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FBHVC Newsletter No 3 2008
About FBHVC
The Federation of British Historic Vehicle Clubs exists to uphold the freedom to use
old vehicles on the road.
It does this by representing the interests of owners of such vehicles to politicians, government officials,
and legislators both in UK and (through membership of Fédération Internationale des Véhicules Anciens) in Europe.
FBHVC is a company limited by guarantee, registered number 3842316, and was founded in 1988.
There are nearly 500 subscriber organisations representing a total membership of over 250,000 in addition to
individual and trade supporters. Details can be found at www.fbhvc.co.uk or sent on application to the secretary.
EDITORIAL
Drive It Day has filled the newspapers
and classic vehicle press – what a success! We have had so many reports of events from all corners of the country,
some with just a couple of cars on a run out for Sunday lunch, to events catering for hundreds of vehicles. Thank
you to everyone who took the trouble to tell us of their adventures, and to those who sent in their pictures. We
have just a small selection here, but more on our website, and they are still coming in. It has really put us on
the map. I can report that we have an official change of address for the Federation’s Registered Office now,
see above. Jim and I are still working alongside each other, and will be doing so until October. He is being
very patient with me while I learn the day to day details of running the organisation. In this issue we also
give another reminder about the importance of passing on the information in these pages to club members, not
just keeping it to yourselves! We have had some responses to our pleas for examples of problems with mascots on
car bonnets in Northern Ireland, and also any commercial vehicle owners disadvantaged by the new London Low
Emission Zone but to make a more impressive case we still need more specific cases.
UK LEGISLATION
David Hurley
Daytime Running Lights The secretary received several calls
following recent press reports that Daytime Running Lights were to become mandatory,
apparently contradicting the note under EU Legislation in our January 2008 issue which
said the European Commission had dropped proposals for compulsory use of DRL. As it happens,
both reports are true, but it seems the press reports may have omitted the essential detail
that such lights are to become compulsory fitments only for new vehicles.
According to
Hansard for 4 February 2008, Jim Fitzpatrick, Parliamentary Under Secretary at the Department
for Transport, provided the following written statement in answer to a question posed by
Greg Knight, chairman of the All Party Parliamentary Historic Vehicle Group:
The UK has
been successful in arguing against the introduction of mandatory use of dipped headlamps
during daylight hours by drivers of existing vehicles. This outcome has been welcomed by
motorcycle user groups. However, from early 2011 all new types of passenger car and light
van will have to be fitted with dedicated daytime running lamps in accordance with the
relevant European directive. By summer 2012 all new vehicle types will have to be so fitted.
That is good news for historic vehicle owners and all motorcyclists in the short term, but
within about six years, the majority of vehicles on the road will be using DRL, so vehicles
that lack such lights will become less visible.
London Low Emission Zone
At the time of writing, there had been
four valuable responses to our appeal in the last issue for examples of hardship caused by the
introduction of the London LEZ. We need to hear from more. To repeat the request for information
from the April issue:
We need to hear from owners of historic commercial vehicles who have been
adversely affected by the LEZ, and especially from owners who live and keep non-compliant historic
vehicles within the zone. We need to know what the vehicle is, how often it would normally be
used within the zone and what it would be used for. If it is kept within the zone, we need the
postcode for where it is kept. Clubs catering for commercial vehicles are asked to alert their
members to the need to let us have the information, asking them to contact Jim Whyman, preferably
by e-mail to admin@fbhvc.co.uk, or 01984 656995. Jim will be looking after this topic until the autumn.
Meanwhile, we have taken advantage of the recent change of Mayor of London to highlight this problem
and invite Boris Johnson’s team to amend the LEZ exemption for historic vehicles to a rolling date
based on 25 years - which was what was originally proposed. The suggestion has been acknowledged.
Emissions related congestion charge It is widely known that one
of the planks of Boris Johnson’s recent campaign to be elected Mayor of London was a pledge
not to implement the proposed higher rate congestion charge for larger-engined cars. No doubt
Londoners will keep him to his word.
MoT Review Early in May, the Vehicle and Operator Services Agency
published proposals to amend the requirements for authorisation to test some categories of vehicles.
The consultation closes on 17 June and is primarily about the equipment and facilities that
prospective testers need. FBHVC will be checking the detail and responding accordingly if it
sees anything potentially detrimental to the future testing of historic vehicles. Still on MoTs,
but of rather more interest to readers, we learned as a result of a parliamentary question
earlier in the year that the Department for Transport is planning to issue a consultation on
future plans for the MoT test shortly. This is likely to include consideration of de-regulating
fees and amendments to the frequency of testing to fall into line with EU minimum requirements.
Finance Bill The changes to Vehicle Excise duty structure
announced in the budget have caused considerable concern among those who have large
capacity cars built after March 2001. Earlier vehicles are not affected. However, two
measures in the Finance Bill prompted us to ask the All Party Parliamentary Historic
Vehicle Group to be on the alert. Section 138 seeks to amend the basis on which a rebate
may be obtained for a VED licence and 139 (with schedule 45) would amend the Vehicle Excise
and Registration Act to enable the authorities to take enforcement action against VED evaders
whilst on private land, a threat we reported last Autumn. The former appears benign, but
we need to be sure. The concern with the latter is that the draft does not appear to
provide adequate protection for owners of vehicles that may have been parked on private land
since before the SORN regulations came into effect.
Private Hire Vehicles We now know of three people or businesses
that hire older vehicles and drivers out for purposes other than weddings or funerals and who
thus may have breached the regulations governing Private Hire Vehicles (PHV). This is proving
a complicated subject to research, and we would not normally devote so much newsletter space
to an issue affecting so few people, but this does illustrate how difficult it can sometimes
be to understand what the law actually means.
The relevant legislation for England and Wales is contained in Part II of the Local Government
(Miscellaneous Provisions) Act of 1976. This Act has 83 sections and various schedules, and
applies only to England and Wales. We have not yet begun to establish the position in Scotland
or Northern Ireland, but (luckily) we haven’t heard of anyone hiring older cars with drivers
out in those areas for purposes other than weddings or funerals.
Section 80 of the Act contains
the definitions. The relevant one being:
‘private hire vehicle’
means a motor vehicle constructed or adapted to seat fewer than nine
passengers, other than a hackney carriage or public service vehicle or a London cab or tramcar,
which is provided for hire with the services of a driver for the purpose of carrying passengers.
Section 46 of the Act contains the basic rules:
(1) Except as authorised by this Part of this Act -
(a) no person being the proprietor of any
vehicle, not being a hackney carriage or London cab in respect of which a vehicle licence is in
force, shall use or permit the same to be used in a controlled district as a private hire vehicle
without having for such a vehicle a current licence under section 48 of this Act;
(b) no person shall in a controlled district act as driver of any private hire vehicle without
having a current licence under section 51 of this Act;
(c) no person being the proprietor of a
private hire vehicle licensed under this Part of this Act shall employ as the driver thereof
for the purpose of any hiring any person who does not have a current licence under the said
section 51;
(d) no person shall in a controlled district operate any vehicle as a private hire vehicle
without having a current licence under section 55 of this Act;
(e) no person licensed under the said section 55 shall in a controlled district operate any
vehicle as a private hire vehicle -
(i) if for the vehicle a current licence under the said section 48 is not in force; or
(ii) if the driver does not have a current licence under the said section 51.
The exemption for weddings and funerals is to be found in the first clause of Section 75:
Nothing in this Part of this Act shall -
(a) apply to a vehicle used for bringing passengers or goods within a controlled district
in pursuance of a contract for the hire of the vehicle made outside the district if the
vehicle is not made available for hire within the district;
(b) [removed by the Road Safety Act 2006] ;
(c) apply to a vehicle while it is being used in connection with a funeral or a vehicle
used wholly or mainly, by a person carrying on the business of a funeral director, for
the purpose of funerals;
(cc) apply to a vehicle while it is being used in connection with a wedding;
The complication was in understanding the meaning of “controlled district”. The 1976
Act states that it applies only if both the Police Town Clauses Act of 1847 (yes 1847)
applies in a given area and the local authority for that area has resolved that the 1976
Act should apply. It transpires that Section 15 of the Transport Act of 1985 extends the
application of the 1847 Act to taxis in all parts of England and Wales (except London)
and that all local authorities save Plymouth (and, of course, London) have adopted the
1976 Act. The Act thus effectively applies throughout England and Wales.
The big question now is what level of discretion local authorities might enjoy to enable
them to exempt certain categories of vehicles - we know of two that are considering doing
so in respect of historic cars, but further research is necessary to establish whether
they have to power to do so.
Readers with comments or queries are asked to contact Jim Whyman. His direct contact
details are: admin@fbhvc.co.uk or Tel: 01984 656995.
Mascots
We had two responses to our request for information about cases where cars in
Northern Ireland had failed an MoT because of original equipment mascots. Both confirmed that the problem
has been there for some time, but neither quoted specific cases so we still have only the one instance to
work with. It is understandable that this matter is low on the Department of the Environment for NI’s scale
of priorities, but we are still pursuing the point if only on the principle that vehicle testing throughout
UK should be to the same standard.
FUELS
Matthew Vincent
Use of Ethanol in Petrol Some concerns have been raised
recently about the use of ethyl alcohol, or ethanol, in petrol. The product added to
petrol may also be called bio-ethanol to link its use with non-fossil derived or renewable
bio-fuels. Bio-ethanol has been used at times over the decades, but its recent use is
linked to EU directives to increase the proportion of automotive fuel derived from renewable
sources, in order to reduce carbon dioxide (CO2) emissions.
Ethanol has been blended into petrol in recent years by, among others, Tesco, who use it in
their premium 99 octane unleaded petrol blend. Ethanol has a very high octane quality, and
so is a valuable blending component for use in the production of high octane unleaded petrol.
Its use in this application is limited to 5% volume and is acknowledged by a label on the
pump according to the Tesco help line, although this may not always be the case. Although
the EU is believed to be considering the mandatory use of bio-ethanol in petrol in the
future, at present it is to be hoped that classic car owners would not encounter the blended
product without some form of pump marking. If any owners have concerns over using petrol
containing 5% ethanol, it would be useful to check fuel before purchase by inspecting pump
labels.
Concerns expressed have centred on possible water contamination, degradation of plastic and
rubber seals and possible negative effects on foams used in racing tanks to prevent fuel
fires and explosions. The position on these issues is not straightforward and is still being
investigated in order to establish an accurate understanding. In general when ethanol is used
at 5% volume in petrol, the chemical properties of the blend approximate to those of the 100%
fossil (i.e. crude oil derived) petroleum product. In other words, the fuel system may not
see the 5% ethanol-petrol blend as different from 100% petrol produced in the normal way by
refining crude oil. However, (there always seems to be a ‘however’) there are likely to be
exceptions to this rule and it is these which are still being checked. Also, as the proportion
of ethanol in the blend is increased, so any difficulties are more likely to become apparent.
Although the 5% ethanol blend can give higher octane quality, which some historic vehicle
owners may find useful for performance optimisation, volatility is also likely to be higher
for this blend of fuel. Some owners are already troubled by driving problems associated with
high volatility (vapour lock, fuel starvation, bad hot starting etc. in hot weather), so using
a 5% ethanol blend could make such problems worse. In general, unless there is a particular
reason to seek out this blend of fuel (high octane quality might be one good reason), at
present it may be better to avoid it. More information should be available in a follow-up piece.
Supply of leaded fuel
Bayford, the only UK distributor of BS 4040 leaded petrol, wrote to all leaded petrol
outlets last month to explain that they had lost their storage and blending facility at Harwich earlier in the year,
and had not been able to make alternative arrangements. They have now distributed the last of the leaded fuel they
had in stock. The letter said they were talking to suppliers as far away as Russia and Israel with a view to
importing the fuel by tanker.
As an option, they have suggested to garages that they could supply 98 octane fuel although obviously this would
not have the lead content included in the fuel, but if it could be stocked alongside a lead replacement additive,
it would allow customers to meet their requirement.
There are several reputable additives on the market, for a full list of those tested by the FBHVC, go to the
website: www.fbhvc.co.uk
Supply of leaded fuel
Bayford, the only UK distributor of BS 4040 leaded petrol, wrote to all leaded petrol
outlets last month to explain that they had lost their storage and blending facility at Harwich earlier in the year,
and had not been able to make alternative arrangements. They have now distributed the last of the leaded fuel they
had in stock. The letter said they were talking to suppliers as far away as Russia and Israel with a view to
importing the fuel by tanker.
As an option, they have suggested to garages that they could supply 98 octane fuel although obviously this would
not have the lead content included in the fuel, but if it could be stocked alongside a lead replacement additive,
it would allow customers to meet their requirement.
There are several reputable additives on the market, for a full list of those tested by the FBHVC, go to the
website: www.fbhvc.co.uk
DVLA
Nigel Harrison
Registering Historic Vehicles
For those that don’t know, the V765 scheme is a mechanism where
an owner can get back the right to display the original registration number on the vehicle.
If there is insufficient documentary evidence for that, then possibly an ‘age-related’
number will be issued. There are circumstances where DVLA may allocate a ‘Q’ plate. Further
information is contained in two DVLA information sheets, (V848) ‘How to register your “old”
vehicle’, and (INF 26) ‘Guidelines for the registration of rebuilt or radically altered
vehicles and kit cars’.
I think that some owners may not be aware of these DVLA information sheets, particularly
when they have been claiming to have their vehicle registered under its original number.
There needs to be a documentary link between that particular vehicle and that particular
registration number. Typically this would be an ‘old style’ logbook, or a certified photocopy
of the ‘original vehicle register’. These documents are ideal, because they link the chassis
number to the registration number. Sometimes these original documents have been destroyed.
Alternative documentary evidence could be, for example, a pre-1983 tax disc or MoT.
Some owners appear to be under the impression, (or it may be wishful thinking), that if
you want to get back the original registration number, all you need is just the original
registration plate attached to the vehicle, without any associated contemporary documentation.
Not so. In circumstances like this, provided the conditions of the above two information
sheets are complied with, you will be allocated an age-related number. As said above,
some ‘original vehicle registers’ still exist, typically in the original local taxation
authority archives. A comprehensive list of which records still exists is listed in a book,
now unfortunately out of print, called How to Trace the History of Your Car by Philip
Riden (second edition 1998). Despite the title, it is equally applicable to commercial vehicles.
CLASSIC BRITISH QUALITY CHARTER
We are sorry to report that the affairs of the Classic
British Quality Charter were wound up recently at a meeting of all interested parties
held at Stoneleigh, Warwickshire.
FBHVC will shortly be publishing details of an enhanced Trade Supporter scheme that
will replace many of the benefits of CBQC and give traders catering to the historic
vehicle movement a strong representative voice.
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DRIVE IT DAY
NoNow in its third year, Drive It Day was once again a great
success with all kinds of events taking part in every corner of the British Isles, with
all ages of vehicles and any number of wheels.
The Federation was delighted to welcome over 100 vehicles throughout the day at the
Royal Oak, Bishopstone, near Swindon, aged from 1902 to 1987. They were mostly on four
wheels but there was a single three-wheeled Morgan, and a posse of bikes from AJS and
Matchless Owners Club. Some of the rarer cars represented were a 1902 MMC, a Carbodies
three-seat Daimler of 1955, and a Norwegian registered Auto Union. Some just stayed for
a quick cup of coffee on the way to another run, others made a day of it.
The next Drive It Day will be 26 April 2009.
Manchester Museum of Transport
re-created the famous and much
missed Mortlake Garage as part of
their contribution to Drive It Day
with special shuttle services
running outside.
Photo courtesy
of Steve Highfield
Chris Bird's 1923 11.9 Lagonda and
David Rouse's 1929 Singer Junior out
for lunch at the Red Rose, Lindsey
Tye, Suffolk. Drive it day as it
should be!
The Cornwall Austin Seven Club's
four runs in Cornwall and Devon were
reasonably successful given the poor
weather forecast for the south-west
over the weekend.
Three runs in east Cornwall, north
and south Devon attracted 23 cars of
which five were Austin Tens and
Twelves.
There were also 18 Austin Sevens.
The oldest being first registered in
March 1925 and is probably the
oldest 'Chummy' or more properly
known as an AC Tourer, on the road
in this part of the world.
The run in the west of Cornwall
brought out ten Members, one of whom
was driving his 1936/7 Austin Heavy
Twelve ex-London Taxi which he
completely restored himself. At each
stop they were soon surrounded by
inquisitive folk, and children were
delighted to be invited to sit in
the driver's seat for a photo
opportunity.
FBHVC Board Member Henry Lawson
brought his 1902 MMC to Bishopstone.
MMC was founded by Harry J Lawson, a
distant relation who was one of
those larger than life characters
from the early days of motoring who,
despite some questionable behaviour,
has been described as 'the father of
the British motor industry.' This
car languished in a scrap yard in
Liskeard until rescue in the 1950s,
but the restoration was not complete
until 2001.
ALL PARTY PARLIAMENTARY HISTORIC VEHICLE GROUP
Chris Hunt Cooke, David Hurley, Geoff Smith and Andrew Burt
met seven members of the APPHVG on St George’s Day, April 23, in Westminster. Among the
topics discussed were the new trade and skills initiative, culture and heritage links,
the lack of news after the recent consultation on number plates and the rolling date
for the historic vehicle taxation class. Also of concern were a couple of paragraphs
of the Finance Bill which would amend the Vehicle Excise and Registration Act to change
the basis on which VED refunds are made and also open the way to enable DVLA to take
enforcement action against VED evaders on private land. Greg Knight, APPHVG chairman,
agreed to investigate.
EU LEGISLATION
(Extracts from FIVA’s regular update provided by its lobbying service, EPPA)
FIVA makes submission to European Commission on Urban mobility policy
FIVA made a submission to the European Commission’s consultation for
its Green Paper on Urban Mobility in March. This focused on urban vehicle bans and vehicle charging
designed to reduce urban pollution and congestion, and the disproportionate impact some of these
measures have had on historic vehicle owners.
The submission therefore highlighted the recent positive decisions taken by the German and Danish
Governments, Transport for London and the Italian cities which have exempted historic vehicles
from such measures. The submission also urged the European Commission to develop guidelines to
allow all authorities across the EU to benefit from experience – and for those guidelines to
recommend that Member States/local authorities make provisions for historic vehicles to the effect
that they are not disproportionately impacted by bans or charging regimes designed to reduce peak
time high volume traffic and more specifically that historic vehicles are neither banned from
entry to Zones/urban areas nor penalised with excessive charges for entry to such zones or other
controlled urban areas.
FIVA makes submission to European Commission on small business policy
As reported earlier this year, the European Commission’s DG Enterprise
launched a public consultation on the content of a European Small Business Act with the objective
of putting small and medium sized enterprises (SMEs) at ‘the forefront of decision-making in the EU’.
FIVA’s [and FBHVC’s] Trade and Skills Director Tony Davies made a submission on behalf of the FIVA
which was designed to highlight to the Commission’s Enterprise Directorate the existence of this
large and valuable body of businesses which services the historic vehicle movement and to explain
that FIVA is currently undertaking an in-depth examination of the sector and the skills inherent
in it so that FIVA can work with the sector to help ensure its continued success in the future.
As FIVA’s work will include a focus on maintaining and developing the skills needed to service the
movement, FIVA has explained to the European Commission that it will share with it the results of
the work to help identify any possible support for the sector from the EU.
EC plan dichloromethane paint-stripper ban
The European Commission has proposed a Directive to partially ban sales
of paint strippers containing dichloromethane. FIVA is considering whether this will impact upon
restoration of historic vehicles.
Environmental benefit of biofuels in doubt
The US Nature Conservancy has found that converting rainforests,
peatlands, savannas or grasslands to produce biofuels in Brazil, southeast Asia and the US releases
up to 420 times more carbon dioxide than the carbon reductions these biofuels provide. Another study,
by the US German Marshall Fund, has claimed that previous biofuel impact studies failed to consider
indirect land-use changes – and when they are considered, corn-based ethanol production - the major
biofuel in the US - doubles greenhouse emissions.
These studies coincide with the EU’s intent to increase biofuel consumption to ten per cent of
transport fuels by 2020. However, the European Commission has also set out sustainability criteria
that it claims will guarantee that only biofuels with a healthy carbon balance and no negative
land-use effects would count towards its target.
EVENT NEWS Colin Francis
Tyres and FIVA ID cards
In the last edition I promised to write about the latest
situation regarding the tyres used on FIVA events. Getting matters like this changed or
improved takes a lot of time and effort but the FIVA’s Events Commission of FIVA have now
written to ask the Technical Commission to consider the situation. One problem is that
the Technical Commission of FIVA sees FIVA ID cards from a wider perspective than just events.
Here is the text of that letter:
We would like you to review the manner in which you treat applicants for ID cards as far as
tyres are concerned. Tyres are disposable items and it is impossible for a car to retain its
original tyres if the car is used.
The best that an owner of a car can do is to find a tyre similar to that in use when the
car was made. This is often very difficult and, in a few cases, impossible. Furthermore one
must take note of what is happening in practice.
Two examples: applicants for an ID card can get a car with period tyres fitted and when
the tyres need replacing, fit more modern tyres, also some countries do not consider the
tyres fitted to a car when issuing an ID card. For these two reasons many sixties cars are
running on 70 profile tyres.
We are aware that ID cards are not issued solely for the purpose of competing on events
and in practice most events accept sixties cars fitted with 70 profile tyres. In our view
the Technical Commission should recognise what happens in practice. When a rule is abused
the organisation that enforces it falls into disrepute.
I hope to report something about this ongoing saga in a future Newsletter.
La Dolce Vita
In the last edition I also said that I would report on
Italian events such as the Coppa Milano San Remo Rally which I attended in March of
this year. The main news is that the organisers of the Coppa Milano San Remo event
are the MAC Events SRL organisation from Genoa and they have bought the rights to
the Mille Miglia.
 What are the differences between most Italian and British events? First and foremost
are the number of participants and type of car. Our events that best equate to the
Italian style are the Goodwood Festival of Speed and similar speed and race oriented events.
Secondly the competition is, for most car owners, of secondary importance to participating
in the festive atmosphere. Many people enter the Mille Miglia and similar events in Italy
to display their cars, impress girl friends and show how successful they have been in life!
The competition is secondary to that objective. This could lead to an interesting debate.
Letters welcomed.
But what is the Italian style of competition? Support cars are allowed and navigation is
easy; map reading is not required; there are no restrictions on instruments. There are the
occasional time controls at the start and at lunchtime but unless something dramatic occurs,
everyone gets around in time. In between the time controls are a series of secondary controls
where one must drive over a pad which times you to one tenth of a second, at a time which you
are given in advance e.g. 66 minutes and 20 seconds from the start and there can be a number
of these checks in quite rapid succession. There are boards in advance of these time checks
and after each time check. You are not allowed to stop between these boards without getting a
large penalty. Up to the advance board you can drive at any speed you like and the secret is
to get to the advance board early, wait and then drive carefully up to the timing pad and away
past the ‘out’ board. The experts drive very slowly between the boards and look carefully at
their front wheel so that it breaks the timing line at an exact fraction of a second. There
are is usually one test with about four timing points in two kilometres each morning and each
afternoon. The rest of the time you drive around at your own pace enjoying the crowds and
atmosphere. Like most continental events the stops and food are memorable.
All drivers must have a medical certificate and I believe this is merely to give participants
the impression that they have participated in an event with a sporting history and they are
successors to Fangio, Moss, and Nuvolari etc who would have driven on these events in the years
that they were based on speed.
You may sense my view that although these events are an interesting experience the competitive
aspect and requirement for driving skill is negligible. The competition is all about driving
about one hundred metres to a point within one tenth of a second. If you can do that about
eight times a day you will win. One second out per time and you will probably not make the
top ten. I have no idea how the experts can be so precise.
ARE THEFTS ON THE INCREASE?
A couple of years ago, there was a sense that thefts of old vehicles,
particularly of higher performance cars of the 1960s, was increasing. We set up a system to
enable victims to report their losses to see if there was any pattern. Over a period of about a
year, we heard of fewer than 10 instances of theft, there was no pattern and we heard nothing
more. Then recently, a 1965 Austin Healey was stolen in West London and a collection of motorcycles
was stolen in Gloucestershire.
If similar thefts occur within one police region, it is likely the police will notice a pattern
and investigate accordingly. If similar thefts occur in different areas, it is unlikely that the
pattern will emerge for some considerable time - and that is why FBHVC asks to be informed of
historic vehicle thefts: we can’t do anything with any one case, but we might spot a pattern
before the police are able to do so.
A CLOSING THOUGHT
Finally a letter from Ken Rimell, who writes for that excellent
magazine Vintage Spirit: ‘Working for a classic vehicle magazine and visiting shows nationwide
I’m often disappointed at the number of beautifully restored vehicles I see that are devoid of
any information. Are the owners ashamed of a restoration project that has taken hours and hours
to do? The amount of times I have seen people gathered around a superb restoration project
wondering why the owner hasn’t bothered to give the finishing touch by making a board with
some information on’.
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