marathon for watchers and bidders. At the conclusion Manny Williamson announced that there would be another two day auction on the 17th/18th March 2026 and that a further 1,500 engines had been accepted for auction next November. Just how many engines can the market accommodate?

A new Album inspired by the Swiss Club's logo featuring a 'Real Pusher', the art of pushing off a tethered car, not always as easy as it looks as I found to my cost when pushing off a 10 for the first time.

The Pitbox this month illustrates what we mentioned in a previous pylon, the surprises, good, bad and amazing that can result from online and auction purchases where an item has been bought 'on spec'. Of course, often the buyer will know exactly what they are getting, but sometimes we all will get bitten and on the other occasions what is in the box will exceed any expectations, or even the wildest dream. There have certainly been a few where both extremes have happened this year.

Our Photo harks back to the concept of provenance and one of the oldest pieces of primary source information, a record certificate from the earliest days of the Speedboat Competition but long separated from the boat it refers to, which is actually still in existence.

Amazingly it is 'OTW's birthday time' again, and something of a landmark as it is now two decades since the first edition was published via a chirping modem. (Remember them?) Photos, of necessity, were tiny as uploading speed could be measured in bytes per second and we could only publish or change anything once a month, now it is gigabytes and the site can be updated whenever required. Why internet based, well, by then printed publications were falling by the wayside at an ever increasing rate and a friend offered to host a site for free, and as to the content, our interests were not being covered in any media, so OTW was born. We do miss the printed material as it is our primary source of information and t'internet does not replace that, although it can throw up connections related gems and importantly, links to other sources. Printed information is of little use though unless there is a catalyst or discovery that kick starts a line of inquiry or research that has us delving, and here is it almost entirely due to our readers and contributors who are prepared to share their information, material and items with us and the wider OTW audience.

The most exciting moments, and what John Lorenz calls 'the reason we get up in the mornings', are the unexpected discoveries that create a whole new story line, avenue of research or interest, connects numerous pieces of previously unrelated information or material, and even allows updates of previously published articles. Unfortunately, it is increasingly down to the passing or illness of long term collectors that leads to so many of these discoveries, as tethered cars by the score and engines by the thousand have come up for sale in the last year alone. Sadly, there are even more to come, but amongst the run of the mill commercial items there has been a wealth of important and rare gems that have surfaced. Of note must be Jim Dean's 1953 Championship car, Jack Cook's Dooling Arrow from 1958, which was actually another one of Jim's. A selection of the late Tony Higgins' cars he brought back from the US on his return to the UK. The only original AMRO that we have ever seen for sale, along with an intact NORDEC Special Series II and one of only three Speedwells known to exist. Just two months ago, the very rarest of British (Welsh) engines, a Dyne 5cc was discovered, just the second that has ever been seen.

In terms of articles we have been able to put together a fascinating insight in to early tethered car racing in the UK, thanks to Peter Hill who loaned us original material from the late Jack Morgan. A look at the career of a later entrant to the sport, Ron Thrower, although it did take nine years to be able to piece all that together. New material for Long Lost Tracks and numerous additions to previously published articles.

All of this provides the excitement and interest that, with the immense help of our readers, allows us to keep publishing. Possibly the greatest advantage we have over the printed material though is that we can always add, update or even correct as new material comes in, yes, because even primary source material can be wrong.

The Pitbox is a Birthday Special special as it illustrates the stories that can be unearthed when on the trail of the provenance of a particular item, or in this case two, and the connection only just revealed a couple of months ago.

Remarkably, the months had passed and suddenly it was the last BTCG meeting of the year at the Buckminster track and the inaugural 'records weekend' organised by Oliver Monk. Great to see out largest turnout of the season and welcome another newcomer to the group

Advance notice of the third International model engine swapmeet on the 28th of February at Lampertheim-Huttenfield, Germany organised by Amadeus Kurz and Dr Peter Rathke. Full details next month.

The European tethered car and hydroplane championships, along with many other model activities, are, as the name suggests, held within Europe. World championships by definition can take place anywhere that facilities and organisations exist. Oddly, as the only remaining international venue, the hydro World event is held on exactly the same lake in Bulgaria as the European version, and in alternate years. For tethered cars, it is either another European location, Australia or the USA. A report earlier in the year from another discipline made mention of an organised refusal by European competitors to travel to a world championship, not for political reasons or a boycott, but based on a cost calculation compared with what they might achieve? There is no doubt now that international travel is exceedingly expensive, especially if models have to be transported, but to re-use Derek Mathewson's oft repeated phrase, 'it's a hobby and hobbies are expensive'. In the not so distant past, the numbers of competitors wanting to travel to championships would be so great that there needed to be qualification rounds and elimination contests before teams were selected. Now even finding enough competitors in the UK to form a team is next to impossible. We know to our cost, no pun intended, that competing in international events is expensive, but then didn't we still do it when we were significantly less well off and travel was much more difficult, and looking back, relatively more expensive. Setting off into Europe with just the £50 of currency that we were allowed and no credit cards concentrated the mind somewhat.

With the exceedingly popular disciplines, whittling down those that want to attend to meet the requirements of team numbers can be a long and expensive process alone. We attended one such championship in France where the British team was selected from those present through the fastest practice times. Imagine the cost of all that only to have to sit out the event? Then there is the controversial matter of whether only those with a realistic chance of placing or having met a qualifying time or speed should be allowed to attend. Of course, everyone would like to do well and on odd occasions someone comes out of left field to win, but if the above criteria was imposed entries would be very thin. Would organisers of international events be happy with half a dozen elite entries and a tiny event or prefer lots of competitors to justify all their work?

It is probably a very naïve outlook, but we are firmly of the opinion that elitism does nothing for the sport involved and that every person that travels to an international meeting is putting their hands in their pockets to more or less the same extent, as travel is now the major element. After all, the champions did not start out at that level, they were also rans at one stage and isn't it the knowledge and experience gained at that level that allows everyone to improve within their own limitations? What was never mentioned in the articles in question was the small matter of the enjoyment and the broadening of horizons that travelling to events can bring. In our fifty years of competition in various sports, we have been successful at a local level, able to hold our own nationally and not disgraced internationally, but always wanted to move to the next level for the experience and enjoyment, not to mention the places we have visited and the amazing people we have met. If we decide not to travel to an event, it is entirely because the time and cost involved far exceeds what enjoyment might be garnered from the experience.

The Pitbox this month is a car that has already appeared in race reports, the name of the builder familiar to most in the tethered car world as not only was he highly successful as a racer, but also prolific in what he produced, with engineering of the very highest quality.

As is often says in the listings 'in a change to our advertised Photo' we had something significantly more rare and certainly a 'one off'. A listing on eBay led in a very roundabout way to the sale of what was possibly the most definitive collection of early and rare Oliver engines. Thanks to the kindness of one of our regular contributors we are able to publish this image of the rarest Oliver twinshaft motors. Many of these rare and one off engines are available on our Market Place page. Market Place also has a plea for information about a 'Colson' whose name appears on some castings of the Weaver Ransom 1cc rail car motor.

The Album continued for a second month having prompted a regular correspondent to reveal a great deal more about the controversy that surrounded the Eagle engine. Always interesting to hear both sides of the story in such cases and thanks to the same contributor, the promise of actually being able to see an Eagle in the flesh rather than just a photo?

The weather at Buckminster for the August BTCG meeting was much more like summer, cold, windy and at times damp. One of the biggest of the season so far, although not without a degree of mechanical mayhem along the way. It was also a chance to have a look at some of the proposed designs for cars to replace the now lamented Redfin project or to move up from the twinshaft diesel.

Harking back to the opening paragraph and Championships, we are pleased to report that Norman Lara won a silver medal and Pete Dirs a bronze medal at the recent hydro meeting in Bulgaria. Indulging in a little irony though, Norman's A2 run was achieved with a boat retrieved from behind the wardrobe of the late Stuart Robinson, probably not run for the best part of forty years. Confirming that the 'olduns' still have something to offer, the A3 results were bizarre. Out of 24 starts, only one run was recorded at almost walking pace, but a gold medal nevertheless, Piccos seldom work in boats, whereas an OPS could be relied on to deliver every time and at impressive speeds. An OPS still holds the A3 record twenty one years on.

Still on the irony trail, many of the restorations on the site have examples where new paint finishes being applied have reacted very badly with what was underneath, requiring a total strip of all layers. Well, it was gratifying in a way to see a multi thousand pound restoration of a Daimler on TV hit exactly the same problem when a coat of primer totally pickled the original paint. A strip down to the bare metal required and several more thousand pounds added to the bill. Nice to know that I am not the only one that suffers as commercial paint bases change.

Back on track with publication now and a bumper edition, thanks to a number of articles that have arrived during the last month. We also managed to publish the outstanding race reports towards the end of June, and in case you missed them there is the OTW Spring tour, SAM Retrofest and the JUNE BTCG meetings.

The matter in hand this month though is a question that was posed to us and has been taxing many for a while, 'are tethered cars and engines still an investment?' There is no doubt that the recent trend in engine values has been downwards, and in some cases catastrophically so. This is often reflected in the world of antiques, 'collectables', classic and prewar cars, unless it is something high end or has the magic words Cosworth or RS on the back? Like model engines, there is just too much out there for the available market, which is changing significantly. This is apparent with the desire to own campaign medals, and in particular VCs where the number available is finite and values seemingly on an exponential curve upwards. Where does that leave us though? If you are of an age where the gathering together took place before engine collecting became the rage it was, then you could have been sitting very pretty, if you had realised assets just a few years ago. The trend since then has been steadily down as auction results have illustrated, with reserves being set at half or less than what was being asked for the same motor at swapmeets. Several of our regular correspondents have remarked that they paid 'far too much' and will have to take a massive hit when selling.

There is no doubt that the possible market is contracting, but the number of engines coming in to it is growing rapidly. BMFA, Gildings and SAS auction results currently show that as a recent investment, engines have performed about as well as the Woodford Investment Fund. But then as Derek Mathewson so succinctly put it 'it is a hobby, and hobbies cost money'. One of our contacts has bought over 4,000 engines, 'as a pension'. Not sure that will have worked out too well now if he needs to cash in? By comparison, a more modest collector has about 1500 engines, because he likes them and the stories behind each and not bothered about the cost. Isn't that what collecting should be about?

If the engine market is somewhat depressed, then that for tethered and model cars seems to be headed in the opposite direction. A similar situation seems to have arisen with older tethered hydros as well. Given the amounts of money that are being spent we can only assume that there is a much wider market for these than engines, possibly because they can be displayed more attractively and appeal to those who have no connection with modelling at all? Older tinplate has also rocketed in value by up to 10X, about the same for vintage hydros and for cars with a scalish appearance headed towards 100X what they would have made. In terms of investment then it is down to whether a line on the time/value graph is now above or below for each item and in which direction the line is headed? The great unknowns are whether the engine market has bottomed out yet or that for cars and boats topped out. Certainly for one group of owners it is still a sellers market and for engine enthusiasts a buying opportunity.

The Pitbox this month is the contribution Sweden made to producing a standard design of car that would be appropriate for Juniors. Known by the initials of the Swedish federation, the SMRU made use of a freely available aero engine, as the twinshaft of yore was long gone.

Four articles this month, the first, another Oliver build from John Goodall, but this time the ultra rare 'Bomb'. Originally conceived to hold a twinshaft motor and other components by sandwiching them between the top and the bottom, getting a foot mounted twinshaft in has exercised John's mind and skills somewhat. Having admired the full sized car as teenager, John has also set about recreating the all British Vanwall to add to the range of twinshaft sized cars available. From Franco Colla in Italy comes a fascinating story resulting from a 5cc 'sidewinder' car in need of restoration. Not so much about the restoration but more about the person who built it, an Italian Champion speed flyer. Antonio DellaZoppa has added more information to his development of a FEMA style electric tethered car that is now headed towards the magic 300kph mark. A timely update just before publication reveals that he has achieved this, congratulations Antonio. It would be good to think that this might prompt some similar interest in electric power here in the UK?

A number of updates this month as well with the completion of the AMRO restoration, thanks to new heads from the factory, and a surprise package of original AD09 car parts. The planned exchange for an original chassis did not come to fruition so the search is on again for a 1.5cc car sans motor.

Following last month's brief announcements of several losses to the racing community, we are now able to publish more detailed appreciations of the lives, careers and involvement in model sports of Edvard Stelling and Stuart Robinson.

Difficult to believe after the previous two trips up to Buckminster that it could be even hotter, yet it was and relatively windless, swelteringly so, for the July meeting. Two people making welcome returns added to the variety of cars on the track, including the first ever run of the late Stuart Robinson's  2.1 car and the first run for 65+ years of a 5cc car, last run by Les Williamson of the British team back in 1958/9.

The success of the Market Place page continues to amaze us, with items selling all over the world within minutes of us pressing the 'publish' button. The page works, so let us have your ads and clear a little more space on the shelves (ready to fill with something else if our experience is anything to go by)? 

The 74th European Championships in Lithuania concluded last Sunday with four new track records being set and some sparkling performances all round. Four of the classes went with current form although the margins of victory were small in some cases. It was good to see Andrii Yakimiv back in action and yet another Championship gold medal for Jan Erik Falk, with a new track record in Class IV. Well over twenty World an European Championships for jan Erik ovewr his long and successful career. Just 1kph in it though with Michael Schmutz tantalisingly close, with his Falk car. No one can get close to World Record holder Tonu Sepp in Class V whose first run of 339kph was never in danger, apart from the run with his reserve car at 338kph. Mats Bohlin twice achieved the incredible feat of having his either of his cars as winners and with almost identical speeds and now Tonu has matched this fifteen years on. Second step on the Class V podium was none other than Paul Otto Strobel at his third or fourth Championship since announcing his retirement. The largest cheer on the live stream was reserved for newcomer Oliver Girnth with the fastest run of his short career and so close to the longest standing competitor in the class, Ihor Safiyanyk, missing out by just 0.240kph.

Advance notice: After a fallow year Peter Hill is planning an open track day at his Gt Carlton Raceway near Louth next season. This will be for all vintage, retro and air cars to keep alive the spirit of the Retro Racing Club. There will also be a large table top sale, but before he goes ahead he does need to gauge the degree of support he might receive. If such an event appeals to you then please appraise Peter of your interest. He can be contacted by email  arty.pole(at)gmail.com

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